WO2022068022A1 - 一种尾座式垂直起降无人机及其控制方法 - Google Patents

一种尾座式垂直起降无人机及其控制方法 Download PDF

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Publication number
WO2022068022A1
WO2022068022A1 PCT/CN2020/130451 CN2020130451W WO2022068022A1 WO 2022068022 A1 WO2022068022 A1 WO 2022068022A1 CN 2020130451 W CN2020130451 W CN 2020130451W WO 2022068022 A1 WO2022068022 A1 WO 2022068022A1
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landing
drone
fuselage
vertical
engine
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English (en)
French (fr)
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赵文杰
陈征
邵雪明
黎军
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Zhejiang University
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Zhejiang University
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Priority to US17/544,813 priority Critical patent/US12151810B2/en
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    • 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
    • G05D1/04—Control of altitude or depth
    • G05D1/06—Rate of change of altitude or depth
    • G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
    • G05D1/0653—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing
    • G05D1/0676—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for landing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/40—Varying angle of sweep
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/068—Fuselage sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C15/00—Attitude, flight direction, or altitude control by jet reaction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C15/00—Attitude, flight direction, or altitude control by jet reaction
    • B64C15/14—Attitude, flight direction, or altitude control by jet reaction the jets being other than main propulsion jets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/04—Arrangement or disposition on aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B64C25/16—Fairings movable in conjunction with undercarriage elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/02—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis vertical when grounded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/385—Variable incidence wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/56—Folding or collapsing to reduce overall dimensions of aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B64C5/02—Tailplanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B64C5/06—Fins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B64C5/10—Stabilising surfaces adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
    • B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/25—Fixed-wing aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U70/00—Launching, take-off or landing arrangements
    • B64U70/80—Vertical take-off or landing, e.g. using rockets
    • 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
    • G05D1/04—Control of altitude or depth
    • G05D1/042—Control of altitude or depth specially adapted for aircraft
    • 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
    • G05D1/04—Control of altitude or depth
    • G05D1/06—Rate of change of altitude or depth
    • G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
    • G05D1/0653—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing
    • G05D1/0661—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for take-off
    • G05D1/0669—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for take-off specially adapted for vertical take-off
    • 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
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/107—Simultaneous control of position or course in three dimensions specially adapted for missiles
    • 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
    • G05D1/40—Control within particular dimensions
    • G05D1/46—Control of position or course in three dimensions [3D]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C2009/005—Ailerons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/12—Propulsion using turbine engines, e.g. turbojets or turbofans

Definitions

  • the invention relates to the field of unmanned aerial vehicles and aviation aircraft, in particular to a vertical take-off and landing unmanned aerial vehicle and a control method thereof.
  • Tilting rotor is the most widely studied vertical take-off and landing-high-speed cruise technology.
  • the conversion of vertical take-off and landing and cruise mode is realized through the tilting mechanism of the engine or rotor, although such methods can realize the transformation of helicopters and fixed-wing UAVs.
  • the advantages are complementary, but due to the complex airfoil and tilting mechanism, the drag and radar reflection cross section (RCS) of the UAV are greatly increased, and its cruising ability and stealth performance are reduced.
  • RCS radar reflection cross section
  • the invention proposes a tailstock vertical take-off and landing drone and a control method thereof.
  • the drone can realize the tailstock vertical take-off and landing through coordinated control among the attitude adjustment nozzle, the engine, the aerodynamic rudder surface and the landing gear.
  • Take-off and landing and high-speed cruise provide new solutions for vertical take-off and landing in complex take-off and landing environments such as sea and mountainous areas.
  • the present invention firstly discloses a tail-mounted vertical take-off and landing unmanned aerial vehicle.
  • the unmanned aerial vehicle comprises: a fuselage, a wing, ailerons, a tail, an elevator, a rudder, an engine, an attitude adjustment nozzle, a landing gear, and the like.
  • the wings are symmetrically fixed on both sides of the middle of the fuselage, and the ailerons are hinged on the trailing edges of the wings on both sides;
  • the tail is located at the tail of the fuselage, and a layout in which the vertical stabilizer and the horizontal stabilizer are independent of each other can be adopted, that is, the tail contains One or more vertical fins and one or more horizontal fins, or V-shaped fins in which the vertical stabilizer and the horizontal stabilizer are coupled to each other;
  • the elevator and the rudder are hinged on the trailing edge of the tail;
  • the engine is arranged on the fuselage
  • the tail which produces the main forward thrust;
  • the attitude adjustment nozzle is composed of a plurality of nozzles, which are distributed on the outer surface of the front part of the fuselage, away from the center of gravity of the drone, and can be jetted outward to generate thrust and rotational torque to Assist in adjusting the attitude of the drone;
  • the landing gear is arranged at the tail of the fuselage and can be automatically
  • the fuselage can be designed as a streamlined cross-section with left-right symmetry, and can be designed as a wing-body fusion.
  • the optimal choice of cross section is circular;
  • the wing can be a straight wing, placed above or below the fuselage, and can be folded, unfolded, and locked under the drive of the mechanical structure, and the wing sweep angle can be adjusted to obtain different speeds.
  • the optimal lift-drag characteristics of the aileron can effectively reduce the windward area of the wing-fuselage combination after folding, thereby reducing the wind disturbance in the take-off and landing stage, thereby improving the stability of the position and attitude control;
  • the aileron is composed of two or Multiple components, which can be hinged to the trailing edge of the left and right wings through the rotating shaft, the left and right ailerons are symmetrically distributed, and can be deflected under the drive of the steering gear and the transmission mechanism to control the UAV to rotate in the rolling direction;
  • the tail is located at the tail of the fuselage, and the vertical stabilizer and the horizontal stabilizer may be independent of each other, that is, the tail includes one or more vertical stabilizers and one or more horizontal stabilizers, or a vertical stabilizer may be used
  • the V-shaped tail is coupled with the horizontal stabilizer; the tail is symmetrical about the fuselage, and can be folded, unfolded, and locked under the drive of the mechanical structure. After folding, the windward area of the tail-fuselage combination can be effectively reduced, thereby The wind disturbance in the take-off and landing stage is reduced, and the stability of the position and attitude control is improved; The man-machine realizes rotation in pitch and yaw directions.
  • the engine is located at the tail of the fuselage, and one or more turbojet engines or turbofan engines with high thrust-to-weight ratio can be used.
  • the engine can use fixed nozzles or vector nozzles to improve attitude and maneuver control. Flexibility, the maximum available thrust of the engine should not be less than the take-off weight of the drone, and the maximum available thrust is preferably more than 1.2 times the take-off weight of the drone.
  • the attitude adjustment nozzle is composed of a plurality of (for example, 4) nozzles, which are distributed on the outer surface of the front part of the fuselage, away from the center of gravity of the UAV, and point to the outside of the fuselage, which can generate thrust and rotational torque to Assist in adjusting the attitude of the drone.
  • the centerline of some or all (recommended) nozzles may not pass through the center axis of the UAV fuselage.
  • Each nozzle can independently control its thrust, and through the combined manipulation of each nozzle, the moment in the roll, pitch and yaw directions can be generated, so as to assist the aerodynamic rudder surface for attitude control in cruise or maneuvering flight conditions, It can also provide the main attitude adjustment moment during vertical take-off and landing.
  • the landing gear is arranged at the tail of the fuselage, and can adopt a three-point or four-point support structure, and realize automatic folding and unfolding through mechanical parts.
  • a fairing is set outside to improve the airflow during flight and reduce air resistance.
  • the landing gear can be automatically folded and the fairing closed; before landing, the landing gear can be automatically deployed to buffer and support the drone to achieve its vertical landing.
  • the invention further discloses a vertical take-off control method of the unmanned aerial vehicle: the vertical take-off process of the unmanned aerial vehicle is divided into three stages: ground preparation, vertical ascent and mode switching, and the control methods of each stage are as follows:
  • the drone can take off on an external launcher or its own landing gear. In order to minimize the influence of wind interference on the attitude of the drone during take-off, the wings and tail are in a folded state before take-off. ; The drone is fixed in good condition, the system is powered on, after the test is completed and it enters the ready-to-fly state, the engine starts and keeps idling. After confirming that the work is normal, the engine drives the large car, and the speed gradually accelerates to the large car state. After the thrust is greater than the gravity, there is no The man-machine leaves the ground and begins to enter the vertical ascending stage;
  • the invention also discloses a vertical landing method of the UAV: the vertical landing process of the UAV is divided into five stages: heading adjustment, height adjustment, approaching the landing circle, vertical pulling up, and vertical landing. Methods as below:
  • the drone After the drone enters the recovery state in the cruise state, it first enters the heading adjustment stage: according to the horizontal distance between the current position and the landing point (that is, the horizontal distance to be flown) and the altitude difference, combined with the glide angle of the drone, determine Whether the ratio of the height difference to the horizontal distance to be flown meets the requirements of the glide angle: if the horizontal distance is insufficient, the flight distance can be extended by flying around, so that the drone can be lowered to the recovery altitude before flying to the landing point; After the flying distance meets the height reduction requirement, adjust the UAV heading so that it is aligned with the landing point, and then enter the height adjustment stage;
  • the tailstock vertical take-off and landing UAV can use a composite control method combining aerodynamic force, vector thrust (if any) and reaction thrust to generate the aerodynamic force generated by the rudder surface and the engine vectoring nozzle (if any)
  • the vector thrust is combined with the reaction thrust generated by the attitude adjustment nozzle.
  • the core part of the composite control system may mainly include a combined control management and decision-making module, a composite control and manipulation distribution module, and a control effectiveness evaluation module.
  • the combined control management and decision-making module gives a combined control scheme according to the flight stage, attitude and speed control instructions given by the track controller; the composite control and manipulation distribution module calculates the required control force and control according to the flight stage and control deviation.
  • the manipulation amount of each actuator is calculated and allocated; the control efficiency evaluation module is based on the response and control deviation of the UAV, and the control allocation results and the effect of the combination scheme are evaluated. Evaluation, and assist the combination control management and decision-making module to revise the combination scheme.
  • the beneficial effects of the present invention are mainly manifested in that the present invention can realize tailstock vertical take-off and landing and high-speed cruise through coordinated control among the attitude adjustment nozzle, the engine, the aerodynamic rudder surface and the landing gear.
  • the invention can provide a new technical solution for safe take-off and landing in complex environments such as the sea, mountains and forests.
  • Figure 1 is a structural schematic diagram of a tailstock vertical take-off and landing UAV.
  • Figure 2 is a schematic diagram of the attitude adjustment nozzle of a tailstock VTOL UAV.
  • Figure 3 is a vertical take-off control method of a tailstock vertical take-off and landing UAV.
  • Figure 4 is a vertical landing control method of a tailstock VTOL UAV.
  • Figure 5 is a schematic diagram of the vertical landing state of a tailstock VTOL UAV.
  • Figure 6 is a height curve of a vertical landing control method.
  • Figure 7 is a structural diagram of a pose control combined with aerodynamic force and reaction thrust.
  • the invention proposes a tailstock type vertical take-off and landing drone and a control method thereof.
  • the drone can give full play to the verticality of the helicopter through the coordinated control among the attitude adjustment nozzle, the engine, the aerodynamic rudder surface and the landing gear.
  • the take-off and landing function and the fixed-wing high-speed cruise function provide technical support for safe take-off and landing in complex environments such as seas, mountains and forests.
  • the specific implementation method is as follows:
  • Figure 1 The structural principle of a tailstock type vertical take-off and landing drone is shown in Figure 1, which is mainly composed of the following main parts: fuselage 1, wings 2 symmetrically fixed on both sides of the middle of the fuselage, used to control Ailerons 3 for roll attitude, tail fins 4 for horizontal and vertical stabilization, elevators and rudders for generating aerodynamic steering torque and controlling pitch and yaw angles 51/52, engines for forward thrust generation 6 , the attitude adjustment nozzle 7 used to assist in adjusting the attitude of the UAV, and used to support the landing gear 8 of the UAV.
  • fuselage 1 fuselage 1
  • wings 2 symmetrically fixed on both sides of the middle of the fuselage
  • Ailerons 3 for roll attitude
  • tail fins 4 for horizontal and vertical stabilization
  • elevators and rudders for generating aerodynamic steering torque and controlling pitch and yaw angles 51/52
  • engines for forward thrust generation 6 the attitude adjustment nozzle 7 used to assist in adjusting the attitude of the UAV, and used to support the landing gear 8 of
  • the fuselage 1 in order to minimize the wind disturbance in the take-off and landing stage and improve the stability of position and attitude control, the fuselage 1 can be cylindrical, and the wings 2 can be straight wings, which are placed under the fuselage, and the tail Design X-shaped tail 4.
  • the wing 2 can be folded in a straight line or a scissors shape, and the four tail wings can be folded synchronously in the same direction.
  • the attitude adjustment nozzle 7 can be composed of multiple nozzles, and the multiple nozzles are distributed on the outer surface of the front part of the fuselage away from the center of gravity of the UAV, and the center line of the nozzles does not pass through the center axis of the UAV fuselage.
  • the attitude adjustment nozzle 7 of this embodiment is composed of four nozzles, which are different from the center point x.
  • the nozzle 1 and the nozzle 2 intersect at point a, and the nozzle 3 and the nozzle
  • the tube 4 intersects at point b, the central axis of each nozzle deviates from the center point of the UAV fuselage at an angle ⁇ , and each nozzle can generate pitching moment and rolling moment.
  • rotational moments in the roll, pitch and yaw directions can be generated to assist the aerodynamic rudder surface for attitude control in cruise or maneuvering flight conditions, and can provide the The main attitude adjustment torque.
  • the vertical take-off process of the UAV is divided into three stages: ground preparation, vertical ascent, and mode switching.
  • ground preparation stage both the wing 2 and the tail 4 are in a folded state; the drone is fixed in good condition, the system is powered on and the test is completed, and it enters the ready-to-fly state. Gradually accelerate to the cart state. After the thrust is greater than the gravity, the drone leaves the ground and begins to enter the vertical ascent stage.
  • the position and attitude of the UAV are mainly regulated by the thrust of the engine vector nozzle (if any) and the attitude adjustment nozzle 7.
  • the wing 2 and tail 4 are unfolded, landing gear 8 is folded, and the drone enters the mode switching stage.
  • the engine is kept in the cart state.
  • the roll direction is controlled by the attitude adjustment nozzle 7, so that the belly is aligned with the course direction, and then the attitude adjustment nozzle 7 and the elevator 51/52 are manipulated to slowly adjust the pitch angle. From 90° during the vertical ascent to the trim value in the cruise state, the flight altitude of the UAV is gradually stabilized until the cruise flight state is finally established.
  • the vertical landing process of the UAV is divided into five stages: heading adjustment, height adjustment, approaching the landing circle, vertical pulling up, and vertical landing.
  • the horizontal distance to be flown and the height difference combined with the glide angle of the UAV, it is determined whether the ratio of the height difference to the horizontal distance to be flown meets the requirements of the glide angle: if the horizontal distance is insufficient, it can be used Extend the flight distance by flying around, so that the drone can be lowered to the recovery height before flying to the landing point; when the horizontal flying distance meets the height reduction requirement, adjust the drone's course to align it with the landing point, and then Enter the height adjustment phase.
  • the drone maintains the heading and adjusts the flight altitude at the same time, so that the altitude gradually decreases to the recovery altitude. After the drone drops to the recovery altitude, it keeps flying horizontally and gradually approaches the landing circle, and then enters the vertical pull-up stage.
  • the drone By controlling the engine vectoring nozzle (if any), the attitude adjustment nozzle 7 and the aerodynamic rudder surface (including two ailerons 3, elevator and rudder 51/52), quickly pull the pitch angle to 90-100 degrees, the drone The horizontal speed of the drone will decrease rapidly, and at the same time it will climb rapidly; during this process, adjust the attitude and position of the control drone to keep the drone within the landing circle and keep the horizontal position as close to the landing point as possible; adjust the engine speed, engine The vector nozzle (if any) and the attitude adjustment nozzle 7 gradually reduce the ascent speed of the UAV to zero, and then enter the vertical landing stage.
  • the vertical landing state is shown in Figure 5, and the height curve of the vertical landing process is shown in Figure 6.
  • the aerodynamic force generated by the rudder surface, the vector thrust of the engine vector nozzle, and the reaction thrust of the attitude adjustment nozzle are combined to carry out combined control.
  • the combined control management and decision-making module gives a combined control scheme according to the flight stage, attitude and speed control instructions given by the track controller; the composite control and manipulation distribution module calculates the required control force and control according to the flight stage and control deviation.
  • the control performance evaluation module evaluates the control distribution result and the effect of the combination scheme according to the response of the UAV, and assists the combined control
  • the management and decision-making module revises the combined scheme.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Radar, Positioning & Navigation (AREA)
  • General Physics & Mathematics (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Toys (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Fluid Mechanics (AREA)

Abstract

一种尾座式垂直起降无人机及其控制方法，所述无人机主要由机身（1）、机翼（2）、副翼（3）、尾翼（4）、发动机（6）、调姿喷管（7）、起落架（8）、升降舵和方向舵（51、52）等构成。所述机翼对称设置于机身中部两侧；副翼铰接于两侧机翼后缘；所述尾翼位于机身尾部，可采用垂尾+平尾，或V形尾翼的形式；升降舵和方向舵铰接于尾翼后缘；所述发动机设置于机身尾部，产生主要的推力；所述调姿喷管分布在机身前部的外表面，可向外喷气，产生旋转力矩以辅助调整无人机姿态；所述起落架设置于机身尾部，可自动折叠与展开，用于支撑无人机，以实现其垂直起降。该无人机可以通过调姿喷管、发动机、气动舵面、起落架之间的协调控制，实现尾座式垂直起降和高速巡航。

Description

一种尾座式垂直起降无人机及其控制方法 技术领域
本发明涉及无人机、航空飞行器领域，尤其涉及一种垂直起降无人机及其控制方法。
背景技术
近年来，随着无人机在军民用各领域的广泛应用，其使用环境和作业任务日益复杂。起降方案的便捷性和安全性是决定无人机在海面、山区等恶劣环境下的连续作业能力的重要因素，因此，垂直起降的功能特征对无人机的应用拓展具有重要意义。直升机和固定翼无人机分别在垂直起降和高速巡航方面各有优势，而如何将这两大优势特征充分结合，将是决定未来空战主动权的核心问题。
倾转旋翼是目前研究最为广泛的垂直起降-高速巡航技术，通过发动机或旋翼的倾转机构实现垂直起降和巡航模态的转换，虽然此类方法可以实现直升机和固定翼无人机的优势互补，但由于翼面和倾转机构复杂，大大增加了无人机的阻力和雷达反射截面(RCS)，降低了其巡航能力和隐身性能。美国海军的F35C航母舰载战斗机通过发动机矢量喷口、升力风扇和置于机翼表面的喷管实现垂直起降，但其控制系统复杂，起降阶段专用的升力风扇占据了较大的空间和比重，且控制难度高，致使该方案不易在其他机型上推广使用。因此，目前亟需一种既可以充分发挥直升机的垂直起降功能和固定翼的高速巡航功能，同时又简单、通用、可推广的垂直起降无人机及其控制方法，为海上、山林等复杂环境下的安全起降提供技术支撑。
发明内容
本发明提出了一种尾座式垂直起降无人机及其控制方法，该无人机可以通过调姿喷管、发动机、气动舵面、起落架之间的协调控制，实现尾座式垂直起降和高速巡航，为海上、山区等复杂起落环境下的垂直起降提供新的方案。
本发明采用的技术方案为：
本发明首先公开了一种尾座式垂直起降无人机，所述无人机包括：机身、机 翼、副翼、尾翼、升降舵、方向舵、发动机、调姿喷管、起落架等。所述机翼对称固定于机身中部两侧，副翼铰接于两侧机翼后缘；所述尾翼位于机身尾部，既可以采用垂直安定面和水平安定面相互独立的布局，即尾翼包含一个或多个垂直尾翼，以及一个或多个水平尾翼，也可以采用垂直安定面与水平安定面相互耦合的V形尾翼；所述升降舵和方向舵铰接于尾翼后缘；所述发动机设置于机身尾部，产生主要的前向推力；所述调姿喷管由多个喷管组成，分布在机身前部的外表面，远离无人机重心，并可向外喷气，产生推力和旋转力矩以辅助调整无人机姿态；所述起落架设置于机身尾部，可自动折叠与展开，用于支撑无人机，以实现其垂直起降。
作为优选，所述机身可设计为横截面呈左右对称的流线型，同时可设计为翼身融合体，但为了尽量减小起降阶段的风力扰动，提高位姿控制的稳定性，机身横截面的最优选择为圆形；
作为优选，所述机翼可采用平直翼，置于机身上方或下方，并可在机械结构的带动下进行折叠、展开、及锁定，机翼后掠角度可调整，以获得不同速度下的最优升阻特性，折叠后可有效降低机翼-机身组合体的迎风面积，从而减小起降阶段的风力扰动，进而提高位姿控制的稳定性；所述副翼由两个或多个组成，可通过转动轴铰接于左右机翼的后缘，左右副翼呈对称分布，可在舵机和传动机构的带动下发生偏转，以操纵无人机实现滚转方向上的旋转；
作为优选，所述尾翼位于机身尾部，既可以采用垂直安定面和水平安定面相互独立的布局，即尾翼包含一个或多个垂直尾翼，以及一个或多个水平尾翼，也可以采用垂直安定面与水平安定面相互耦合的V形尾翼；尾翼关于机身左右对称，并可在机械结构的带动下进行折叠、展开、及锁定，折叠后可有效降低尾翼-机身组合体的迎风面积，从而减小起降阶段的风力扰动，进而提高位姿控制的稳定性；所述升降舵和方向舵通过转动轴铰接于各个尾翼的后缘，可在舵机和传动机构的带动下发生偏转，以操纵无人机实现俯仰和偏航方向上的旋转。
作为优选，所述发动机为于机身尾部，可采用一个或多个推重比较高的涡喷发动机或涡扇发动机，发动机可以采用固定喷管，也可采用矢量喷管以提高姿态和机动控制的灵活性，发动机的最大可用推力应不小于无人机的起飞重量，最大可用推力在无人机起飞重量的1.2倍以上为佳。
作为优选，所述调姿喷管由多个(如4个)喷管组成，分布在机身前部的外表面，远离无人机重心，并指向机身外部，可产生推力和旋转力矩以辅助调整无人机姿态。为了使调姿喷管能够产生滚转力矩，部分或所有(推荐)喷管的中心线可不通过无人机机身的中心轴线。每个喷管可独立控制其推力，通过各个喷管之间的组合操纵，可以产生滚转、俯仰和偏航方向上的力矩，从而在巡航或机动飞行状态下辅助气动舵面进行姿态控制，并可在垂直起降过程中提供主要的姿态调整力矩。
作为优选，所述起落架设置于机身尾部，可采用三点式或四点式支撑结构，通过机械部件实现自动折叠与展开。在折叠状态下，外部设置整流罩，以改善飞行过程中的气流状态，减小空气阻力。起飞完成后，起落架可自动折叠，整流罩闭合；降落前，起落架可自动展开，用于缓冲和支撑无人机，以实现其垂直降落。
本发明进一步公开了所述无人机的垂直起飞控制方法：无人机的垂直起飞过程分为地面准备、竖直上升、模态切换三个阶段，各个阶段的控制方法如下：
1)地面准备：无人机可在外置发射架或其自带起落架上起飞，为了尽可能减小起飞阶段风力干扰对无人机姿态的影响，机翼和尾翼在起飞前均处于折叠状态；无人机固定完好，系统上电，完成测试并进入待飞状态后，发动机开车并保持怠速，确认工作正常后发动机开大车，转速逐渐加速至大车状态，待推力大于重力后，无人机脱离地面，开始进入竖直上升阶段；
2)竖直上升：速度逐渐增大，在飞行速度达到指定的模态切换速度(大于无人机的失速速度)之前，机翼和尾翼始终保持折叠状态，起落架始终处于展开状态，无人机的位置和姿态主要通过发动机矢量喷管(如有)和调姿喷管的推力来调控，飞行速度大于指定的模态切换速度之后，机翼和尾翼展开，起落架折叠，无人机进入模态切换阶段；
3)模态切换；发动机继续保持大车状态，先通过调姿喷管控制横滚方向转动，使机腹对准航线方向，然后操纵调姿喷管和升降舵，缓慢将俯仰角从垂直上升过程中的90°调整至巡航状态下的配平值，在此过程中，无人机的飞行高度逐渐稳定，直至最终建立巡航飞行状态。
本发明还公开了所述无人机的垂直降落方法：无人机的垂直降落过程分为航向调整、高度调整、抵近着陆圈、竖直拉起、垂直着陆五个阶段，各个阶段的控 制方法如下：
1)无人机在巡航状态下进入回收后，首先进入航向调整阶段：根据当前位置与着陆点之间的水平距离(即水平待飞距离)和高度差，结合无人机的下滑角，判定高度差与水平待飞距离的比值是否满足下滑角的要求：若水平距离不足，可采用绕飞的方式延长飞行距离，从而使无人机能够在飞至着陆点之前降低至回收高度；当水平待飞距离满足降高需求后，调整无人机航向，使其对准着陆点，而后进入高度调整阶段；
2)无人机的航向对准着陆点方向后，保持该航向飞行，并同时调整飞行高度，使高度逐渐降至回收高度，待无人机降至回收高度后，进入抵近着陆圈的阶段；
3)无人机保持水平飞行并逐渐抵近着陆圈(以降落点为顶点的倒圆锥)，然后进入竖直拉起阶段；
4)通过控制发动机矢量喷管(如有)、调姿喷管和气动舵面，快速将俯仰角拉至90-100度，无人机的水平速度将快速减小，同时迅速爬升；在此过程中调节控制无人机的姿态和位置，使无人机保持在着陆圈内，并使水平位置尽量靠近着陆点；调整发动机转速、发动机矢量喷管(如有)和调姿喷管，使无人机上升速度逐渐减小至零，然后进入垂直着陆阶段；
5)展开起落架，并折叠机翼和尾翼，调整发动机转速、发动机矢量喷管(如有)和调姿喷管，使无人机在着陆点的水平位置处保持稳定的下降速度，沿竖直方向逐渐降低高度；无人机高度降低至制动点后，增大发动机转速，使下降速度快速减小，并缓慢降落至着陆点；而后发动机快速进入慢车状态，持续工作一段时间后关车，完成着陆。
作为优选，尾座式垂直起降无人机可采用气动力、矢量推力(如有)、反作用推力相结合的复合控制方法，将舵面产生的气动力、发动机矢量喷管(如有)产生的矢量推力、和调姿喷管产生的反作用推力等相结合。复合控制系统的核心部分可主要包括组合控制管理与决策模块、复合控制与操纵分配模块、及控制效能评估模块。组合控制管理与决策模块根据航迹控制器给出的飞行阶段、姿态与速度控制指令，给出组合控制方案；复合控制与操纵分配模块根据飞行阶段及控制偏差，计算所需要的操纵力和操纵力矩，然后结合各执行机构的模型和组合方 案，对各执行机构的操纵量进行计算和分配；控制效能评估模块根据无人机的响应情况和控制偏差，对控制分配结果和组合方案的效果进行评估，并辅助组合控制管理与决策模块对组合方案进行修正。
本发明的有益效果主要表现在：本发明可以通过调姿喷管、发动机、气动舵面、起落架之间的协调控制，实现尾座式垂直起降和高速巡航。本发明可为海上、山林等复杂环境下的安全起降提供新的技术方案。
附图说明
图1是一种尾座式垂直起降无人机的结构原理图。
图2是一种尾座式垂直起降无人机的调姿喷管作用原理图。
图3是一种尾座式垂直起降无人机的垂直起飞控制方法。
图4是一种尾座式垂直起降无人机的垂直降落控制方法。
图5是一种尾座式垂直起降无人机垂直着陆状态原理图。
图6是一种垂直降落控制方法的高度曲线。
图7是一种气动力与反作用推力相结合的位姿控制结构图。
具体实施方式
下面结合附图和具体实施方式对本发明做进一步阐述和说明。本发明中各个实施方式的技术特征在没有相互冲突的前提下，均可进行相应组合。
本发明提出了一种尾座式垂直起降无人机及其控制方法，该无人机可以通过调姿喷管、发动机、气动舵面、起落架之间的协调控制，充分发挥直升机的垂直起降功能和固定翼的高速巡航功能，为海上、山林等复杂环境下的安全起降提供技术支撑。具体实施方法如下：
具体实施方式如下：
一种尾座式垂直起降无人机的结构原理如附图1所示，主要由以下几个主要部分组成：机身1，对称固定于机身中部两侧的机翼2，用于控制横滚姿态的副翼3，用于水平安定和垂直安定的尾翼4，用于产生气动操纵力矩并控制俯仰角和偏航角的升降舵和方向舵51/52，用于产生前向推力的发动机6，用于辅助调整无人机姿态的调姿喷管7，用于支撑无人机的起落架8。
如附图1所示，为了尽量减小起降阶段的风力扰动，提高位姿控制的稳定性，机身1可采用圆柱形，机翼2可采用平直翼，置于机身下方，尾部设计X形尾翼4。机翼2可采用一字形或剪刀形折叠方案，4个尾翼可朝相同的方向同步倒伏折叠。
调姿喷管7可由多个喷管组成，多个喷管分布在远离无人机重心的机身前部外表面，喷管中心线不通过无人机机身的中心轴线。如附图2中的横截面所示，本实施例的调姿喷管7由4个喷管组成，区别于中心点x，喷管1与喷管2相交于a点，喷管3与喷管4相交于b点，各个喷管的中心轴线偏离无人机机身中心点的角度为θ，每个喷管都可产生俯仰力矩和滚转力矩。假设四个喷管产生的反推力分别为T 1～T 4，喷管中心线偏离无人机重心的距离为L，喷管处的机身截面半径为R，则调姿喷管产生的滚转方向的力矩为
M x＝T 1·sinθ 1-T 2·sinθ 2+T 3·sinθ 3-T 4·sinθ 4
调姿喷管产生的俯仰方向的力矩为
M y＝(-T 1-T 2+T 3+T 4)·L
调姿喷管产生的偏航方向的力矩为
M z＝(T 1-T 2-T 3+T 4)·L
通过多个喷管的推力组合控制，可以产生滚转、俯仰和偏航方向上的旋转力矩，从而在巡航或机动飞行状态下辅助气动舵面进行姿态控制，并可在垂直起降过程中提供主要的姿态调整力矩。
按照附图3所示的方法，无人机的垂直起飞过程分为地面准备、竖直上升、模态切换三个阶段。在地面准备阶段，机翼2和尾翼4均处于折叠状态；无人机固定完好，系统上电并完成测试后进入待飞状态，发动机开车并保持怠速，确认工作正常后发动机开大车，转速逐渐加速至大车状态，待推力大于重力后，无人机脱离地面，开始进入竖直上升阶段。在竖直上升阶段，无人机的位置和姿态主要通过发动机矢量喷管(如有)和调姿喷管7的推力来调控，飞行速度逐渐增大至指定的模态切换速度后，机翼2和尾翼4展开，起落架8折叠，无人机进入模态切换阶段。在模态切换阶段，发动机保持大车状态，先通过调姿喷管7控制横滚方向转动，使机腹对准航线方向，然后操纵调姿喷管7和升降舵51/52，缓慢将俯仰角从垂直上升过程中的90°调整至巡航状态下的配平值，无人机飞行高 度逐渐稳定，直至最终建立巡航飞行状态。
按照附图4所示的方法，无人机的垂直降落过程分为航向调整、高度调整、抵近着陆圈、竖直拉起、垂直着陆五个阶段。进入回收后首先进入航向调整阶段，根据水平待飞距离和高度差，结合无人机的下滑角，判定高度差与水平待飞距离的比值是否满足下滑角的要求：若水平距离不足，可采用绕飞的方式延长飞行距离，从而使无人机能够在飞至着陆点之前降低至回收高度；当水平待飞距离满足降高需求后，调整无人机航向，使其对准着陆点，而后进入高度调整阶段。无人机保持航向，并同时调整飞行高度，使高度逐渐降至回收高度，待无人机降至回收高度后，保持水平飞行并逐渐抵近着陆圈，然后进入竖直拉起阶段。通过控制发动机矢量喷管(如有)、调姿喷管7和气动舵面(包括两个副翼3、升降舵和方向舵51/52)，快速将俯仰角拉至90-100度，无人机的水平速度将快速减小，同时迅速爬升；在此过程中调节控制无人机的姿态和位置，使无人机保持在着陆圈内，并使水平位置尽量靠近着陆点；调整发动机转速、发动机矢量喷管(如有)和调姿喷管7，使无人机上升速度逐渐减小至零，然后进入垂直着陆阶段。展开起落架8，并折叠机翼2和尾翼4，调整发动机转速、发动机矢量喷管(如有)和调姿喷管7，使无人机在着陆点的水平位置处保持稳定的下降速度，沿竖直方向逐渐降低高度；无人机高度降低至制动点后，增大发动机转速，使下降速度快速减小，并缓慢降落至着陆点；而后发动机6快速进入慢车状态，持续工作一段时间后关车，完成着陆，垂直着陆状态如图5所示，垂直降落过程的高度曲线如图6所示。
按照附图7所示的方法，将舵面产生的气动力、发动机矢量喷管的矢量推力、和调姿喷管的反作用推力等相结合，进行组合控制。组合控制管理与决策模块根据航迹控制器给出的飞行阶段、姿态与速度控制指令，给出组合控制方案；复合控制与操纵分配模块根据飞行阶段及控制偏差，计算所需要的操纵力和操纵力矩，然后结合各执行机构的模型和组合方案，对各执行机构的操纵量进行分配；控制效能评估模块根据无人机的响应，对控制分配结果和组合方案的效果进行评估，并辅助组合控制管理与决策模块对组合方案进行修正。
以上所述的实施例只是本发明的一种较佳的方案，然其并非用以限制本发明。有关技术领域的普通技术人员，在不脱离本发明的精神和范围的情况下，还 可以做出各种变化和变型。因此凡采取等同替换或等效变换的方式所获得的技术方案，均落在本发明的保护范围内。

Claims (7)

  1. 一种尾座式垂直起降无人机，其特征在于，所述无人机包括：机身、机翼、副翼、尾翼、升降舵、方向舵、发动机、调姿喷管和起落架；所述机翼对称固定于机身中部两侧，副翼铰接于两侧机翼后缘；所述尾翼位于机身尾部，所述升降舵和方向舵铰接于尾翼后缘；所述发动机设置于机身尾部，用于产生前向推力；所述起落架设置于机身尾部，可折叠与展开，用于支撑无人机；
    所述调姿喷管由多个喷管组成，分布在机身前部的外表面，并可向外喷气，产生推力和旋转力矩以辅助调整无人机姿态；多个喷管分布在机身前部的外表面，并距离无人机重心设定距离，喷管喷嘴指向机身外部，用于产生推力和旋转力矩以辅助调整无人机姿态；部分或所有的喷管的中心线不通过无人机机身的中心轴线；每个喷管独立控制其推力；
    所述机翼采用平直翼，置于机身上方或下方，并可进行折叠、展开、及锁定，机翼后掠角度可调整；所述副翼由两个或多个组成，通过转动轴铰接于左右机翼的后缘，左右副翼呈对称分布，所述副翼可在舵机和传动机构的带动下发生偏转。
  2. 根据权利要求1所述的尾座式垂直起降无人机，其特征在于，所述的尾翼采用垂直安定面和水平安定面相互独立的布局，即尾翼包含一个或多个垂直尾翼，以及一个或多个水平尾翼；或者所述的尾翼采用垂直安定面与水平安定面相互耦合的V形尾翼；所述尾翼关于机身左右对称，并可进行折叠、展开、及锁定；所述升降舵和方向舵通过转动轴铰接于各个尾翼的后缘，可在舵机和传动机构的带动下发生偏转，用于操纵无人机实现俯仰和偏航方向上的旋转。
  3. 根据权利要求1所述的尾座式垂直起降无人机，其特征在于，所述机身设计为横截面呈左右对称的流线型，或设计为翼身融合体。
  4. 根据权利要求1所述的尾座式垂直起降无人机，其特征在于，所述发动机位于机身尾部，采用一个或多个涡喷发动机或涡扇发动机，发动机采用固定喷管或采用矢量喷管提高姿态和机动控制的灵活性，发动机的最大可用推力不小于无人机的起飞重量。
  5. 根据权利要求1所述的尾座式垂直起降无人机，其特征在于，所述起落架设置于机身尾部，采用三点式或四点式支撑结构，通过机械部件实现可折叠与展开；在折叠状态下，外部设置整流罩；起飞完成后，起落架可自动折叠，整流 罩闭合；降落前，起落架可自动展开。
  6. 一种权利要求1所述尾座式垂直起降无人机的垂直起飞控制方法，其特征在于所述无人机的垂直起飞过程分为地面准备、竖直上升、模态切换三个阶段，各个阶段的控制方法如下：
    1)地面准备：无人机在外置发射架或其自带起落架上起飞，机翼和尾翼在起飞前均处于折叠状态；无人机固定完好，完成测试并进入待飞状态后，发动机开车并保持怠速，确认工作正常后发动机开大车，转速逐渐加速至大车状态，待推力大于重力后，无人机脱离地面，开始进入竖直上升阶段；
    2)竖直上升：飞行速度逐渐增大，在飞行速度达到指定的模态切换速度之前，机翼和尾翼始终保持折叠状态，起落架始终处于展开状态，无人机的位置和姿态通过发动机矢量喷管和调姿喷管的推力来调控，飞行速度大于指定的模态切换速度之后，机翼和尾翼展开，起落架折叠，无人机进入模态切换阶段；
    3)模态切换；发动机继续保持大车状态，先通过调姿喷管控制横滚方向转动，使机腹对准航线方向，然后操纵调姿喷管和升降舵，将俯仰角从垂直上升过程中的90°调整至巡航状态下的配平值，在此过程中，无人机的飞行高度逐渐稳定，直至最终建立巡航飞行状态。
  7. 一种权利要求1所述尾座式垂直起降无人机的垂直降落控制方法，其特征在于所述无人机的垂直降落过程分为航向调整、高度调整、抵近着陆圈、竖直拉起、垂直着陆五个阶段，各个阶段的控制方法如下：
    1)无人机在巡航状态下进入回收后，首先进入航向调整阶段：根据当前位置与着陆点之间的水平距离和高度差，结合无人机的下滑角，判定高度差与水平待飞距离的比值是否满足下滑角的要求：若水平距离不足，则采用绕飞的方式延长飞行距离，从而使无人机能够在飞至着陆点之前降低至回收高度；当水平待飞距离满足降高需求后，调整无人机航向，使其对准着陆点，而后进入高度调整阶段；
    2)无人机的航向对准着陆点方向后，保持该航向飞行，并同时调整飞行高度，使高度逐渐降至回收高度，待无人机降至回收高度后，进入抵近着陆圈的阶段；
    3)无人机保持水平飞行并逐渐抵近着陆圈，然后进入竖直拉起阶段；
    4)通过控制发动机矢量喷管、调姿喷管和气动舵面，将俯仰角拉至90-100 度，无人机的水平速度减小，同时迅速爬升；在此过程中调节控制无人机的姿态和位置，使无人机保持在着陆圈内，并使水平位置尽量靠近着陆点；调整发动机转速、发动机矢量喷管和调姿喷管，使无人机上升速度减小至零，然后进入垂直着陆阶段；
    5)展开起落架，并折叠机翼和尾翼，调整发动机转速、发动机矢量喷管和调姿喷管，使无人机在着陆点的水平位置处保持稳定的下降速度，沿竖直方向逐渐降低高度；无人机高度降低至制动点后，增大发动机转速，使下降速度减小，并降落至着陆点；而后发动机进入慢车状态，持续工作设定时间后关车，完成着陆。
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