CN117784822B - Method and control system for correcting water surface overturning of aircraft - Google Patents
Method and control system for correcting water surface overturning of aircraft Download PDFInfo
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Abstract
The invention relates to the technical field of aircraft overturning and correcting, and provides an aircraft water surface overturning and correcting method and a correcting control system. The aircraft water surface overturning and correcting method comprises the following steps: providing at least one pair of tiltably-rotatable rotors on the same side of a return roll axis of the aircraft; the tilting rotor wing is driven for the first time to tilt from below the water surface to above the water surface; driving the tiltably rotatable rotor above the water surface to rotate in opposite directions; regulating and controlling moment generated on an aircraft body when the tilting rotor above the water surface rotates, so that the aircraft body turns from a tilting state to a righting state around the righting turning shaft; after the body is turned from the capsizing state to the righting state, the tilting rotor is driven for the second time to tilt from below the water surface to above the water surface. The invention can realize the rotation control of the water surface overturning, is suitable for rotor wing medium-crossing aircrafts and compound wing medium-crossing aircrafts, and is also suitable for aircrafts such as water rotor unmanned aerial vehicles and the like.
Description
Technical Field
The invention relates to the technical field of aircraft overturning and correcting, in particular to an aircraft water surface overturning and correcting method and a water surface overturning and correcting control system.
Background
The water-air medium crossing aircraft is a new concept aircraft which can navigate in water and fly in air and can freely realize water-air medium crossing. The cross-medium aircraft combines the high maneuverability of the unmanned aerial vehicle with the high concealment of the underwater vehicle, and has the advantage which is incomparable with the traditional unmanned aerial vehicle. The cross-medium aircraft can be applied to the missions such as maritime search and rescue, water quality detection, underwater biological observation, weather forecast, special task execution and the like. Currently, the typical cross-medium aircraft mainly comprises three types of fixed-wing cross-medium aircraft, multi-rotor cross-medium aircraft and composite-wing cross-medium aircraft. The multi-rotor wing cross-medium aircraft and the composite wing cross-medium aircraft realize water take-off and water landing through the rotor wings. However, a cross-medium aircraft may lose balance and cause capsizing during the floating or take-off phase, under the influence of wind, waves, currents. In the capsizing state, the rotor is usually submerged under water, so that take-off or attitude adjustment is difficult to realize, and the aircraft is easy to be anchored. The existing aircraft overturn control is that the aircraft passes through a special middle process point and returns to the initial position after passing through the process point, and meanwhile, the attitude is the same as the initial attitude, and the 180-degree rotation cannot be realized.
Disclosure of Invention
In order to solve the technical problems, the invention provides an aircraft water surface overturning and correcting method and a water surface overturning and correcting control system.
In a first aspect, the invention provides a method of aircraft water surface overturning and returning comprising: providing at least one pair of tiltably-rotatable rotors on the same side of a return roll axis of the aircraft; driving at least one pair of tiltably rotating rotors to tilt from below the water surface to above the water surface for the first time; driving at least one pair of tiltably rotating wings above the water surface to rotate in opposite directions; regulating and controlling moment generated on an aircraft body when at least one pair of tiltable rotors above the water surface rotate, so that the aircraft body turns from a overturning state to a righting state around a righting turning shaft; and after the machine body is overturned from the overturning state to the righting state, driving at least one pair of tiltable rotors to tilt from below the water surface to above the water surface for the second time. The aircraft is a water rotor unmanned plane, a rotor medium-crossing aircraft or a composite wing medium-crossing aircraft.
In some embodiments, the method of torque modulation comprises: the magnitude of the torque is adjusted by adjusting the rotational speed of at least one pair of tiltably coupled rotors above the water surface. Optionally, the torque regulating method includes: the magnitude of the torque is adjusted by adjusting the rotational speed of at least one pair of tiltably-rotatable rotors above the water surface and adjusting the rotational speeds of other rotors below the water surface.
Specifically, the number of tiltably rotors is one pair or two pairs. The torque regulating and controlling method comprises the following steps: establishing a kinematic model and a dynamic model for the attitude of the aircraft; acquiring the actual attitude of the aircraft, and calculating the attitude error of the aircraft body; and based on the kinematic model, the dynamic model and the attitude error of the aircraft body, obtaining the magnitude of the reference moment through a nonlinear control method, and adjusting the moment generated by one or two pairs of tiltably rotary wings on the aircraft body as the reference moment to control the actual attitude of the aircraft to reach the expected attitude in a limited time. Wherein the desired attitude is an attitude of the body of the aircraft when in a return state.
Preferably, a quaternion method is adopted to build a kinematic model and a dynamic model for the attitude of the aircraft; if the aircraft is a water rotor unmanned plane or a rotor medium-crossing aircraft, the direction of the return-to-positive turning shaft is the y direction or the x direction of the aircraft body coordinate system; if the aircraft is a composite wing span medium aircraft, the direction of the return-to-forward turning shaft is the y direction of the aircraft body coordinate system.
Preferably, the aircraft is a four-rotor water or cross-medium aircraft, the number of the tiltable rotors is two, and the nonlinear control method adopts a sliding mode control method based on an approach law.
Specifically, attitude parameters of the aircraft include pitch angle θ, yaw angle ψ, and roll angle φ; when the body of the aircraft is in a capsizing state, the pitch angle theta=0°, the yaw angle phi=0°, and the roll angle phi=0°; when the body of the aircraft is in a return state, the pitch angle θ=180°, the yaw angle ψ=0°, and the roll angle Φ=0°.
In another aspect, the present invention provides an aircraft water surface roll-over trim control system, the aircraft being a water craft or a medium-crossing craft, the craft comprising at least one pair of tiltably-rotatable rotors on the same side of a trim roll-over axis of the craft; the control system comprises a rotor tilting driving module, a rotor rotating driving module and a torque regulating and controlling module. The rotor tilting drive module is configured to drive at least one pair of tiltable rotors on the same side to tilt from below the water surface to above the water surface. The rotor rotation drive module is configured to drive at least one pair of tiltably rotors on the same side to rotate in opposite directions, thereby generating torque to the body of the aircraft in a tilted state. The torque control module is configured to control the rotational speeds of the two rotors on the same side so as to enable the body of the aircraft to overturn from a capsizing state to a correcting state.
Specifically, the aircraft is a four-rotor waterborne or medium-crossing aircraft, the direction of the return-to-positive turning shaft is the x direction or the y direction of the aircraft body coordinate system, and the number of the tiltable rotors is two. The moment regulation and control module includes: and the body posture error acquisition unit and the algorithm control unit. The body attitude error acquisition unit is configured to acquire an error value of an actual attitude of the body of the aircraft compared to a desired attitude. The algorithm control unit is configured to enable the machine body to be overturned from the overturning state to the aligning state in a limited time through a nonlinear control method in combination with the error value acquired by the machine body posture error acquisition unit.
Preferably, the nonlinear control method is a sliding mode control method, and the algorithm control unit comprises a sliding mode controller, wherein the sliding mode controller is configured to enable the machine body to be turned from a capsizing state to a correcting state in a limited time based on the sliding mode control method of an approach law.
The characteristics and advantages of the present disclosure include:
The method and the system for correcting the water surface overturning of the aircraft are a large-angle trim control strategy in an overturning state, can realize the rotation control of the water surface overturning, and are suitable for rotor wing medium-crossing aircraft and composite wing medium-crossing aircraft, and also suitable for aircraft such as a water rotor unmanned plane and the like. The water aircraft or the medium-crossing aircraft floats on the water surface, so that the action of gravity can be ignored; simultaneously, tilting moment mainly provides by the tilting rotor that is located the surface of water top that can tilt, can not make fuselage position take place big translation change owing to the damping effect of water, can realize the correction in the less scope of deviating from the position of overturning.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and other drawings may be obtained according to these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 shows a schematic view of the aircraft water tip-back process of the present invention;
Fig. 2 shows a schematic representation of the body and inertial coordinate systems of the invention in the overturned state of the aircraft;
FIG. 3 is a schematic diagram of a torque modulation simulation module based on a slip-form control method of the present invention;
FIG. 4 shows a simulation of quaternion variation of the aircraft water roll-back positive control method of the present invention;
FIG. 5 shows a simulated schematic of the pitch angle variation of the aircraft water roll-back positive control method of the present invention;
FIG. 6 shows a schematic simulation of the stability of the alignment process of the aircraft water surface roll-over alignment control method of the present invention;
FIG. 7 shows a schematic diagram of the water surface roll-back control system of the present invention;
Fig. 8 shows a schematic diagram of a torque control module of the present invention.
Detailed Description
The following description of the technical solutions in the embodiments of the present disclosure will be made clearly and completely with reference to the accompanying drawings in the embodiments of the present disclosure, and it is apparent that the described embodiments are only some embodiments of the present disclosure, not all embodiments. Based on the embodiments in this disclosure, all other embodiments that a person of ordinary skill in the art would obtain without making any inventive effort are within the scope of protection of this disclosure.
When the multi-rotor cross-medium aircraft floats on the water surface or takes off and land, the aircraft is easily overturned under the influence of complex sea conditions, offshore wind, waves and currents, namely the whole aircraft turns 180 degrees. For multi-rotor cross-medium aircraft, the rotor is usually arranged above the floating center of the aircraft, so that when the aircraft floats on the water surface, the rotor is positioned above the water surface, the rotor rotates in the air to generate higher rotating speed and higher lift force, and the aircraft can be ensured to take off smoothly on the water surface. However, if the aircraft is overturned, the rotor is completely or partially submerged under water, and the aircraft is difficult to take off under water. For a cross-medium aircraft or a water plane taking ocean as an application scene, once the overturning phenomenon occurs, quick rescue or automatic overturning is difficult to realize.
The method and the system for correcting the water surface overturning of the aircraft can efficiently, quickly and repeatedly realize the self-correction of the aircraft in the overturning state, and are suitable for correcting the water surface overturning of the rotor wing medium-crossing aircraft such as a four-rotor wing medium-crossing aircraft, a six-rotor wing medium-crossing aircraft and the like, the composite wing medium-crossing aircraft and the unmanned aerial vehicle on water.
In particular, the invention achieves self-righting after the aircraft has been overturned, requiring the aircraft to be provided with at least one pair of tiltably-rotatable rotors, for example one, two or more pairs of tiltably-rotatable rotors, on the same side as the righting roll axis of the aircraft, and the rotation directions of each pair of tiltably-rotatable rotors being opposite during the righting. The return-to-forward turning shaft refers to an axis around which the turning motion of the aircraft turns from the overturning state to the return-to-forward state. The tilting rotor wing is positioned on the same side of the aligning tilting shaft, so that moment for tilting the aircraft can be generated when the tilting rotor wing rotates; the opposite direction of rotation of every pair of tilting rotor can ensure that the reactive torque that the rotor produced balances each other, and the aircraft organism can not produce the deflection of heading in the upset in-process, can promote the stability of tilting motion.
For a four-rotor waterborne or medium-crossing aircraft, any adjacent rotor positions meet the requirements of returning to the same side of the turning shaft and opposite in rotation direction, and a pair of tiltable rotors can be arranged on the same side relative to the x axis or the y axis of the aircraft body coordinate system. For a six-rotor, eight-rotor or other water or medium-crossing aircraft, the selection of control strategies for rotary flight is more, the rotation directions of adjacent rotors are the same, the rotation directions of the adjacent rotors are different, the rotors in the same rotation direction generate torque, one or two pairs of tilting rotors positioned on the same side of the correcting tilting shaft are needed to be selected, and the rotation directions of each pair of tilting rotors are opposite. That is, for a six-rotor, eight-rotor, or the like water or medium-crossing aircraft, a pair of tiltably-rotatable rotors may be disposed on the same side in the x-direction or y-direction relative to the aircraft body coordinate system, or two pairs of tiltably-rotatable rotors may be disposed on the same side in the x-direction or y-direction relative to the aircraft body coordinate system, each pair of tiltably-rotatable rotors not necessarily being adjacent but necessarily being on the same side of a return roll axis (e.g., the x-axis or y-axis of the body coordinate system).
More specifically, the tiltably rotatable rotor is configured with both a tilt drive motor (e.g., steering engine) and a rotary drive motor (e.g., general motor). For example, for a four-rotor waterborne or medium-crossing aircraft, when the aircraft is in a capsizing state, the steering engine is operated to enable the two (a pair of) tiltable rotors to tilt from below the water surface to above the water surface, and then the general motor is operated to enable the two tiltable rotors to rotate in opposite directions to generate torque on the airframe so as to enable the aircraft to rotate around the positive tilting shaft. When the two tilting rotors are driven by the moment generated by the rotation of the two tilting rotors to return to the standby state, the two tilting rotors which rotate to output the moment are positioned below the water surface, and the steering engine works again to enable the two tilting rotors to tilt from the lower side to the upper side of the water surface.
The invention is described in detail below mainly with respect to a four-rotor water or medium-crossing aircraft (aircraft for short).
In a first aspect, the present invention provides a method of overturning an aircraft on water. Referring to the schematic of the aircraft water tip-back process shown in fig. 1, two (a pair of) tiltable rotors on the same side of the aircraft tip-back axis are provided in the aircraft water tip-back process. Specifically, the two tiltably-mounted rotors on the same side are located at the head of the aircraft (the return roll axis is the y axis of the aircraft body coordinate system), and when the aircraft is in the initial roll state, both the two tiltably-mounted rotors at the head and the two general rotors at the tail (non-tiltably) are located below the water surface, as shown in state ST0 in fig. 1.
Referring to the state ST0 to state ST1 process in fig. 1, the present invention provides a method of tilting back an aircraft on the water surface, comprising tilting two tiltable rotors driving a head for the first time from below the water surface to above the water surface. When the aircraft is in the ST1 state, the two tilting rotors at the head part are above the water surface, and the two general rotors at the tail part are below the water surface.
Further, the method for overturning the water surface of the aircraft provided by the invention further comprises the step of driving the two tilting rotors of the head part above the water surface to rotate in opposite directions. The nose rotor can generate a large pulling force, and because the pulling force is concentrated on one side of the nose rotor, the asymmetric pulling force can cause the aircraft to generate a moment turning from the head to the tail. Under the action of the tension and the moment, the aircraft can perform overturning motion on the water surface. The process of turning over the aircraft under asymmetric tension and moment refers to states ST2 and ST3 in fig. 1.
As described above, the aircraft may perform a roll-over motion on the water surface under the action of tension and moment. According to the aircraft water surface overturning and correcting method provided by the invention, the moment is regulated and controlled, so that the machine body overturns (ST 2 and ST 3) from an overturning state (ST 1) to a correcting state (ST 4) around the correcting overturning shaft. For example, the magnitude of the torque is adjusted by adjusting the rotational speeds of the two tiltably rotatable rotors that rotate in opposite directions. Specifically, the rotational speeds of the two tiltably rotating rotors driving the head become large, so that the turning moment can be made large; the rotational speed of the two tiltably rotating rotors driving the head becomes small, and the turning moment can be made small. During the regulation of the overturning moment, the rotation speeds of the two tilting rotors of the head remain the same.
Further, the method for regulating and controlling the moment comprises the following steps: establishing a kinematic model and a dynamic model for the attitude of the aircraft; acquiring the actual attitude of the aircraft, and calculating the attitude error of the aircraft body; based on the kinematic model, the dynamic model and the attitude error of the aircraft body, the magnitude of the reference moment is obtained through a nonlinear control method, and the moment generated by the two tilting rotors on the same side on the aircraft body when rotating is adjusted to be the required reference moment so as to control the actual attitude of the aircraft to reach the expected attitude in a limited time. Wherein the desired attitude is an attitude when the body of the aircraft is in a return state (ST 4). The limited time means that the specific time can be different according to the actual requirement in the time range of meeting the application requirement by the control means.
1) Kinematic model and kinetic model
The present invention establishes a body coordinate system and an inertial coordinate system for an aircraft in a capsized state, as shown in fig. 2. The center of the body coordinate system is positioned at the cross of the aircraft frame, the x-axis direction points to the aircraft nose, the y-axis direction points to the left, the z-axis is vertical to the plane of the frame and upwards, and the three axes form a right-hand coordinate system; the inertial coordinate system employs a conventional northeast-north-day coordinate system, as shown in the lower left of fig. 2. Two tilting rotors are arranged at the head of the aircraft and are respectively M2 and M3; two general rotors are arranged at the tail of the aircraft, namely M1 and M4. In the capsizing state of the aircraft, M2 and M3 are tilted back to the air, M1 and M4 are in the water, and trim control moment is provided by M2 and M3, so that the fuselage is returned to the air for the purpose of returning M1 and M4. Alternatively, if M1 and M4 are configured as a propeller that can be used both in water and air, trim control torque can also be provided by the cooperation of M2, M3 in air and M1, M4 in water on both sides, so that the fuselage is returned to the air for the purpose of returning M1 and M4.
Because the overturning correcting process is a large maneuvering process, in order to avoid the occurrence of singular values, the invention adopts a quaternion method to model the attitude of the aircraft, and a kinematic model and a dynamic model of the aircraft are obtained, as shown in a formula [1 ].
Wherein x, y, z are the forward, transverse and vertical positions of the machine body in an inertial coordinate system, q 0,q1,q2,q3 is the quaternion of the attitude unit of the aircraft, ω x,ωy,ωz is the angular velocity of the aircraft in a relative body coordinate system, v x,vy,vz is the velocity of the aircraft in a relative body coordinate system, m is the aircraft mass, g is the gravitational acceleration, J x,Jy,Jz is the moment of inertia of the aircraft,Is the combined external force exerted on the aircraft under the body coordinate system,/>Is the combined external moment applied to the aircraft under the body coordinate system.
The attitude parameters of the aircraft are expressed in terms of Euler angles, including pitch angle theta, yaw angle phi and roll angle phi. When the aircraft fuselage is in a capsizing attitude, the pitch angle θ=0°, the yaw angle ψ=0°, and the roll angle Φ=0°. When the aircraft fuselage is in the desired alignment attitude, the pitch angle θ=180°, the yaw angle ψ=0°, and the roll angle Φ=0°. The conversion relation between quaternion and Euler angle is shown as the formula [2 ].
The capsizing state is the initial posture of the posture control process, the returning state is the desired posture of the posture control process, and correspondingly, the initial value of the quaternion is q 0=1,q1=0,q2=0,q3 =0, and the desired value of the quaternion is q c0=0,qc1=0,qc2=1,qc3 =0. The systematic posing errors q e0、qe1、qe2 and q e3 are shown in the formula [3 ].
For a composite wing medium-crossing aircraft, the wings are easy to break due to the existence of the wings in the rolling direction, and the control rolling is easy. Therefore, preferably, the present invention controls pitching to achieve return in the capsizing state. The pitch control method, that is, the direction of the turning-back and forward rotating shaft is the y direction of the body coordinate system, controls the pitch angle theta to enable the fuselage to turn back for 180 degrees in a pitch mode, and is suitable for two types of rotary wings and compound wings. Alternatively, for a pure rotor aircraft, the roll angle phi can also be controlled by controlling the roll rotation by 180 deg..
2) Nonlinear control method
Preferably, the nonlinear control method of the present invention adopts a sliding mode control method to control the aircraft to return from the capsizing state. Specifically, the sliding mode controller is designed by adopting the approach law of hyperbolic tangent function according to the Lyapunov principle, so that buffeting caused by a symbol function is avoided. The sliding mode controller has simple structure, easy realization of control algorithm, insensitivity to interference in wind, wave and current environments, and suitability for the return control of the cross-medium aircraft during take-off or landing and overturning. In addition, the sliding mode control method has high response speed and small change of x displacement in the aligning process, so that stable overturning aligning can be realized in a shorter time and in a smaller position change range.
Since ω y and q e2 reflect the attitude change of the aircraft in the pitch direction, the design of the slip form surface S is as shown in equation [4] according to the slip form control method for a limited time, where C is a constant.
The design of the approach law of hyperbolic tangent function according to Lyapunov principle is shown in equation [5], where the parameter K 1 is a constant.
According to the formulas [1], [4] and [5], the obtained control moment capable of avoiding singular values is shown as the formula [6], wherein the parameters k 2, p and q are constants.
3) Simulation experiment
Referring to the tilting moment control simulation module shown in fig. 3, wherein < model > comprises an aircraft kinematic model and a kinetic model, ω represents angular velocity, ω e represents angular velocity error, q represents quaternion, q e represents quaternion error, and θ represents pitch angle. Based on the formulas [1] to [6] described above, < error acquisition > is mainly used for acquiring q e2 in quaternion errors of the system, and < slip form surface > corresponds to the slip form surface in the slip form control algorithm of the invention. < controller > output momentThe force generated by the tiltrotor rotation is available after dispensing (Allocation). The force generated by the tiltrotor rotation is multiplied by sin (θ) to generate x-direction displacement, and is multiplied by cos (θ) to generate z-direction displacement. By regulating and controlling the moment/>The forces in the x direction and the z direction are small, so that the aircraft can be ensured not to be pulled up or generate large displacement in the x direction.
In the simulation experiment, the simulation results obtained by Jx=0.021231,Jy=0.021231,Jz=0.042117,g=9.81,m=1.87,K1=1.5,k2=0.5,C=1.5,p=5,q=3, are shown in fig. 4, 5 and 6. As can be seen from fig. 4, within 10s, q 0 changes from 1 to 0 and q 2 changes from 0 to 1; as can be seen from fig. 5, within 10s, the pitch angle θ changes from 0 ° to 180 °. That is, the aircraft can return from the capsizing state to the takeoff state within 10 seconds, and the sliding mode control method has high response speed. In addition, as can be seen from fig. 6, in the course of changing q 0 from 1 to 0 and q 2 from 0 to 1, the aircraft generates a small displacement within 1.5m in the x-direction, and the 0 displacement is kept substantially free from pulling up in the z-direction. Therefore, the x displacement change is small in the aircraft alignment process, and stable overturning alignment can be realized in a small position change range.
Alternatively, the present invention may also employ nonlinear control methods that are robust, such as a back-step control method, a model predictive control method, and an optimal control method.
According to the method for overturning and correcting the water surface of the aircraft disclosed by the invention, after the moment regulation step, the body of the aircraft is overturned to a correcting state (ST 4), and at the moment, the two tiltable rotors are positioned below the water surface. Thus, with continued reference to FIG. 1, the aircraft water-surface roll-over tilt method of the present invention further includes a second actuation of tilting the tiltably-mounted rotor on the same side of the aircraft roll-back shaft from below the water surface (ST 4) to above the water surface (ST 5).
In a second aspect, the present invention provides an aircraft water surface roll-over alignment control system for performing the alignment method of the first aspect described above. The aircraft to which the control system is applicable is a water craft or a medium-crossing craft, and the water craft or the medium-crossing craft needs to be provided with at least one pair of tiltable rotors positioned on the same side of a return tilting axis of the craft.
Referring to fig. 7, the aircraft water roll-back control system 100 of the present invention includes a rotor tilt drive module 10, a rotor rotation drive module 20, and a torque modulation module 30. Taking the four-rotor transdielectric aircraft shown in fig. 1 or 2 as an example, rotor tilt drive module 10 is configured to drive two tiltable rotors of the head to tilt from below the water surface to above the water surface. Rotor rotation drive module 20 is configured to drive the two tiltably rotatable rotors of the head to rotate in opposite directions, thereby generating torque to the body of the aircraft in a tilted state. The torque modulation module 30 is configured to modulate the rotational speed of the two tiltably rotatable rotors of the head to cause the body of the aircraft to tilt about a tilt axis from a tilted state to a tilt state, e.g., trim about a y-axis of the aircraft body coordinate system.
Referring to fig. 8, the torque regulation module 30 includes a body posture error acquisition unit 32 and an algorithm control unit 36. The body attitude error acquisition unit 32 is configured to acquire an error value of an actual attitude of the body of the aircraft compared to a desired attitude, and the algorithm control unit 36 is configured to flip the body from the capsized state to the return state in a limited time by a nonlinear control method in combination with the error value acquired by the body attitude error acquisition unit 32. Preferably, the algorithm control unit 36 includes a slip-form controller 362, the slip-form controller 362 being configured to cause the body to flip from the capsized state to the straightened state in a limited time based on a slip-form control method of the approach law. The sliding mode controller has simple structure, easy realization of control algorithm, insensitivity to interference in wind, wave and current environments, and suitability for the return control of the cross-medium aircraft during take-off or landing and overturning. In addition, the sliding mode control method has high response speed and small change of x displacement in the aligning process, so that stable overturning aligning can be realized in a shorter time and in a smaller position change range. Alternatively, the algorithm control unit may also configure the controllers of other models, such as a backstepping controller, a model predictive controller, and an optimal controller.
The foregoing is merely a few embodiments of the present disclosure, and those skilled in the art, based on the disclosure herein, may make various changes or modifications to the disclosed embodiments without departing from the spirit and scope of the disclosure.
Claims (10)
1. A method of overturning an aircraft on a water surface, comprising:
Providing at least one pair of tiltably-rotatable rotors on the same side of a return roll axis of the aircraft;
driving the at least one pair of tiltably rotating rotors to tilt from below the water surface to above the water surface for the first time;
Driving the at least one pair of tiltably-rotatable rotors above the water surface to rotate in opposite directions;
Regulating and controlling moment generated on a body of the aircraft when the at least one pair of tiltable rotors above the water surface rotate, so that the body is turned from a overturning state to a correcting state around the correcting turning shaft; and
After the machine body is overturned from the overturned state to the righting state, the at least one pair of tiltable rotors are driven for the second time to tilt from below the water surface to above the water surface;
The aircraft is a water rotor unmanned plane, a rotor medium-crossing aircraft or a composite wing medium-crossing aircraft.
2. The method for regulating and controlling the moment of an aircraft according to claim 1, wherein the method for regulating and controlling the moment of the aircraft comprises: the magnitude of the torque is adjusted by adjusting the rotational speed of the at least one pair of tiltably coupled rotors above the water surface.
3. The method for regulating and controlling the moment of an aircraft according to claim 1, wherein the method for regulating and controlling the moment of the aircraft comprises: the magnitude of the torque is adjusted by adjusting the rotational speed of at least one pair of tiltably-rotatable rotors above the water surface and adjusting the rotational speeds of other rotors below the water surface.
4. A method of tilting back an aircraft on the water according to claim 2 or 3, wherein the at least one pair of tiltables is configured as one or two pairs of tiltables; the torque regulating and controlling method comprises the following steps:
Establishing a kinematic model and a dynamic model for the attitude of the aircraft;
Acquiring the actual attitude of the aircraft, and calculating the attitude error of the aircraft body; and
Based on the kinematic model, the dynamic model and the attitude errors of the aircraft body, obtaining the magnitude of a reference moment through a nonlinear control method, and adjusting the moment generated on the aircraft body of the aircraft when the pair or two pairs of tiltably rotary wings rotate to be the reference moment so as to control the actual attitude of the aircraft to reach the expected attitude in a limited time;
The expected gesture is a gesture when the body of the aircraft is in a return state.
5. The method for aircraft water surface overturning and correcting as claimed in claim 4, wherein,
Establishing a kinematic model and a dynamic model for the attitude of the aircraft by adopting a quaternion method;
if the aircraft is a water rotor unmanned plane or a rotor medium-crossing aircraft, the direction of the return-to-positive turning shaft is the y direction or the x direction of an aircraft body coordinate system;
And if the aircraft is a composite wing cross-medium aircraft, the direction of the return-to-forward turning shaft is the y direction of the aircraft body coordinate system.
6. The method of claim 5, wherein the aircraft is a quad-rotor water or cross-medium aircraft, the at least one pair of tiltable rotors are configured as two tiltable rotors, and the nonlinear control method employs a sliding mode control method based on an approach law.
7. The method of claim 5, wherein the aircraft is a four-rotor water or medium-crossing aircraft, the at least one pair of tiltably-configured as two tiltably-configured rotors, and the attitude parameters of the aircraft include pitch angle θ, yaw angle ψ, and roll angle φ;
when the aircraft body is in a capsizing state, a pitch angle theta=0°, a yaw angle phi=0°, and a roll angle phi=0°;
when the body of the aircraft is in a return state, a pitch angle θ=180°, a yaw angle ψ=0°, and a roll angle Φ=0°.
8. An aircraft water surface overturning and correcting control system is characterized in that the aircraft is a water aircraft or a medium-crossing aircraft, and the aircraft comprises at least one pair of tiltable rotors positioned on the same side of a correcting overturning shaft of the aircraft; the control system includes:
A rotor tilting drive module configured to drive the at least one pair of tiltable rotors on the same side to tilt from below the water surface to above the water surface;
A rotor rotation drive module configured to drive rotation of the at least one pair of tiltably rotors on the same side in opposite directions, thereby generating torque to the body of the aircraft in a tilted state; and
And the moment regulating module is configured to regulate the rotation speed of the at least one pair of tilting rotors on the same side, so that the body of the aircraft is turned from a capsizing state to a correcting state.
9. The aircraft water roll-over trim control system of claim 8, wherein the aircraft is a quad-rotor waterborne or trans-dielectric aircraft, the direction of the trim roll axis is an x-direction or a y-direction of the aircraft body coordinate system, the at least one pair of tiltable rotors being configured as two tiltable rotors; the torque regulation module includes:
A body attitude error acquisition unit configured to acquire an error value of an actual attitude of a body of the aircraft compared to an expected attitude; and
And the algorithm control unit is configured to enable the machine body to be overturned from the overturning state to the aligning state in a limited time through a nonlinear control method in combination with the error value acquired by the machine body posture error acquisition unit.
10. The aircraft water roll-over centering control system of claim 9, wherein the nonlinear control method is a slip-form control method, and the algorithm control unit comprises a slip-form controller configured to roll over the body from a roll-over state to a centering state over a limited time based on an approach law slip-form control method.
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