CN114987753B - Longitudinal dynamics decoupling tilt rotor aircraft and flight control method thereof - Google Patents
Longitudinal dynamics decoupling tilt rotor aircraft and flight control method thereof Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/52—Tilting of rotor bodily relative to fuselage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/12—Rotor drives
- B64C27/14—Direct drive between power plant and rotor hub
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- 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
- B64D43/00—Arrangements or adaptations of instruments
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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
- G05D1/08—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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
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Abstract
The invention provides a longitudinal dynamics decoupling tilting rotor aircraft and a flight control method thereof. According to the invention, three groups of rotor wing power modules of the aircraft tilt around parallel pitching axes, so that the rotor wings are prevented from tilting to generate reaction force mutually, the rotor wings can fully contribute lifting force to the aircraft as much as possible, the problems of power offset and power redundancy are fundamentally solved, the energy loss is reduced, the endurance time is prolonged, the longitudinal dynamics decoupling of the full pitch angle is realized, the controllable attitude angle range of the aircraft is enlarged, and the aircraft has stronger anti-interference performance and controllability.
Description
Technical Field
The invention relates to the technical field, in particular to a longitudinal dynamics decoupling tilting rotor craft and a flight control method thereof.
Background
In recent years, with the continuous development of unmanned aerial vehicle technology, unmanned aerial vehicle application scenes and working environments become more and more diversified, such as flying in a high wind environment, flying in a narrow space, checking and maintaining tasks, vertical wall tasks, air handling tasks, air parking tasks, multidirectional tasks, and the like. This requires that the drone has higher immunity and maneuverability in addition to the ability to hover stably. Most conventional multi-rotor aircraft rotor thrust points in the same direction, which makes the mechatronic system simpler, more stable, safer, and more convenient to maintain. However, such an overall layout design inevitably results in a dynamic coupling of attitude and position of the aircraft, i.e. the positional movement of the aircraft must be effected by a horizontal component of the fuselage inclination. The coupling characteristics of such under-actuated systems make it difficult for the aircraft to ensure precise control of attitude and position at the same time, thus limiting the maneuverability of the aircraft. To address this problem, it is desirable to design a multi-rotor aircraft with decoupled attitude and position dynamics. The existing design scheme can realize independent control of five-degree-of-freedom or six-degree-of-freedom motion, and can be divided into two main categories of fixed inclination angle and vector tilting.
The fixed pitch scheme is characterized in that each motor axis is mounted on the horn at a fixed pitch angle to the plane of the fuselage, thereby generating thrust and counter torque in multiple directions. The force and the moment generated by each rotor wing are cooperatively controlled, so that six-degree-of-freedom resultant force and resultant moment in any direction can be generated, and the operability of the aircraft is improved. To achieve full drive of six degrees of freedom motion, a fixed pitch solution without an additional pitch drive typically requires the configuration of at least six motors. Researchers have proposed some fixed Tilt schemes such as non-coplanar multi-rotor aircraft, new fully-driven six-rotor aerial interactive robots Tilt-Hex, stick-like omni-directional aerial robots ODAR, omni-directional eight-rotor aircraft, and other similar designs. The actuator of the fixed dip angle scheme is generally only provided with a motor, does not contain a steering engine, and has simple control logic and relatively stable structure. However, fixed tilt rotorcraft must pay the cost of power cancellation, energy loss, and reduced endurance while improving the controllable degree of freedom and maneuverability.
The vector tilting scheme designs a fixed motor tilt angle as a variable tilt angle driven by an additional tilting steering engine, and each vector rotor group can generate a certain range of lateral component force. By coordinated control of the power magnitude and direction of these vector rotor sets, six degrees of freedom resultant forces and moments can be generated. The existing vector tilting schemes are mostly improved on the basis of traditional four-rotor or six-rotor, such as full-drive tilting four-rotor Holocopter, parallel link tilting four-rotor TiltDrone, modularized reconfigurable multi-rotor aircraft, full-drive six-rotor FAST-Hex, dragon-shaped multi-joint aerial robots and the like. The schemes can realize independent control of six-degree-of-freedom motion, but most of the schemes have the problems of smaller controllable inclination angle range, power offset under inclination postures, complex mechanical structure and the like. The successful design scheme is that each power unit can realize 360-degree tilting around a horn shaft by tilting six rotor craft Voliro, and 6 motors and 12 actuators of 6 steering engines are used. When the aircraft flies nearby the horizontal attitude, all power groups can completely provide lift force for the aircraft, and the efficiency is high. However, problems of power cancellation, power redundancy, energy loss, and reduced endurance time remain exposed when the fuselage is tilted at a large angle.
Disclosure of Invention
The invention aims to solve the problems of the prior art, and provides a longitudinal dynamics decoupling tilting rotor craft and a flight control method thereof, wherein three groups of rotor power modules of the craft tilt around parallel pitching axes, so that the rotor tilting mutually generates reactive force, the rotor contributes to lift force for the craft as fully as possible, the problems of power offset and power redundancy are fundamentally solved, the energy consumption is reduced, the endurance time is prolonged, the longitudinal dynamics decoupling of the full pitch angle is realized, the controllable attitude angle range of the craft is enlarged, and the craft has stronger anti-interference performance and maneuverability.
The invention provides a high-efficiency longitudinal dynamics decoupling tilt rotor aircraft, which comprises a fuselage, a frame, a left tilt rotor power set, a right tilt rotor power set, a tail tilt rotor set, electronic equipment and the like.
The machine body comprises an upper plate, a lower plate, a longitudinal plate, a pipe clamp, screws, a cabin front section, a cabin middle section, a cabin rear section and the like. The upper plate is connected with the lower plate through pipe clamp support, and the screws respectively penetrate through screw holes of the upper plate, the pipe clamp and the lower plate to fix and compress the upper plate, the pipe clamp and the lower plate. The longitudinal plate is fixed between the upper plate and the lower plate and plays a role in resisting longitudinal deformation. These parts are assembled together to form an integral deck, with the gap between the upper and lower plates forming a slot. The cabin middle section is sleeved on the outer side of the integral cabin plate and slides to the middle of the integral cabin plate along the clamping groove. The cabin front section and the cabin rear section respectively slide inwards along the clamping grooves in the front direction and the rear direction until the cabin front section and the cabin rear section are contacted with and aligned with the cabin middle section. This allows for assembly to form a complete streamlined fuselage.
The frame comprises a front arm, a middle arm, a tail arm, a double tail support, a landing gear, a connecting piece and the like. The forearm passes through a forearm hole in the middle section of the cabin and is clamped and fixed by a plurality of pipe clamps in the fuselage. The middle arm passes through a middle arm hole in the middle section of the cabin and is clamped and fixed by a plurality of pipe clamps in the interior of the fuselage. The front arm is longer and is used for installing left and right tilting rotor power sets at two ends; the middle arm is shorter and is used for fixing the double tail braces at two ends. The double tail struts are suspended backwards, and the tail ends of the double tail struts are used for fixing tail arms. Two landing gears are spaced on either side of the fuselage between the two tail boom for stably supporting the entire aircraft during take-off and landing. All the parts are fastened together by connectors in a plugging manner to form a complete and fixed frame.
The left tilting rotor wing power set comprises a motor base, a brushless motor, a propeller clamp, a screw, a steering engine, a steering wheel, a movable gear, a fixed gear, a bearing, a bottom shell and the like. The brushless motor is installed on the motor base and fastened by using screws. The propeller is coaxially arranged on the brushless motor, the propeller clamp is arranged above the propeller, and the propeller clamp, the propeller and the brushless motor are fastened together by using screws. The steering engine is arranged in a steering engine groove below the motor base, and the steering engine is driven to rotate through a spline. The movable gear and the steering wheel are coaxially arranged, and are fastened together by using screws. The two bearings are arranged in total, the fixed gear is arranged between the two bearings, the fixed gear and the fixed gear are respectively sleeved on the outer surface of the left end of the forearm, and the inner surfaces of the fixed gear, the fixed gear and the fixed gear are in interference fit with and bonded with the outer surface of the forearm. The movable gear is meshed with the fixed gear to drive the whole rotor power set to tilt around the forearm. The bottom shell is aligned with the motor base and fixed together, so that the assembly forms a complete streamline tilting rotor power unit. The right tilting rotor power set has the same structure as the left tilting rotor power set, and the mirror image is installed at the right end of the forearm.
The tail tilting rotor power set comprises a tail motor base, a tail brushless motor, a tail screw, a nut, a tail steering engine, a tail steering wheel, a tail movable gear, a tail fixed gear, a tail bottom shell and the like. The tail brushless motor is installed on the tail motor base and fastened by using screws. The tail screw propeller is coaxially arranged on the tail brushless motor, and the nut is used for fastening the tail screw propeller and the tail brushless motor together. The tail rudder engine is arranged in a steering engine groove below the tail motor seat, and the tail rudder disk is driven to rotate through a spline. The tail gear and the tail rudder disk are coaxially arranged and fastened by using screws. The tail fixed gear is sleeved on the outer surface of the middle of the tail arm, and the tail fixed gear and the outer surface are in interference fit and are adhered together. The tail gear is meshed with the tail fixed gear to drive the whole tail rotor wing power set to tilt around the tail arm. The tail pan is aligned with and secured to the tail motor mount such that the assembly forms a complete streamlined tail tilt rotor power pack. The three rotor wing power groups can all tilt 360 degrees around parallel pitching axes.
The electronic equipment comprises a flight control device, an electronic speed regulator, a battery, a receiver, a data transmission module, a power module, a GPS positioning module and the like. The flight control is used for automatically controlling the stable flight of the aircraft. The electronic speed regulator is used for supplying power to the brushless motor and regulating the rotating speed. The battery is used for supplying power to a power system and a control system of the whole aircraft. The receiver is used for receiving signals of the remote controller. The data transmission module is used for communicating with the ground station and receiving and transmitting task instruction information. The power supply module is used for measuring the voltage and the current of the battery and supplying power to the flight control. The GPS positioning module is used for receiving GPS satellite information and positioning and navigating the aircraft.
The invention also provides a flight control method of the high-efficiency longitudinal dynamics decoupling tilt rotor aircraft. The aircraft provided by the invention has the main characteristics that longitudinal dynamics decoupling of the full pitch angle can be realized, specifically, the pitch attitude angle of the aircraft can be changed under the condition that the speed and the position are kept unchanged, and the speed and the position of the front and back direction of the aircraft can be changed under the condition that the pitch attitude angle is kept unchanged. Wherein the pitch attitude angle may be directed at any angle, including a horizontal attitude, a tilt attitude, a vertically up or down attitude, and the like. The aircraft achieves independent control of 5 degrees of freedom motion using 6 actuators. The 6 actuators are respectively a left rotor motor, a right rotor motor, a tail rotor motor, a left pitching steering engine, a right pitching steering engine and a tail pitching steering engine. The 5 degrees of freedom motions are respectively forward and backward movement, lifting motion, pitching motion, rolling motion and yaw motion.
The control method of the aircraft adopts the concept of a virtual machine body, takes the virtual machine body close to a horizontal posture as a control object, converts the control problem of a large pitch angle into a small angle similar to the conventional multi-rotor wing, solves the problem of the irregularity of the Euler angle under the large pitch angle, and avoids the definition confusion phenomenon of rolling and pitching, and the specific principle is discussed in detail in related invention patents. The y-axis of the virtual machine body coordinate system is parallel to the arm and points to the right, the x-axis is always parallel to the horizontal plane and points forward, and the z-axis is determined according to the right-hand rule and faces downward. The pitch motion is about the y-axis, the roll motion is about the x-axis, and the yaw motion is about the z-axis.
The control methods of the rest degrees of freedom are the same except for the control methods of pitching motion of the aircraft under any gesture. The control method of the forward and backward movement refers to that the left pitching steering engine and the right pitching steering engine tilt forward and backward synchronously, and the left power module and the right power module are driven to generate longitudinal horizontal component force so that the aircraft moves forward and backward. The control method of the lifting motion is that the power of the left rotor motor and the right rotor motor is synchronously increased and decreased, so that the aircraft generates acceleration in the vertical direction, and the lifting motion is further realized. The control method of the rolling motion means that the motor differential speed of the left rotor wing and the right rotor wing increases and decreases power to generate rolling moment, so that the machine body gradually inclines to one side to realize the rolling motion. The rolling motion will generate a horizontal component of force and drive the vehicle to move laterally. The yaw motion control method is characterized in that the left pitching steering engine and the right pitching steering engine differentially deflect towards opposite directions, and the left power module and the right power module are driven to respectively generate horizontal component forces in opposite directions, so that yaw motion is realized.
The control method of the pitching motion is that when the aircraft is in the horizontal attitude, the pitching motion is controlled mainly by means of differential power increase and decrease of front and rear rotor motors to generate pitching moment. When the aircraft is in the vertical upward posture, the pitching motion is controlled mainly by means of synchronous vector deflection of the left pitching steering engine and the right pitching steering engine, pitching moment is generated, and the control method is similar to a vector double-rotor aircraft. When the aircraft is in the vertical downward attitude, the control of pitching motion mainly depends on the front-back vector deflection of the tail pitching steering engine to generate pitching moment. The control method of the pitching motion is intermediate to the control method of the above-described typical attitude when the aircraft is in the tilted state. The smooth transition and seamless connection of the control method are realized through the weight coefficients applied to the differential pitching control of the motor and the pitching control of the vector steering engine. Meanwhile, under any pitching inclined posture, the left and right pitching steering engines and the tail pitching steering engines need to synchronously tilt forwards or backwards by the same angle as the pitch angle of the airframe, so that the neutral state of the three power modules is always vertical upwards, and lift force is fully provided for the aircraft.
The invention has the beneficial effects that:
1. the three groups of rotor wing power modules of the aircraft tilt around parallel pitching axes, so that the rotor wings are prevented from tilting to generate reaction force, the rotor wings can fully contribute lifting force to the aircraft as much as possible, the problems of power offset and power redundancy are fundamentally solved, the energy loss is reduced, and the endurance time is prolonged.
2. A pair of large diameter rotors provides the primary lift for the aircraft, and a larger diameter rotor with more concentrated lift has higher power efficiency than a larger number of smaller diameter multiple rotors with more shared lift.
3. The longitudinal dynamics decoupling of the full pitch angle is realized, the controllable attitude angle range of the aircraft is enlarged, and the aircraft has stronger anti-interference performance and controllability.
4. The number of the actuators is reduced, the mechanical structure and the control algorithm are simplified, the inspection and maintenance are convenient, and the safety and the reliability of the aircraft structure are improved.
5. The gear transmission streamline tilting power module capable of tilting in the pitching direction by 360 degrees is designed, a structural foundation is provided for decoupling of the longitudinal dynamics of the full pitch angle of the aircraft, and the aerodynamic resistance is smaller.
6. The tail tilting rotor power set can tilt down and up at will between the two tail supports, and the structural interference problem of single body tail tilting is solved.
7. The aircraft can be applied to the task scenes of wind-resistant flight, fire-fighting injection, gesture-changing shooting, detection and maintenance, air operation, wall-attached investigation, inclined plane take-off and landing and the like, and has important significance and value in the future.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a perspective view of the overall profile of a high efficiency tiltrotor aircraft of the present invention;
figure 2 is a side view and a front view of the high efficiency tiltrotor aircraft of the present invention;
FIG. 3 is a schematic diagram of the fuselage structure of the high efficiency tiltrotor aircraft of the present invention;
FIG. 4 is a schematic diagram of the airframe structure of the high efficiency tiltrotor aircraft of the present invention;
FIG. 5 is a block diagram of a main tiltrotor power pack of the high efficiency tiltrotor aircraft of the present invention;
FIG. 6 is a block diagram of a tail rotor power pack of the high efficiency tiltrotor aircraft of the present invention;
FIG. 7 is a schematic view of the overall aft structure of the high efficiency tiltrotor aircraft of the present invention;
FIG. 8 is a schematic illustration of the attitude change process of the high efficiency tiltrotor aircraft of the present invention;
figure 9 is a schematic diagram of the electronic circuitry of the high efficiency tiltrotor aircraft of the present invention.
In the drawings: 1. a body; 2. a frame; 3. a left tilt rotor power pack; 4. a right tilt rotor power pack; 5. tail tilt rotor power pack; 6. an electronic device; 101. an upper plate; 102. a lower plate; 103. a longitudinal plate; 104. a pipe clamp; 105. a screw; 106. a nacelle front section; 107. a cabin middle section; 108. a cabin rear section; 201. a forearm; 202. a middle arm; 203. a tail arm; 204. a double tail boom; 205. landing gear; 206. a connecting piece; 301. a motor base; 302. a brushless motor; 303. a propeller; 304. a paddle clamp; 305. a screw; 306. steering engine; 307. steering wheel; 308. a movable gear; 309. a fixed gear; 310. a bearing; 311. a bottom case; 501. a tail motor base; 502. a tail brushless motor; 503. tail rotor; 504. a nut; 505. tail steering engine; 506. a tail rudder disk; 507. a tail gear; 508. a tail gear; 509. a tail bottom shell; 601. flight control; 602. an electronic governor; 603. a battery; 604. a receiver; 605. a data transmission module; 606. a power module; GPS positioning module 607.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention provides a high-efficiency longitudinal dynamics decoupling tilt rotor aircraft, which comprises a fuselage 1, a frame 2, a left tilt rotor power set 3, a right tilt rotor power set 4, a tail tilt rotor set 5, an electronic device 6 and the like, as shown in figures 1 and 2.
The fuselage 1 comprises an upper plate 101, a lower plate 102, a longitudinal plate 103, a pipe clamp 104, screws 105, a cabin front section 106, a cabin middle section 107, a cabin rear section 108, etc., as shown in fig. 3. The upper plate 101 is connected with the lower plate 102 through pipe clamp support, and the screws 105 respectively penetrate through screw holes of the upper plate 101, the pipe clamp 104 and the lower plate 102 to fix and compress the upper plate 101, the pipe clamp 104 and the lower plate 102. The vertical plate 103 is fixed between the upper plate and the lower plate, and plays a role of resisting longitudinal deformation. These components are assembled together to form a unitary deck. The cabin middle section 107 is sleeved outside the integral cabin board and slides to the middle of the integral cabin board along the clamping groove. The forward nacelle section 106 and the aft nacelle section 108 slide inwardly along the slots in both the forward and aft directions, respectively, until they contact and align with the mid nacelle section. This allows for assembly to form a complete streamlined fuselage.
The frame 2 includes a front arm 201, a middle arm 202, a rear arm 203, a double tail stay 204, a landing gear 205, a connection 206, and the like, as shown in fig. 4. The forearm 201 passes through a forearm hole in the nacelle middle section 107 and is clamped inside the fuselage by a plurality of pipe clamps. The center arm 202 passes through a center arm hole in the nacelle middle section 107 and is also clamped inside the fuselage by a plurality of pipe clamps. The front arm is longer and is used for installing left and right tilting rotor power sets at two ends; the middle arm is shorter and is used for fixing the double tail braces at two ends. The double tail boom 204 is suspended rearward, and the tail ends are used for fixing the tail boom 203. Two of said landing gears 205 are spaced on opposite sides of the fuselage between the two tail boom for stably supporting the entire aircraft during take-off and landing. All of these structures are fastened together by the connectors 206 in a plug-in manner to form a complete and fixed frame. The frame adopts a carbon fiber tube frame structure, and the connecting piece can be made of CNC aluminum alloy materials or photo-curing 3D printing materials.
The left tilting rotor power unit 3 includes a motor base 301, a brushless motor 302, a propeller 303, a blade holder 304, a screw 305, a steering engine 306, a rudder plate 307, a movable gear 308, a fixed gear 309, a bearing 310, a bottom shell 311, and the like, as shown in fig. 5. The brushless motor 302 is mounted on the motor base 301 and fastened using the screw 305. The propeller 303 is coaxially mounted on the brushless motor, the blade holder 304 is placed over the propeller, and screws 305 are used to fasten the blade holder and the propeller to the brushless motor. The steering engine 306 is installed in a steering engine groove below the motor base, and the steering wheel 307 is driven to rotate through a spline. The movable gear 308 is mounted coaxially with the rudder disk and fastened together using screws. The number of the bearings 310 is two, the fixed gear 309 is arranged between the two bearings, the fixed gear 309 and the fixed gear are respectively sleeved on the outer surface of the left end of the forearm 201, and the inner surfaces of the fixed gear and the outer surface of the forearm are in interference fit and are adhered together. The movable gear and the fixed gear are meshed with each other to drive the whole rotor power set to tilt 360 degrees around the front arm, as shown by a broken line in fig. 4. The bottom shell 311 is aligned with and secured to the motor mount such that the assembly forms a complete streamlined tiltrotor power pack. The right tilt rotor power pack 4 is identical in structure to the left tilt rotor power pack 3 and is mirror-image mounted on the right end of the forearm 201.
The tail tilt rotor power unit 5 includes a tail motor base 501, a tail brushless motor 502, a tail propeller 503, a nut 504, a tail rudder 505, a tail rudder plate 506, a tail gear 507, a tail gear 508, a tail bottom shell 509, and the like, as shown in fig. 6 and 7. The tail brushless motor 502 is mounted on the tail motor housing 501 and fastened using screws. The tail rotor 503 is coaxially mounted to the tail brushless motor, and the tail rotor and the tail brushless motor are fastened together using the nut 504. The tail rudder 505 is installed in a steering engine groove below the tail motor seat, and the tail rudder 506 is driven to rotate through a spline. The tail gear 507 is coaxially arranged with the tail rudder disk and is fastened by using screws. The tail gear 508 is sleeved on the outer surface of the middle of the tail arm, and the tail gear 508 and the tail arm are in interference fit and are adhered together. The tail gears intermesh with the tail fixed gears, driving the entire tail rotor power pack to tilt about tail arm 203. The tail pan 509 is aligned with and secured to the tail motor mount such that the assembly forms a complete streamlined tail tilt rotor power pack 5, as shown in fig. 7. The three rotor power packs can all tilt 360 degrees around parallel pitching axes, as shown by the broken lines in fig. 4.
The electronic device 6 includes an electronic controller 601, an electronic governor 602, a battery 603, a receiver 604, a data transmission module 605, a power module 606, a GPS positioning module 607, and the like, as shown in fig. 9. The flight control 601 is used for automatically controlling the stable flight of the aircraft. The electronic governor 602 is used to power the brushless motor and regulate the rotational speed. The battery 603 is used to power the power and control systems of the whole aircraft. The receiver 604 is configured to receive a signal from a remote control. The data transmission module 605 is used for communicating with the ground station and receiving and transmitting task instruction information. The power module 606 is configured to measure a voltage and a current of the battery and to supply power to the flight control. The GPS positioning module 607 is configured to receive GPS satellite information and to position and navigate the aircraft.
The invention also provides a flight control method of the high-efficiency longitudinal dynamics decoupling tilt rotor aircraft. The aircraft provided by the invention has the main characteristics that longitudinal dynamics decoupling of the full pitch angle can be realized, specifically, the pitch attitude angle of the aircraft can be changed under the condition that the speed and the position are kept unchanged, and the speed and the position of the front and back direction of the aircraft can be changed under the condition that the pitch attitude angle is kept unchanged. Wherein the pitch attitude angle may be directed at any angle, including a horizontal attitude, a tilt attitude, a vertical up or down attitude, etc., as shown in fig. 8. The aircraft achieves independent control of 5 degrees of freedom motion using 6 actuators. The 6 actuators are respectively a left rotor motor, a right rotor motor, a tail rotor motor, a left pitching steering engine, a right pitching steering engine and a tail pitching steering engine. The 5 degrees of freedom motions are respectively forward and backward movement, lifting motion, pitching motion, rolling motion and yaw motion.
The control method of the aircraft adopts the concept of a virtual machine body, takes the virtual machine body close to a horizontal posture as a control object, converts the control problem of a large pitch angle into a small angle similar to the conventional multi-rotor wing, solves the problem of the irregularity of the Euler angle under the large pitch angle, and avoids the definition confusion phenomenon of rolling and pitching, and the specific principle is discussed in detail in related invention patents. The y-axis of the virtual machine body coordinate system is parallel to the arm and points to the right, the x-axis is always parallel to the horizontal plane and points forward, and the z-axis is determined according to the right-hand rule and faces downward. The pitch motion is about the y-axis, the roll motion is about the x-axis, and the yaw motion is about the z-axis.
The control methods of the rest degrees of freedom are the same except for the control methods of pitching motion of the aircraft under any gesture. The control method of the forward and backward movement refers to that the left pitching steering engine and the right pitching steering engine tilt forward and backward synchronously, and the left power module and the right power module are driven to generate longitudinal horizontal component force so that the aircraft moves forward and backward. The control method of the lifting motion is that the power of the left rotor motor and the right rotor motor is synchronously increased and decreased, so that the aircraft generates acceleration in the vertical direction, and the lifting motion is further realized. The control method of the rolling motion means that the motor differential speed of the left rotor wing and the right rotor wing increases and decreases power to generate rolling moment, so that the machine body gradually inclines to one side to realize the rolling motion. The rolling motion will generate a horizontal component of force and drive the vehicle to move laterally. The yaw motion control method is characterized in that the left pitching steering engine and the right pitching steering engine differentially deflect towards opposite directions, and the left power module and the right power module are driven to respectively generate horizontal component forces in opposite directions, so that yaw motion is realized.
The control method of the pitching motion is that when the aircraft is in the horizontal attitude, the pitching motion is controlled mainly by means of differential power increase and decrease of front and rear rotor motors to generate pitching moment. When the aircraft is in the vertical upward posture, the pitching motion is controlled mainly by means of synchronous vector deflection of the left pitching steering engine and the right pitching steering engine, pitching moment is generated, and the control method is similar to a vector double-rotor aircraft. When the aircraft is in the vertical downward attitude, the control of pitching motion mainly depends on the front-back vector deflection of the tail pitching steering engine to generate pitching moment. The control method of the pitching motion is intermediate to the control method of the above-described typical attitude when the aircraft is in the tilted state. The smooth transition and seamless connection of the control method are realized through the weight coefficients applied to the differential pitching control of the motor and the pitching control of the vector steering engine. Meanwhile, under any pitching inclined posture, the left and right pitching steering engines and the tail pitching steering engines need to synchronously tilt forwards or backwards by the same angle as the pitch angle of the airframe, so that the neutral state of the three power modules is always vertical upwards, and lift force is fully provided for the aircraft.
In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for the equipment examples, what has been described above is merely a preferred embodiment of the invention, which, since it is substantially similar to the method examples, is described relatively simply, as relevant to the description of the method examples. The foregoing is merely illustrative of specific embodiments of the present invention, and the scope of the invention is not limited thereto, since modifications and substitutions will be readily made by those skilled in the art without departing from the spirit of the invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.
Claims (10)
1. A longitudinal dynamics decoupling tiltrotor aircraft, characterized by: the device comprises a machine body, a frame, a left tilting rotor power set, a right tilting rotor power set, a tail tilting rotor power set and electronic equipment, wherein the left tilting rotor power set and the right tilting rotor power set are respectively connected to two sides of the machine body through the frame, the tail tilting rotor power set is connected to the rear end of the machine body through the frame, and the electronic equipment is arranged inside the machine body;
The left tilting rotor power set and the right tilting rotor power set are symmetrically distributed on two sides of the machine body, and each of the left tilting rotor power set and the right tilting rotor power set comprises a motor base, a brushless motor, a propeller clamp, a steering engine, a steering wheel, a movable gear, a fixed gear, a bearing and a bottom shell; the brushless motor is arranged on the motor base, the propeller is coaxially arranged on the brushless motor, the propeller clamp is arranged above the propeller, and the propeller clamp and the propeller are fixedly connected with the brushless motor; the steering engine is arranged in a steering engine groove below the motor base, and the steering engine is driven to rotate through a spline; the movable gear is coaxially and fixedly connected with the steering wheel; the fixed gear is arranged between the two bearings, the fixed gear and the rack are respectively sleeved on the outer surface of the rack, and the inner surfaces of the fixed gear, the rack and the rack are in interference fit and are adhered together; the movable gear is meshed with the fixed gear to drive the whole rotor wing power set to tilt 360 degrees around the frame; the bottom shell is aligned with the motor base and fixed together;
The tail tilting rotor power set comprises a tail motor seat, a tail brushless motor, a tail screw, a tail steering engine, a tail rudder disk, a tail movable gear, a tail fixed gear and a tail bottom shell; the tail brushless motor is arranged on the tail motor seat, the tail propeller is coaxially arranged on the tail brushless motor, and the tail propeller is fixedly connected with the tail brushless motor; the tail rudder engine is arranged in a steering engine groove below the tail motor seat and drives the tail rudder disk to rotate through a spline; the tail gear and the tail rudder disk are coaxially arranged; the tail fixed gear is sleeved on the outer surface of the middle of the frame, the tail fixed gear and the frame are in interference fit and are adhered together, the tail movable gear is meshed with the tail fixed gear, the whole tail rotor power set is driven to tilt 360 degrees around the frame, and the tail bottom shell is aligned with the tail motor base and fixed together.
2. The longitudinal dynamics decoupling tilt rotor aircraft of claim 1, wherein: the machine body comprises an upper plate, a lower plate, a longitudinal plate, a pipe clamp, a cabin front section, a cabin middle section and a cabin rear section; the upper plate and the lower plate are connected through pipe clamp support, and the upper plate, the pipe clamp and the lower plate are fixedly compressed; the vertical plate is fixed between the upper plate and the lower plate, and forms an integral cabin plate structure together with the upper plate, the pipe clamp and the lower plate, and a clamping groove is formed in a gap between the upper plate and the lower plate; the cabin middle section is sleeved on the outer side of the integral cabin plate and slides to the middle of the integral cabin plate along the clamping groove, and the cabin front section and the cabin rear section respectively slide inwards along the clamping groove in the front and rear directions until contacting and aligning with the cabin middle section.
3. The longitudinal dynamics decoupling tilt rotor aircraft of claim 1 or 2, wherein: the frame comprises a front arm, a middle arm, a tail arm, a double tail support, a landing gear and a connecting piece; the forearm passes through a forearm hole in the middle section of the cabin and is clamped and fixed by a plurality of pipe clamps in the fuselage; the middle arm passes through a middle arm hole in the middle section of the engine room and is clamped and fixed by a plurality of pipe clamps in the machine body; the forearm is used for mounting left and right tilting rotor power sets at two ends; the length of the middle arm is shorter than that of the front arm, and the middle arm is used for fixing the double tail braces at two ends; the double tail support is suspended backwards, and the tail ends of the double tail support are used for fixing tail arms; two landing gears are spaced on either side of the fuselage between the two tail boom for stably supporting the entire aircraft during take-off and landing.
4. The longitudinal dynamics decoupling tilt rotor aircraft of claim 1, wherein: the electronic equipment comprises a flight control module, an electronic speed regulator, a battery, a receiver, a data transmission module, a power module and a GPS positioning module; the electronic speed regulator is used for supplying power to the brushless motor and adjusting the rotating speed, the battery is used for supplying power to a power system and a control system of the whole aircraft, the receiver is used for receiving signals of the remote controller, the data transmission module is used for communicating with the ground station and receiving and transmitting task instruction information, the power supply module is used for measuring voltage and current of the battery and supplying power to the flight control, and the GPS positioning module is used for receiving GPS satellite information and positioning and navigating the aircraft.
5. A method of controlling the flight of a longitudinal dynamics decoupling tilt rotor aircraft according to any one of claims 1-4, wherein: the control method comprises the steps of taking a virtual machine body close to a horizontal posture as a control object, and converting a control problem of a large pitch angle into a small angle problem of a traditional multi-rotor wing, wherein the control method comprises a control method of forward and backward movement, a control method of lifting movement, a control method of rolling movement, a control method of yaw movement and a control method of pitching movement; the y-axis of the virtual machine body coordinate system is parallel to the arm and points to the right, the x-axis is always parallel to the horizontal plane and points forward, the z-axis is determined according to the right-hand rule and faces downwards, the pitching motion is around the y-axis, the rolling motion is around the x-axis, and the yawing motion is around the z-axis.
6. The method of controlling the flight of a longitudinal dynamics decoupling tilt rotor aircraft according to claim 5, wherein: the control method of the forward and backward movement refers to that the left pitching steering engine and the right pitching steering engine tilt forward and backward synchronously, and the left power module and the right power module are driven to generate longitudinal horizontal component force so that the aircraft moves forward and backward.
7. The method of controlling the flight of a longitudinal dynamics decoupling tilt rotor aircraft according to claim 5, wherein: the control method of the lifting motion is that the power of the left rotor motor and the right rotor motor is synchronously increased and decreased, so that the aircraft generates acceleration in the vertical direction, and the lifting motion is further realized.
8. The method of controlling the flight of a longitudinal dynamics decoupling tilt rotor aircraft according to claim 5, wherein: the control method of the rolling motion is that the differential power of the left rotor motor and the right rotor motor is increased or decreased to generate rolling moment, so that the machine body is gradually inclined to one side, the rolling motion is realized, the rolling motion generates horizontal component force, and the aircraft is driven to realize horizontal movement.
9. The method of controlling the flight of a longitudinal dynamics decoupling tilt rotor aircraft according to claim 5, wherein: the yaw motion control method is characterized in that the left pitching steering engine and the right pitching steering engine differentially deflect towards opposite directions, and the left power module and the right power module are driven to respectively generate horizontal component forces in opposite directions, so that yaw motion is realized.
10. The method of controlling the flight of a longitudinal dynamics decoupling tilt rotor aircraft according to claim 5, wherein: the control method of the pitching motion is as follows:
when the aircraft is in a horizontal posture, the pitching motion is controlled mainly by means of differential power increase and decrease of front and rear rotor motors, and pitching moment is generated;
When the aircraft is in a vertical upward posture, the control of pitching motion mainly depends on synchronous vector deflection of a left pitching steering engine and a right pitching steering engine to generate pitching moment, and the control method is similar to that of a vector double-rotor aircraft;
when the aircraft is in a vertical downward posture, the control of pitching motion mainly depends on the front-back vector deflection of the tail pitching steering engine to generate pitching moment;
When the aircraft is in an inclined state, the control method of pitching motion realizes smooth transition and seamless connection of the control method through weight coefficients acting on the differential pitching control of the motor and the pitching control of the vector steering engine;
Under any pitching inclined posture, the left pitching steering engine, the right pitching steering engine and the tail pitching steering engine synchronously tilt forwards or backwards by the same angle as the pitch angle of the airframe, so that the neutral state of the three power modules is always vertical upwards, and the lift force is fully provided for the aircraft.
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