CN115107998A - Aircraft, aircraft control method and device and electronic equipment - Google Patents
Aircraft, aircraft control method and device and electronic equipment Download PDFInfo
- Publication number
- CN115107998A CN115107998A CN202210161891.3A CN202210161891A CN115107998A CN 115107998 A CN115107998 A CN 115107998A CN 202210161891 A CN202210161891 A CN 202210161891A CN 115107998 A CN115107998 A CN 115107998A
- Authority
- CN
- China
- Prior art keywords
- rotor
- aircraft
- assembly
- increment
- rotor assembly
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 48
- 238000013461 design Methods 0.000 claims abstract description 36
- 230000000712 assembly Effects 0.000 claims abstract 2
- 238000000429 assembly Methods 0.000 claims abstract 2
- 238000005096 rolling process Methods 0.000 claims description 45
- 230000007613 environmental effect Effects 0.000 claims description 38
- 230000001133 acceleration Effects 0.000 claims description 25
- 238000003860 storage Methods 0.000 claims description 7
- 238000004364 calculation method Methods 0.000 claims description 3
- 238000004891 communication Methods 0.000 claims description 2
- 238000004590 computer program Methods 0.000 claims description 2
- 230000007547 defect Effects 0.000 abstract description 5
- IAZDPXIOMUYVGZ-UHFFFAOYSA-N Dimethylsulphoxide Chemical compound CS(C)=O IAZDPXIOMUYVGZ-UHFFFAOYSA-N 0.000 description 8
- 230000008569 process Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 230000006870 function Effects 0.000 description 5
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 238000003491 array Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000011065 in-situ storage Methods 0.000 description 1
- 239000004973 liquid crystal related substance Substances 0.000 description 1
- 238000010295 mobile communication Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000013598 vector Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
-
- 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
- B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
-
- 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
- B64D31/00—Power plant control systems; Arrangement of power plant control systems in 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
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The invention discloses an aircraft, an aircraft control method, an aircraft control device and electronic equipment, wherein the aircraft comprises: the fixed wings are arranged on the left side and the right side of the machine body; the first rotor wing assembly, the second rotor wing assembly, the third rotor wing assembly and the fourth rotor wing assembly are connected with the airframe and are positioned in the same plane; the first rotor wing assembly and the second rotor wing assembly as well as the third rotor wing assembly and the fourth rotor wing assembly are respectively symmetrical relative to the designed axis of the airframe; the first rotor assembly and the third rotor assembly are asymmetric with respect to the center of mass of the aircraft. According to the aircraft disclosed by the invention, the asymmetric rotor wing assemblies are arranged, so that the rotor wing layout of the aircraft is changed from the original four-rotor-wing symmetric structure to the asymmetric structure between the four rotor wings, specific parameters can be flexibly set according to actual conditions, the aircraft can have more modes during asymmetric design, and the defect of inflexible rotor wing layout in the prior art is overcome.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to an aircraft, an aircraft control method, an aircraft control device and electronic equipment.
Background
In recent years, hybrid wing aircraft have been extensively studied in various countries around the world and have found increasing use in military and civilian applications. The hybrid wing aircraft is characterized in that a plurality of rotor wing mechanisms capable of working independently are arranged in the fixed wing aircraft, so that the hybrid wing aircraft has two different functions of the fixed wing aircraft and the rotor wing aircraft, can independently fly in a rotor wing flying mode or a fixed wing flying mode, and can fly in a mode of fusing the two flying modes, and therefore the hybrid wing aircraft has flexible flying capability.
The hybrid wing aircraft has the functions of a multi-rotor aircraft, and the multi-rotor aircraft has the flight characteristics of a helicopter, but the operation mechanism and the operation method of the multi-rotor aircraft are much simpler than those of the helicopter, and the factors make the multi-rotor aircraft become the main form of the future vertical takeoff and landing aircraft, so that the layout of the multi-rotor in the hybrid wing aircraft conforms to the development direction.
In the field of electric aviation, a hybrid wing aircraft is one of mainstream aerodynamic layout forms of the current electric aircraft, the adoption of distributed power driving is one of main technical directions of future development of the electric aircraft, and the hybrid wing aircraft is an effective means for realizing the technology.
The hybrid wing aircraft can provide lift force due to the multi-rotor system, so that the hybrid wing aircraft does not need special airport runway support to run, take off or land and can be used in various complex occasions; the straight line flight in the front-back direction and the left-right direction can be realized by utilizing the inclination of the lift vectors of the multiple rotors, and the hybrid wing aircraft and the multiple rotor aircraft have the same functions and performances.
For the current multi-rotor aircraft, the main features include: the rotors are symmetrically and uniformly distributed on the aircraft body, each rotor is directly driven by one motor, and the rotors mostly adopt fixed-distance propellers, so that the control on the lift force of the rotors can be realized by controlling the rotating speed of the motors, and the control on the six-degree-of-freedom motion of the multi-rotor aircraft is further realized; from the viewpoint of aerodynamic layout, the requirement that the geometric symmetry center of the positions of the rotors is coincident with the position of the center of mass of the rotors is required to be met, and the rotors are required to be uniformly arranged around the center of mass; in terms of control or manipulation: the pitching/rolling attitude control method is characterized in that under the condition that the combined lift force is kept unchanged, asymmetric lift force is formed in the symmetric direction of the center of mass, and a moment around the center of mass is caused, so that the multi-rotor aircraft rotates around the center of mass through the moment, and the pitching/rolling attitude control is realized. On the basis, if the pitching/rolling angle of the multi-rotor aircraft is kept to be a constant value which is not equal to zero by adopting a flight control system, the multi-rotor aircraft can fly linearly back and forth or left and right; in the aspect of direction control, the rotating speed of the corresponding rotor wing is synchronously adjusted, so that the unbalanced torque is obtained under the condition that the combined lift force is kept unchanged, and then the multi-rotor wing aircraft generates course change under the action of the reactive torque, thereby realizing the course control.
It is clear that the purpose of the symmetrical and uniform arrangement of the rotors is mainly to simplify the control or steering, so as to minimize the coupling between the movements, in the actual control of which turning is often achieved by using heading control, and straight flight is achieved by using pitch/roll control. If a multi-rotor aircraft is required to turn while flying at high speeds, the control or steering method that is currently common is as follows: when the multi-rotor aircraft is about to reach a turning point, the multi-rotor aircraft is decelerated firstly, even if the pitch angle is zero and is restored to a horizontal state, when the forward flying speed is reduced to about to suspend, the multi-rotor aircraft is turned in situ by using a course control method, and after the preset course is reached, the forward flying operation or control is carried out, so that the multi-rotor aircraft is restored to a high-speed forward flying state. The turning control method is simple and low in efficiency, and the multi-rotor aircraft loses energy during turning through the processes of deceleration and reacceleration, so that the maneuverability of the multi-rotor aircraft is weakened.
In summary, the fixed-wing flight mode is the longest working time and the main flight state of the hybrid-wing aircraft, but the multiple rotors of the hybrid-wing aircraft in the prior art can only be symmetrically and uniformly arranged, the overall arrangement of the hybrid wings can be limited and restricted, and the defect of inflexible rotor arrangement exists.
Disclosure of Invention
Therefore, the technical problem to be solved by the present invention is to overcome the defect of inflexible rotor wing layout in the prior art, and to provide an aircraft, an aircraft control method, an aircraft control device, and an electronic apparatus.
According to a first aspect, the invention discloses an aircraft comprising: the aircraft comprises a fuselage, a fixed wing, a first rotor assembly, a second rotor assembly, a third rotor assembly and a fourth rotor assembly; the fixed wings are arranged on the left side and the right side of the machine body; the first rotor assembly, the second rotor assembly, the third rotor assembly and the fourth rotor assembly are connected with the fuselage and are positioned in the same plane; the first rotor assembly and the second rotor assembly are symmetrical relative to the design axis of the fuselage; the third rotor assembly and the fourth rotor assembly are symmetrical relative to the design axis of the fuselage; the distance between the first rotor assembly and the aircraft center of mass in the direction of the design axis of the fuselage is not equal to the distance between the third rotor assembly and the aircraft center of mass in the direction of the design axis of the fuselage; the first rotor assembly is not equal to the aircraft center of mass in a direction perpendicular to the design axis of the fuselage.
Optionally, the first rotor assembly comprises: the first cantilever, the first pitch propeller and the first motor; the second rotor assembly includes: the second cantilever, the second fixed-distance propeller and the second motor; the third rotor assembly includes: the third cantilever, the third fixed-distance propeller and the third motor; the fourth rotor assembly includes: the fourth cantilever, the fourth fixed-pitch propeller and the fourth motor; the aerodynamic characteristics of the first fixed-pitch propeller, the second fixed-pitch propeller, the third fixed-pitch propeller and the fourth fixed-pitch propeller are completely consistent.
Optionally, when viewed from a direction in which the aircraft is overlooked and advanced towards the aircraft, the first rotor assembly is disposed on a front left side of the fuselage, and the first motor drives the first pitch propeller to rotate counterclockwise; the second rotor wing assembly is arranged on the right front side of the aircraft body, and the second motor drives the second fixed-distance propeller to rotate clockwise; the third rotor assembly is arranged on the left rear side of the aircraft body, and the third motor drives the third fixed-distance propeller to rotate clockwise; the fourth rotor subassembly set up in fuselage right side rear side, the fourth motor drives fourth distance screw counter-clockwise turning.
According to a second aspect, the invention discloses an aircraft control method applied to the aircraft according to the first aspect and any one of the optional embodiments of the first aspect, the aircraft control method comprising: acquiring an externally input control mode, externally input environmental parameters and externally input aircraft parameters; the control modes include: roll, yaw, and pitch modes; calculating a speed increment of the rotor assembly based on the environmental parameter, the aircraft parameter, and the control mode; and controlling the rotating speed of a motor in the rotor wing assembly corresponding to the control mode to be increased according to the rotating speed increment.
Optionally, when the control mode is a roll mode, the obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: when the rolling direction is left, acquiring rotor wing parameters corresponding to a second rotor wing assembly; when the rolling direction is right, obtaining rotor wing parameters corresponding to the first rotor wing assembly;
when the control mode is a roll mode, the calculating a speed increment for the rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter comprises: acquiring a rolling angle and rolling time according to the control mode; calculating the rolling angular acceleration according to the rolling angle and the rolling time; calculating a roll speed increment of the rotor assembly based on the roll angular acceleration, the environmental parameter, the rotor parameter, and the aircraft parameter;
when the control mode is a roll mode, controlling the motor speed increase in the rotor assembly corresponding to the control mode according to the speed increment comprises: when the rolling direction is left, the rotating speed of a second motor is increased according to the rolling rotating speed increment; and when the rolling direction is right, increasing the rotating speed of the first motor according to the rolling rotating speed increment.
Optionally, when the control mode is a yaw mode, the obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: when the yaw direction is left, acquiring rotor parameters corresponding to the second rotor assembly and rotor parameters corresponding to the third rotor assembly; when the yaw direction is right, acquiring rotor wing parameters corresponding to the first rotor wing assembly and rotor wing parameters corresponding to the fourth rotor wing assembly;
when the control mode is a yaw mode, calculating a speed increment for a rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter comprises: acquiring a yaw angle and yaw time according to the control mode; calculating yaw acceleration according to the yaw angle and the yaw time; calculating a yaw moment increment according to the aircraft parameter and the yaw acceleration; calculating a first yaw rotation speed increment according to the environment parameter, the aircraft parameter and the yaw moment increment; calculating a second yaw rate increment based on the first yaw rate increment and the rotor wing parameter;
when the control mode is a yaw mode, the controlling a motor speed increase in the rotor assembly corresponding to the control mode based on the speed increment comprises: when the yaw direction is left, increasing the rotating speed of the second motor according to the first yaw rotating speed increment, and increasing the rotating speed of the third motor according to the second yaw rotating speed increment; and when the yaw direction is right, increasing the rotating speed of the first motor according to the first yaw rotating speed increment, and increasing the rotating speed of the fourth motor according to the second yaw rotating speed increment.
Optionally, when the control mode is a bank mode, the obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode comprises: when the direction of the inclined turning is left, acquiring rotor wing parameters corresponding to a second rotor wing assembly; when the direction of the inclined turning is right, acquiring rotor wing parameters corresponding to a first rotor wing assembly;
when the control mode is a banked mode, said calculating a speed increment for the rotor assembly based on the environmental parameter, the aircraft parameter, and the control mode comprises: acquiring a banked turning speed and a banked turning time according to the control mode; calculating a bank angle increment based on the aircraft parameter, the environmental parameter, and the bank speed; calculating a bank turn angular acceleration from the bank turn angular increment and the bank turn time; calculating a first bank turn speed increment based on the environmental parameter, the aircraft parameter, the rotor parameter, and the bank turn angular acceleration; calculating a bank turning moment increment according to the aircraft parameter and the bank turning angular acceleration; calculating a second bank turn speed increment based on the environmental parameter, the aircraft parameter, and the bank turn torque increment;
when the control mode is a banked mode, said controlling a motor speed boost in the rotor assembly corresponding to the control mode based on the speed increment comprises: when the banked turning direction is left, increasing the rotating speed of the second motor according to the first banked turning rotating speed increment, and increasing the rotating speed of the third motor according to the second banked turning rotating speed increment; and when the banked turning direction is right, increasing the rotating speed of the first motor according to the first banked turning rotating speed increment, and increasing the rotating speed of the fourth motor according to the second banked turning rotating speed increment.
According to a third aspect, the present invention discloses an aircraft control device applied to the aircraft according to the first aspect or any one of the optional embodiments of the first aspect, the aircraft control device comprising: the parameter acquisition module is used for acquiring an externally input control mode, an externally input environmental parameter and an externally input aircraft parameter; the control modes include: roll, yaw, and pitch modes; a speed calculation module for calculating a speed increment for the rotor assembly based on the environmental parameter, the aircraft parameter, and the control mode; and the rotating speed control module is used for controlling the rotating speed of the motor in the rotor wing assembly corresponding to the control mode to be increased according to the rotating speed increment.
According to a fourth aspect, the invention discloses an electronic device comprising: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor to cause the at least one processor to perform the steps of the aircraft control method according to any one of the alternative embodiments of the second aspect and the second aspect.
According to a fifth aspect, the invention discloses a computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the aircraft control method according to the second aspect as well as any one of the alternative embodiments of the second aspect.
The technical scheme of the invention has the following advantages:
1. according to the aircraft disclosed by the invention, the rotor wing components which are asymmetric relative to the mass center of the aircraft are arranged, so that the rotor wing layout of the aircraft is changed from the original structure that four rotor wings are all symmetric into the structure that only the first rotor wing component and the second rotor wing component are symmetric and the third rotor wing component and the fourth rotor wing component are symmetric, the first rotor wing component, the second rotor wing component, the third rotor wing component and the fourth rotor wing component do not need to be in a symmetric structure, specific parameters can be flexibly set according to actual conditions, so that the aircraft can have more modes during asymmetric design, and the defect that the rotor wing layout is not flexible in the prior art is overcome.
2. According to the aircraft control method disclosed by the invention, when the rotating speed increment of the rotor wing assembly is calculated according to the environmental parameters, the aircraft parameters and the rotor wing parameters, the rolling moment and the yawing moment are formed by a method for increasing the lifting force, and the aircraft moves, so that the influence on the reduction of the involution lifting force possibly during the rolling and course control is prevented, and the overall aerodynamic efficiency and the flight safety are improved. By designing the rotating direction of the rotor and calculating the rotating speed, the coupled response to the rolling motion and the pitching motion caused by the asymmetrical arrangement of the rotor position during course control or operation is avoided.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic block diagram of a particular example of an aircraft in an embodiment of the invention;
FIG. 2 is a schematic block diagram of another specific example of an aircraft in an embodiment of the invention;
FIG. 3 is a block diagram of another specific example of an aircraft in an embodiment of the invention;
FIG. 4 is a block diagram of another specific example of an aircraft in an embodiment of the invention;
FIG. 5 is a flowchart showing a specific example of an aircraft control method according to the embodiment of the invention;
FIG. 6 is a schematic block diagram of a specific example of an aircraft control device in an embodiment of the invention;
fig. 7 is a diagram of a specific example of an electronic device in an embodiment of the present invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is to be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; the two elements may be directly connected or indirectly connected through an intermediate medium, or may be communicated with each other inside the two elements, or may be wirelessly connected or wired connected. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The invention discloses an aircraft, as shown in fig. 1, comprising: a fuselage 1, a fixed wing 2, a first rotor assembly 3, a second rotor assembly 4, a third rotor assembly 5, and a fourth rotor assembly 6; the fixed wings 2 are arranged on the left side and the right side of the fuselage 1; the first rotor assembly 3, the second rotor assembly 4, the third rotor assembly 5 and the fourth rotor assembly 6 are connected with the fuselage 1 and are positioned in the same plane; the first rotor assembly 3 and the second rotor assembly 4 are symmetrical relative to the design axis of the fuselage; the third rotor assembly 5 and the fourth rotor assembly 6 are symmetrical relative to the design axis of the fuselage; the distance between the first rotor wing assembly 3 and the aircraft mass center 7 in the design axis direction of the fuselage is not equal to the distance between the third rotor wing assembly 5 and the aircraft mass center 7 in the design axis direction of the fuselage; the distance between first rotor assembly 3 and aircraft center of mass 7 in a direction perpendicular to the design axis of the fuselage is not equal to the distance between third rotor assembly 5 and aircraft center of mass 7 in a direction perpendicular to the design axis of the fuselage.
Specifically, as shown in fig. 2, the first rotor assembly 3 includes: a first boom 31, a first prop 32 and a first motor 33; second rotor assembly 4 includes: a second boom 41, a second pitch propeller 42 and a second motor 43; the third rotor assembly 5 comprises: a third boom 51, a third pitch propeller 52 and a third motor 53; fourth rotor assembly 6 includes: a fourth cantilever 61, a fourth distance propeller 62 and a fourth motor 63; the aerodynamic properties of the first pitch propeller 32, the second pitch propeller 42, the third pitch propeller 52 and the fourth pitch propeller 62 are completely identical.
In particular, as shown in fig. 3, the stationary wing may include: the first rotor assembly and the second rotor assembly can be arranged on the wing, and the third rotor assembly and the fourth rotor assembly can be arranged on the tail wing; the first rotor assembly and the second rotor assembly may be provided separately, and the third rotor assembly and the fourth rotor assembly may be provided separately, which is not limited by the present invention.
Specifically, as shown in fig. 4, when looking down the aircraft and looking in the forward direction of the aircraft, the first rotor assembly 3 is disposed on the front left side of the fuselage, and the first motor 33 drives the first pitch propeller 32 to rotate counterclockwise; the second rotor assembly 4 is arranged on the right front side of the fuselage, and the second motor 43 drives the second fixed-distance propeller 42 to rotate clockwise; the third rotor assembly 5 is arranged at the left rear side of the fuselage, and the third motor 53 drives the third fixed-distance propeller 52 to rotate clockwise; fourth rotor assembly 6 sets up in fuselage right rear side, and fourth motor 63 drives fourth distance screw 62 anticlockwise rotation.
According to the aircraft disclosed by the invention, the rotor wing components which are asymmetric relative to the mass center of the aircraft are arranged, so that the rotor wing layout of the aircraft is changed from the original structure that four rotor wings are all symmetric into the structure that only the first rotor wing component and the second rotor wing component are symmetric and the third rotor wing component and the fourth rotor wing component are symmetric, and the first rotor wing component, the second rotor wing component and the third rotor wing component do not need to be in a symmetric structure, specific parameters can be flexibly set according to actual conditions, so that the aircraft can have more modes during asymmetric design, and the defect that the rotor wing layout is not flexible in the prior art is overcome.
The invention also discloses an aircraft control method, as shown in fig. 5, the aircraft control method is applied to the aircraft according to the embodiment of the invention, and the aircraft control method comprises the following steps:
step S1, acquiring an externally input control mode, externally input environmental parameters and externally input aircraft parameters; the control modes include: roll mode, yaw mode, and bank mode.
In particular, the control mode is set manually by an aircraft controller or automatically by a navigation application, as the invention is not limited in this regard. The environmental parameters may be input by a controller after being tested by an external instrument, or a corresponding detecting instrument may be provided on the machine body, which is not limited in the present invention. The aircraft parameters may be set according to the design parameters when designing the model selection of the aircraft, or may be manually set by a controller when in use, which is not limited by the present invention.
And step S2, according to the control mode, obtaining the rotor wing parameters corresponding to the rotor wing component corresponding to the control mode.
Specifically, when the control mode is the roll mode, the roll direction is also included in the control mode. When the rolling direction is left, acquiring rotor wing parameters corresponding to the second rotor wing assembly; when the roll direction is right, obtain the rotor parameter that corresponds with first rotor subassembly.
Wherein the rotor parameter corresponding to the first rotor assembly comprises a distance y between the first rotor assembly and a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 1 . The rotor parameters corresponding to the second rotor assembly include a distance y between the second rotor assembly and a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 2 。
Specifically, when the control mode is the yaw mode, the yaw direction is also included in the control mode. When the yaw direction is left, acquiring rotor parameters corresponding to the second rotor assembly and rotor parameters corresponding to the third rotor assembly; when the yaw direction is right, obtain the rotor parameter that corresponds with first rotor subassembly and the rotor parameter that corresponds with the fourth rotor subassembly.
Wherein the rotor parameter corresponding to the first rotor assembly comprises a distance y between the first rotor assembly and a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 1 . The rotor parameter corresponding to the second rotor assembly includes a distance between the second rotor assembly and a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselagey 2 . The rotor parameter corresponding to the third rotor assembly includes a distance y between the third rotor assembly and a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 3 . The rotor parameter corresponding to the fourth rotor assembly includes a distance y of the fourth rotor assembly from a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 4 。
Alternatively, the rotor parameter corresponding to the first rotor assembly may further include a distance x between the first rotor assembly and the aircraft center of mass in the direction of the fuselage design axis 1 . The rotor parameters corresponding to the second rotor assembly may further include a distance x between the second rotor assembly and the aircraft center of mass in the direction of the fuselage design axis 2 . The rotor parameters corresponding to the third rotor assembly may further include a distance x between the third rotor assembly and the aircraft center of mass in the direction of the fuselage design axis 3 . The rotor parameters corresponding to the fourth rotor assembly may further include a distance x between the fourth rotor assembly and the center of mass of the aircraft in the direction of the fuselage design axis 4 。
Specifically, when the control mode is the bank turning mode, the bank turning direction is also included in the control mode. When the direction of the banked turn is left, acquiring rotor wing parameters corresponding to the second rotor wing assembly; when the bank turn direction is right, rotor parameters corresponding to the first rotor assembly are obtained.
Wherein the rotor parameter corresponding to the first rotor assembly comprises a distance y between the first rotor assembly and a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 1 (ii) a The rotor parameter corresponding to the fourth rotor assembly includes a distance y of the fourth rotor assembly from a center of mass of the aircraft in a direction perpendicular to the design axis of the fuselage 4 。
And step S3, calculating the rotation speed increment of the rotor wing assembly according to the environmental parameters, the aircraft parameters and the rotor wing parameters.
Specifically, when the control mode is the roll mode, the process of calculating the rotational speed increment of the rotor assembly includes: firstly, acquiring a rolling angle and rolling time according to a control mode; then, calculating the rolling angle acceleration according to the rolling angle and the rolling time; and then calculating the roll speed increment of the rotor wing assembly according to the roll angular acceleration, the environmental parameters, the rotor wing parameters and the aircraft parameters.
Wherein, when the control mode is the rolling mode, the control mode also comprises a rolling angle
And roll time Δ t 1 (ii) a The environmental parameters include an atmospheric density ρ of the aircraft in flight; the aircraft parameters include diameter D of a fixed-pitch propeller in the rotor assembly, and lift coefficient C of the fixed-pitch propeller in the rotor assembly T And the moment of inertia I of the aircraft.
Illustratively, roll angular acceleration is calculated
Can be expressed by the following formula:
illustratively, a roll speed delta Δ n of the rotor assembly is calculated x Can be expressed by the following formula:
wherein, Δ n x For roll speed increments of any rotor assembly x corresponding to the roll direction, k is the adjustment factor, k ═ ρ D 4 C T 。
Further, when the roll direction is left, according to y 2 Calculating a roll speed delta Δ n for the second rotor assembly 2 (ii) a When the rolling direction is right, according to y 1 Calculating a roll speed delta Δ n for a first rotor assembly 1 。
Specifically, when the control mode is yaw mode, the process of calculating the speed increment of the rotor assembly includes: firstly, acquiring a yaw angle and yaw time according to a control mode; then, calculating the yaw acceleration according to the yaw angle and the yaw time; then, calculating a yaw moment increment according to the aircraft parameters and the yaw acceleration; then calculating a first yaw rotating speed increment according to the environmental parameters, the aircraft parameters and the yaw moment increment; and finally, calculating a second yaw rotation speed increment according to the first yaw rotation speed increment and the rotor wing parameters.
Wherein, when the control mode is the yaw mode, the control mode further comprises a yaw angle
And yaw time Δ t 2 (ii) a The aircraft parameters include the moment of inertia I of the aircraft, the diameter D of the fixed-pitch propeller in the rotor assembly, and the torque coefficient C of the fixed-pitch propeller in the rotor assembly M (ii) a The environmental parameter includes an atmospheric density ρ of the aircraft in flight.
Illustratively, yaw acceleration is calculated
Can be expressed by the following formula:
illustratively, a yaw moment increment Δ N is calculated 1 Can be expressed by the following formula:
illustratively, a first yaw rate increment Δ n is calculated x Can be expressed by the following formula:
wherein, Δ n x Is the roll speed increment for any rotor assembly x corresponding to the roll direction.
Illustratively, a meterCalculating a second yaw rate increment Δ n y Can be expressed by the following formula:
alternatively, the first and second liquid crystal display panels may be,
wherein, Δ n y Increment of rolling speed of another rotor assembly y corresponding to rolling direction, y x For the distance, y, of rotor assembly x from the aircraft's center of mass in a direction perpendicular to the design axis of the fuselage y For the distance, x, of rotor assembly y from the aircraft's center of mass in a direction perpendicular to the design axis of the fuselage x For the distance of rotor assembly x from the aircraft centre of mass in the direction of the fuselage design axis, x y The distance in the direction of the fuselage design axis is for rotor assembly y from the aircraft center of mass.
Further, when the yaw direction is left, the first yaw rate increment Δ n x Yaw rate increment Deltan corresponding to second rotor assembly 2 Second yaw rate increment Δ n y Yaw rate increment Δ n corresponding to third rotor assembly 3 . First, the yaw rate increment deltan of the second rotor assembly is calculated 2 Then according to y 2 And y 3 Calculating a yaw rate increment Δ n for the third rotor assembly 3 。
Similarly, when the yaw direction is right, the first yaw rate increment Δ n x Yaw rate increment Δ n for a first rotor assembly 1 Second yaw rate increment Δ n y Yaw rate increment Δ n for a fourth rotor assembly 4 . First, a yaw rate increment deltan of the first rotor assembly is calculated 1 Then according to y 1 And y 4 Calculating a yaw rate increment Δ n for the fourth rotor assembly 4 . Wherein, y 1 ＝y 2 ，y 3 ＝y 4 。
Alternatively, the first and second electrodes may be,when the yaw direction is left, the first yaw rotation speed increment is delta n x Yaw rate increment Deltan corresponding to second rotor assembly 2 Second yaw rate increment Δ n y Yaw rate increment Δ n for third rotor assembly 3 . First, the yaw rate increment deltan of the second rotor assembly is calculated 2 Then according to x 2 And x 3 Calculating a yaw rate increment Δ n for the third rotor assembly 3 。
Similarly, when the yaw direction is right, the first yaw rate increment Δ n is when the yaw direction is right x Yaw rate increment Δ n corresponding to first rotor assembly 1 Second yaw rate increment Δ n y Yaw rate increment Δ n corresponding to fourth rotor assembly 4 . First, a yaw rate increment deltan of the first rotor assembly is calculated 1 Then according to x 1 And x 4 Calculating a yaw rate increment Δ n for the fourth rotor assembly 4 . Wherein x is 1 ＝x 2 ，x 3 ＝x 4 。
Specifically, when the control mode is the bank mode, the process of calculating the increment of the rotational speed of the rotor assembly includes: firstly, acquiring a banked turning speed and a banked turning time according to a control mode; then calculating the angle increment of the inclined turning according to the aircraft parameters, the environmental parameters and the inclined turning speed; then calculating the tilt angle acceleration according to the tilt angle increment and the tilt time; then calculating a first bank turning rotation speed increment according to the environmental parameters, the aircraft parameters, the rotor wing parameters and the bank turning angular acceleration; calculating the moment increment of the inclined turning according to the aircraft parameters and the acceleration of the inclined turning angle; and finally, calculating a second bank turning rotation speed increment according to the environmental parameters, the aircraft parameters and the bank turning moment increment.
Wherein, when the control mode is the banked mode, the control mode further includes a banked speed Δ r and a banked time Δ t 3 (ii) a The environmental parameters comprise the atmospheric density rho of the aircraft in flight and the gravity acceleration g of the aircraft at the position; the aircraft parameters include the forward flight velocity V of the aircraft 0 Diameter of fixed pitch propeller in rotor assemblyD. Torque coefficient C of fixed-pitch propeller in rotor assembly M Lift coefficient C of fixed-pitch propeller in rotor assembly T And the moment of inertia I of the aircraft.
Illustratively, the tilt angle increment is calculated
Can be expressed by the following formula:
illustratively, the tilt angular acceleration is calculated
Can be expressed by the following formula:
illustratively, a first bank turn speed increment Δ n is calculated x Can be expressed by the following formula:
wherein, Δ n x For the pitch turn speed increment of any rotor assembly x corresponding to the pitch turn direction, k is an adjustment coefficient, k ═ ρ D 4 C T 。
Illustratively, the bank turning moment increment Δ N is calculated 2 Can be expressed by the following formula:
illustratively, a second bank turn speed increment Δ n is calculated y Can be obtained by the following formulaRepresents:
wherein, Δ n y Is the pitch turn speed increment of the other rotor assembly y corresponding to the pitch turn direction.
Further, when the bank turning direction is left, the first bank turning rotational speed increment Δ n x Corresponding to the pitch turn speed increment Deltan of the second rotor assembly 2 Second bank turn speed increment Δ n y Pitch turn speed increment Δ n for third rotor assembly 3 . First according to y 2 Calculating a bank turn speed increment Δ n for the second rotor assembly 2 And then calculating a third rotor assembly tip-turn speed increment Δ n 3 ；
Similarly, when the bank direction is right, the first bank rotational speed increment Δ n x Corresponding to a first rotor assembly having a banked rotational speed increment Δ n 1 Second bank turn speed increment Δ n y Pitch turn speed increment Δ n for a fourth rotor assembly 4 . First according to y 1 Calculating a bank turn speed increment Δ n for a first rotor assembly 1 And subsequently calculating a bank turn speed increment Δ n for the fourth rotor assembly 4 。
And step S4, controlling the rotating speed of the motor in the rotor wing assembly corresponding to the control mode to be increased according to the rotating speed increment.
Specifically, when the roll direction is to the left, the roll speed increment Δ n according to the second rotor assembly 2 And the current speed n of the second motor in the second rotor assembly 2 Increasing the rotation speed of the second motor to n 2 +Δn 2 (ii) a When the roll direction is right, the roll speed increment Deltan according to the first rotor assembly 1 And the current speed n of the first motor in the first rotor assembly 1 Increasing the rotation speed of the first motor to n 1 +Δn 1 。
Specifically, when the yaw heading is left, the roll speed increment Δ n according to the second rotor assembly 2 And the current speed n of the second motor in the second rotor assembly 2 Increasing the rotation speed of the second motor to n 2 +Δn 2 And then increment by an amount Δ n in accordance with the yaw rate of the third rotor assembly 3 And the current speed n of the third motor in the third rotor assembly 3 Increasing the rotation speed of the third motor to n 3 +Δn 3 (ii) a When the yaw heading is right, the roll speed increment delta n according to the first rotor assembly 1 And the current speed n of the first motor in the first rotor assembly 1 Increasing the rotation speed of the first motor to n 1 +Δn 1 And then increasing the yaw rate of the fourth rotor assembly by an amount Δ n 4 And the speed n of a fourth motor in the fourth rotor assembly 4 Increasing the rotation speed of the fourth motor to n 4 +Δn 4 。
Specifically, when the bank turning direction is left, the roll rotation speed increment Δ n according to the second rotor assembly 2 And the current speed n of the second motor in the second rotor assembly 2 Increasing the rotation speed of the second motor to n 2 +Δn 2 And then increment by an amount Δ n in accordance with the yaw rate of the third rotor assembly 3 And the current speed n of the third motor in the third rotor assembly 3 Increasing the rotation speed of the third motor to n 3 +Δn 3 (ii) a When the bank turning direction is right, the roll speed increment delta n according to the first rotor assembly 1 And the current speed n of the first motor in the first rotor assembly 1 Increasing the rotation speed of the first motor to n 1 +Δn 1 And then increasing the yaw rate of the fourth rotor assembly by an amount Δ n 4 And the speed n of the fourth motor in the fourth rotor assembly 4 Increasing the rotation speed of the fourth motor to n 4 +Δn 4 。
According to the aircraft control method disclosed by the invention, when the rotating speed increment of the rotor wing assembly is calculated according to the environmental parameters, the aircraft parameters and the rotor wing parameters, the rolling moment and the yawing moment are formed by a method for increasing the lifting force, and the aircraft moves, so that the influence on the reduction of the involution lifting force possibly during the rolling and course control is prevented, and the overall aerodynamic efficiency and the flight safety are improved. By designing the rotating direction of the rotor and calculating the rotating speed, the coupled response to the rolling motion and the pitching motion caused by the asymmetrical arrangement of the rotor position during course control or operation is avoided.
The present invention also discloses an aircraft control device, as shown in fig. 6, which is applied to an aircraft according to an embodiment of the present invention, and includes:
the external communication module 101 is used for acquiring an externally input control mode, an externally input environmental parameter and an externally input aircraft parameter; the control modes include: roll mode, yaw mode, and bank mode; for specific description, refer to the related description of step S1 in the embodiment of the method of the present invention, and are not described herein again.
The data acquisition module 102 is used for acquiring rotor parameters corresponding to the rotor component corresponding to the control mode according to the control mode; for specific description, refer to the related description of step S2 in the embodiment of the method of the present invention, and are not described herein again.
An increment calculation module 103, configured to calculate a rotational speed increment of the rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter; for a specific description, reference is made to the related description of step S3 in the embodiment of the method of the present invention, and details are not repeated here.
A rotation speed adjusting module 104, configured to control a rotation speed of a motor in the rotor assembly corresponding to the control mode to increase according to the rotation speed increment; for specific description, refer to the related description of step S4 in the embodiment of the method of the present invention, and are not described herein again.
According to the aircraft control device provided by the invention, when the rotating speed increment of the rotor wing assembly is calculated according to the environmental parameters, the aircraft parameters and the rotor wing parameters, the rolling moment and the yawing moment are formed in a method of increasing the lifting force, the aircraft is made to move, the influence that the involutive lifting force is possibly weakened when the rolling and heading are controlled is prevented, and the overall aerodynamic efficiency and the flight safety are improved. By designing the rotation direction of the rotor and calculating the rotation speed, the coupled response to the rolling motion and the pitching motion caused by the asymmetrical arrangement of the rotor position during course control or steering is avoided.
An embodiment of the present invention further provides an electronic device, as shown in fig. 7, the electronic device may include a processor 201 and a memory 202, where the processor 201 and the memory 202 may be connected by a bus or in another manner, and fig. 7 takes the connection by the bus as an example.
The memory 202 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created by the processor 201, and the like. Further, the memory 202 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, the memory 202 may optionally include memory located remotely from the processor 201, which may be connected to the processor 201 via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
One or more modules are stored in memory 202 and, when executed by processor 201, perform an asymmetric quad-rotor flight control method for a hybrid wing aircraft as in the embodiment shown in fig. 4.
Although the present invention has been described in detail with respect to the exemplary embodiments and the advantages thereof, those skilled in the art will appreciate that various changes, substitutions and alterations can be made to the embodiments without departing from the spirit and scope of the invention as defined by the appended claims. For other examples, one of ordinary skill in the art will readily appreciate that the order of the process steps may be varied while maintaining the scope of the present invention.
Moreover, the scope of the present application is not intended to be limited to the particular embodiments of the process, machine, manufacture, composition of matter, means, methods and steps described in the specification. As one of ordinary skill in the art will readily appreciate from the disclosure of the present invention, processes, machines, manufacture, compositions of matter, means, methods, or steps, presently existing or later to be developed, that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized according to the present invention. Accordingly, the appended claims are intended to include within their scope such processes, machines, manufacture, compositions of matter, means, methods, or steps.
Claims (10)
1. An aircraft, characterized in that it comprises: the aircraft comprises an airframe, a fixed wing, a first rotor wing assembly, a second rotor wing assembly, a third rotor wing assembly and a fourth rotor wing assembly;
the fixed wings of the aircraft are arranged on the left side and the right side of the fuselage;
the first rotor assembly, the second rotor assembly, the third rotor assembly and the fourth rotor assembly are connected with the fuselage and are positioned in the same plane;
the first rotor assembly and the second rotor assembly are symmetrical relative to the design axis of the fuselage;
the third rotor assembly and the fourth rotor assembly are symmetrical relative to the design axis of the fuselage;
the first rotor assembly is not equidistant from the aircraft center of mass in the direction of the fuselage design axis as the third rotor assembly is not equidistant from the aircraft center of mass in the direction of the fuselage design axis;
the first rotor assembly is not equal to the aircraft center of mass in a direction perpendicular to the design axis of the fuselage.
2. The aircraft of claim 1,
the first rotor assembly includes: the first cantilever, the first pitch propeller and the first motor;
the second rotor assembly includes: the second cantilever, the second fixed-distance propeller and the second motor;
the third rotor assembly includes: the third cantilever, the third fixed-pitch propeller and the third motor;
the fourth rotor assembly includes: the fourth cantilever, the fourth fixed-pitch propeller and the fourth motor;
the aerodynamic characteristics of the first fixed-pitch propeller, the second fixed-pitch propeller, the third fixed-pitch propeller and the fourth fixed-pitch propeller are completely consistent.
3. The aircraft of claim 2, wherein, viewed from a direction looking down at the aircraft and heading toward the aircraft,
the first rotor wing assembly is arranged on the left front side of the aircraft body, and the first motor drives the first pitch propeller to rotate anticlockwise;
the second rotor wing assembly is arranged on the right front side of the aircraft body, and the second motor drives the second fixed-distance propeller to rotate clockwise;
the third rotor wing assembly is arranged on the left rear side of the aircraft body, and the third motor drives the third fixed-distance propeller to rotate clockwise;
the fourth rotor subassembly set up in fuselage right side rear side, the fourth motor drives fourth distance screw counter-clockwise turning.
4. An aircraft control method, characterized in that it is applied to an aircraft according to any one of claims 1 to 3, comprising:
acquiring an externally input control mode, an externally input environmental parameter and an externally input aircraft parameter; the control modes include: roll mode, yaw mode, and bank mode;
according to the control mode, rotor wing parameters corresponding to the rotor wing assembly corresponding to the control mode are obtained;
calculating a speed increment of a rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter;
and controlling the rotating speed of a motor in the rotor wing assembly corresponding to the control mode to be increased according to the rotating speed increment.
5. The aircraft control method according to claim 4,
when the control mode is a roll mode, the obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode comprises:
when the rolling direction is left, acquiring rotor wing parameters corresponding to a second rotor wing assembly;
when the rolling direction is right, acquiring rotor wing parameters corresponding to the first rotor wing assembly;
when the control mode is a roll mode, the calculating a speed increment for the rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter comprises:
acquiring a rolling angle and rolling time according to the control mode;
calculating the rolling angular acceleration according to the rolling angle and the rolling time;
calculating a roll speed increment for the rotor assembly based on the roll angular acceleration, the environmental parameter, the rotor parameter, and the aircraft parameter;
when the control mode is a roll mode, controlling the motor speed in the rotor assembly corresponding to the control mode to increase according to the speed increment comprises:
when the rolling direction is left, the rotating speed of a second motor is increased according to the rolling rotating speed increment;
and when the rolling direction is right, increasing the rotating speed of the first motor according to the rolling rotating speed increment.
6. The aircraft control method according to claim 4,
when the control mode is a yaw mode, the obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode comprises:
when the yaw direction is left, acquiring rotor parameters corresponding to the second rotor assembly and rotor parameters corresponding to the third rotor assembly;
when the yaw direction is right, acquiring rotor wing parameters corresponding to the first rotor wing assembly and rotor wing parameters corresponding to the fourth rotor wing assembly;
when the control mode is a yaw mode, the calculating a speed increment for the rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter comprises:
acquiring a yaw angle and yaw time according to the control mode;
calculating yaw acceleration according to the yaw angle and the yaw time;
calculating a yaw moment increment according to the aircraft parameter and the yaw acceleration;
calculating a first yaw rotation speed increment according to the environment parameter, the aircraft parameter and the yaw moment increment;
calculating a second yaw rate increment based on the first yaw rate increment and the rotor wing parameter;
when the control mode is a yaw mode, the controlling a motor speed increase in the rotor assembly corresponding to the control mode based on the speed increment comprises:
when the yaw direction is left, increasing the rotating speed of the second motor according to the first yaw rotating speed increment, and increasing the rotating speed of the third motor according to the second yaw rotating speed increment;
and when the yaw direction is right, increasing the rotating speed of the first motor according to the first yaw rotating speed increment, and increasing the rotating speed of the fourth motor according to the second yaw rotating speed increment.
7. The aircraft control method according to claim 4,
when the control mode is a banked mode, the obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode comprises:
when the direction of the inclined turning is left, acquiring rotor wing parameters corresponding to a second rotor wing component;
when the direction of the inclined turning is right, acquiring rotor wing parameters corresponding to a first rotor wing assembly;
when the control mode is a banked mode, said calculating a speed increment for the rotor assembly based on the environmental parameter, the aircraft parameter, and the control mode comprises:
acquiring a banked turning speed and a banked turning time according to the control mode;
calculating a bank angle increment based on the aircraft parameter, the environmental parameter, and the bank speed;
calculating a bank turn angular acceleration from the bank turn angular increment and the bank turn time;
calculating a first bank turn speed increment based on the environmental parameter, the aircraft parameter, the rotor parameter, and the bank turn angular acceleration;
calculating a bank turning moment increment according to the aircraft parameters and the bank turning angular acceleration;
calculating a second bank turn speed increment based on the environmental parameter, the aircraft parameter, and the bank turn torque increment;
when the control mode is a banked mode, said controlling a motor speed boost in the rotor assembly corresponding to the control mode based on the speed increment comprises:
when the banked turning direction is left, increasing the rotating speed of the second motor according to the first banked turning rotating speed increment, and increasing the rotating speed of the third motor according to the second banked turning rotating speed increment;
and when the banked turning direction is right, increasing the rotating speed of the first motor according to the first banked turning rotating speed increment, and increasing the rotating speed of the fourth motor according to the second banked turning rotating speed increment.
8. An aircraft control device, characterized in that the aircraft control device is applied to the aircraft according to any one of claims 1 to 3, the aircraft control device comprising:
the external communication module is used for acquiring an externally input control mode, externally input environmental parameters and externally input aircraft parameters; the control modes include: roll mode, yaw mode, and bank mode;
the data acquisition module is used for acquiring rotor wing parameters corresponding to the rotor wing assemblies corresponding to the control modes according to the control modes;
an increment calculation module for calculating a speed increment of the rotor assembly based on the environmental parameter, the aircraft parameter, and the rotor parameter;
and the rotating speed adjusting module is used for controlling the rotating speed of the motor in the rotor wing assembly corresponding to the control mode to be increased according to the rotating speed increment.
9. An electronic device, comprising: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor to cause the at least one processor to perform the steps of the aircraft control method according to any one of claims 4-7.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the aircraft control method according to any one of claims 4 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210161891.3A CN115107998A (en) | 2022-02-22 | 2022-02-22 | Aircraft, aircraft control method and device and electronic equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210161891.3A CN115107998A (en) | 2022-02-22 | 2022-02-22 | Aircraft, aircraft control method and device and electronic equipment |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115107998A true CN115107998A (en) | 2022-09-27 |
Family
ID=83324657
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210161891.3A Pending CN115107998A (en) | 2022-02-22 | 2022-02-22 | Aircraft, aircraft control method and device and electronic equipment |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115107998A (en) |
-
2022
- 2022-02-22 CN CN202210161891.3A patent/CN115107998A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US20180215465A1 (en) | Rotatable thruster aircraft with separate lift thrusters | |
| JP2021176757A (en) | Vertical takeoff and landing (vtol) air vehicle | |
| CN105620741B (en) | A kind of flying vehicles control method and its aircraft of control | |
| US8561937B2 (en) | Unmanned aerial vehicle | |
| CN108298064B (en) | Unconventional yaw control system | |
| CN103979105B (en) | A kind of vertical takeoff and landing adjustable wing aircraft | |
| CN110466752B (en) | Control method of tilt rotor unmanned aerial vehicle and tilt rotor unmanned aerial vehicle | |
| CN105539834A (en) | Composite-wing vertical take-off and landing unmanned aerial vehicle | |
| CN104176247A (en) | Four-rotor unmanned aerial vehicle with engine for directly driving rotor | |
| CN205273862U (en) | Composite wing VTOL unmanned aerial vehicle | |
| CN104210655A (en) | Double-rotor-wing unmanned plane | |
| CN205327411U (en) | Composite wing aircraft | |
| CN109606674A (en) | Tail sitting posture vertical take-off and landing drone and its control system and control method | |
| CN111098649B (en) | Aerocar control system and method and aerocar | |
| CN103387051A (en) | Four-rotor aircraft | |
| CN108820203A (en) | A kind of unmanned plane and flight control system of tilting type VTOL fixed-wing | |
| KR20170012543A (en) | Fixed rotor thrust vectoring | |
| CN106927039A (en) | Vector puller system and VUAV vector tensile strength control method | |
| CN105197237A (en) | Vertical takeoff and landing unmanned aerial vehicle | |
| CN112368206A (en) | Tailstock type vertical take-off and landing aircraft | |
| CN105173076B (en) | A kind of vertical take-off and landing drone | |
| CN105151295A (en) | Vertical take-off and landing unmanned aerial vehicle | |
| JP2016215958A (en) | Multicopter and multicopter system | |
| JP6618000B1 (en) | Electronic component and flying object with the electronic component attached | |
| CN207607645U (en) | Compound rotor aircraft |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |