WO2022000154A1 - 一种多旋翼无人机电机倾角及安装公差约束确定方法 - Google Patents

一种多旋翼无人机电机倾角及安装公差约束确定方法 Download PDF

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WO2022000154A1
WO2022000154A1 PCT/CN2020/098702 CN2020098702W WO2022000154A1 WO 2022000154 A1 WO2022000154 A1 WO 2022000154A1 CN 2020098702 W CN2020098702 W CN 2020098702W WO 2022000154 A1 WO2022000154 A1 WO 2022000154A1
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motor
pwm
max
yaw
inclination angle
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PCT/CN2020/098702
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English (en)
French (fr)
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孟晨
蒋元庆
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拓攻（南京）机器人有限公司
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Publication of WO2022000154A1 publication Critical patent/WO2022000154A1/zh

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • G05D1/0816—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability
    • G05D1/0825—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability using mathematical models
    • 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

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  • the invention relates to the field of unmanned aerial vehicles, in particular to a method for determining the inclination angle and installation tolerance constraints of a multi-rotor unmanned aerial vehicle motor.
  • the method of increasing the installation inclination of the motor is usually used to speed up the response of the yaw channel, reduce the proportion of the yaw channel in the control allocation, improve the control margin of the pitch and roll channels, and improve the quality of attitude control. If the inclination of the motor is too small, the quality improvement will not be obvious; if the inclination of the motor is too large, it will cause the loss of motor tension, and even affect the attitude control of the pitch and roll channels.
  • a method for determining the inclination angle of the motor is proposed, and at the same time, considering the production and installation error, a method for determining the tolerance constraint during the installation of the motor inclination angle is further proposed to solve the above problems existing in the prior art.
  • the present invention provides a method for determining the inclination angle of a multi-rotor UAV motor, including the following steps:
  • Step 1 Formulate flight control design indicators according to the controllability requirements of the attitude channel control distribution and the performance requirements of the yaw response, and the flight control design indicators include the control distribution ratio, the maximum yaw angular velocity, and the maximum yaw angular acceleration;
  • Step 2 Establish a yaw channel dynamics model with motor inclination according to the motor tension curve and torque curve of the whole machine and some model parameters.
  • the yaw channel dynamics model includes the following parameters: mass, yaw and other effective arms, rotation Inertia, number of axes;
  • Step 3 Determine the motor inclination according to the yaw channel dynamics model and flight control design indicators, so as to speed up the yaw response, enhance the yaw anti-interference ability, improve the control quality, reduce the speed difference required for the yaw, and improve the pitch and roll channels
  • the control margin is improved, and the quality of attitude control is improved.
  • the method for determining the inclination angle of the motor in step 3 further includes:
  • Step 3-1 Set constraints: yaw control maximum rotational speed difference ⁇ delta_max%, yaw angular acceleration Determine the pulling force required to hover a single axis with full load:
  • F hover represents the pulling force required for a single axis to hover at full load
  • mass represents the full load weight of the whole machine
  • n represents the number of axes
  • Step 3-2 According to the throttle pull curve, the standard throttle pwm at this time is pwm_hover;
  • Step 3-3 Taking the maximum speed difference of yaw control ⁇ delta_max% as the inspection standard, the forward and reverse propeller throttles deviate from delta_max on both sides of the reference throttle pwm, and the pwm after the speed change is as follows:
  • pwm max and pwm min respectively represent the throttle amount after deviating from the maximum value to both sides, and the meanings of other symbols are the same as above;
  • Steps 3-4. Determine the moment when the motor is tilted and the motor pulling force on the tilt angle:
  • ⁇ represents the motor inclination angle required to reach the constraint condition of the yaw control speed difference
  • F max represents the corresponding motor pulling force when the throttle amount is pwm max
  • F min indicates the corresponding motor pulling force when the throttle amount is pwm min
  • M max represents Indicates the corresponding motor sub-torque when the throttle amount is pwm max
  • M min indicates the corresponding motor sub-torque when the throttle amount is pwm min
  • L leng indicates the yaw equivalent force arm
  • 57.3° indicates 1rad
  • Step 3-5 establish the dynamic model of the yaw channel, that is, according to the reaction torque generated by the upper motor and the total output yaw torque, establish a function with the tilt angle ⁇ as the independent variable:
  • T max represents the corresponding motor anti-torque when the throttle amount is pwm max
  • T min represents the corresponding motor anti-torque when the throttle amount is pwm min
  • the meanings of other symbols are the same as above;
  • Step 3-6 determine the maximum yaw angle acceleration:
  • I ZZ represents the moment of inertia of the z-axis of the whole machine, and the rest of the meanings are the same as above.
  • the present invention provides a method for determining the installation tolerance constraint of the motor inclination angle of a multi-rotor UAV, further determining the installation tolerance constraint of the inclination angle on the basis of the method for determining the motor inclination angle, and using the motor inclination angle value and the installation tolerance Constraints place motors on the drone body to speed up yaw response without affecting attitude control.
  • the method for determining the tolerance range of the inclination angle installation further includes:
  • Step 1 formulate flight control design indicators according to the controllability requirements of the attitude channel control distribution and the performance requirements of the yaw response, and the flight control design indicators include the control distribution ratio, the maximum yaw angular velocity, and the maximum yaw angular acceleration;
  • Step 2 Establish a yaw channel dynamics model with motor inclination according to the motor tension curve and torque curve of the whole machine and some model parameters.
  • the yaw channel dynamics model includes the following parameters: mass, yaw and other effective arms, rotation Inertia, number of axes;
  • Step 3 Determine the motor inclination according to the yaw channel dynamics model and flight control design indicators, so as to speed up the yaw response, enhance the yaw anti-interference ability, improve the control quality, reduce the speed difference required for the yaw, and improve the pitch and roll channels
  • the control margin is improved, and the quality of attitude control is improved.
  • Step 4 Determine the installation tolerance range of the inclination angle according to the design index of the motor inclination angle and the maximum motor speed difference in the hovering state.
  • Step 4-1 Set the constraints: in the hovering state, the maximum speed difference between the forward and reverse propellers generated by compensating for the installation tolerance of the motor is The motor inclination angle is the motor inclination angle determined in step 3;
  • F hove ′ represents the pulling force required to hover a single axle with full load
  • mass′ represents the full load weight of the whole machine
  • n′ represents the number of axles
  • the standard throttle pwm at this time is pwm_hover';
  • pwm max ′ and pwm min ′ respectively represent the throttle amount after deviating from the maximum value to both sides, and the meanings of other symbols are the same as above;
  • ⁇ represents the motor inclination angle required to reach the constraint condition of the yaw control speed difference, and the motor inclination angle value determined in step 3 is used
  • F max ′ represents the corresponding motor pulling force when the throttle amount pwm max ′
  • F min ′ represents The motor pulling force corresponding to the throttle amount pwm min '
  • M max ' represents the corresponding motor torque when the throttle amount pwm max '
  • M min ' represents the corresponding motor torque when the throttle amount pwm min '
  • L length ' represents the partial torque Air-equivalent service arm
  • Step 4-2 when the speed difference is not more than The range of combined torque
  • T max ' represents the corresponding motor anti-torque when the throttle amount pwm max '
  • T min ' represents the corresponding motor anti-torque when the throttle amount pwm min '
  • M max ' represents the corresponding motor torque when the throttle amount pwm max '
  • Motor component torque M min ' represents the corresponding motor component torque when the throttle amount pwm min ' is represented
  • n' represents the number of axes
  • Step 4-3 determine the total installation tilt error angle omega:
  • L length ′ represents the yaw equivalent force arm
  • F hover ′ represents the pulling force required for hovering a single axis with full load, and the rest have the same meaning as above;
  • Step 4-4 Determine the tilt error angle omega_single of each motor installation:
  • omega_single omega/n′
  • omega represents the total installation inclination error angle
  • n′ represents the number of axes; among them, the total installation inclination error angle omega represents the sum of the angles that the motor is inclined in a certain clockwise direction relative to the common reference plane.
  • horizontal calibration and magnetic compass calibration are performed before the motor inclination and the installation tolerance range of the inclination are determined, and the drone is kept in a hovering state with full load to ensure that the environment is free from wind and magnetic interference, and the consistency of the propeller is passed. .
  • the motor is connected to a motor base tilting device that can adjust the tilt angle
  • the motor base tilting device is fixed on the frame of the drone, and the motor base tilting device is used to change the tilt angle of the motor.
  • the invention relates to a method for determining the inclination angle of a motor of a multi-rotor unmanned aerial vehicle and an installation tolerance constraint.
  • FIG. 1 is a schematic diagram of the motor changing the inclination angle in the present invention.
  • Figure 2 is a non-linear graph of throttle (pwm) and pulling force (g).
  • Fig. 3 is a non-linear graph of throttle (pwm) and reaction torque (N*m).
  • FIG. 4 is a flow chart of the method for determining the motor inclination angle and the tolerance constraint when the motor inclination angle is installed according to the present invention.
  • Figure 5 is a flow chart of determining the motor inclination according to the yaw channel dynamics model and flight control design indicators.
  • FIG. 6 is a flowchart of determining the installation tolerance range of the inclination angle according to the design index of the motor inclination angle and the maximum motor speed difference in the hovering state.
  • Figure 7 shows the pwm values of the four motors when no motor inclination is added and the yaw angle acceleration reaches the maximum constraint condition.
  • Figure 8 shows the pwm values of the four motors when a 5.5° motor inclination is added and the yaw angle acceleration reaches the maximum constraint condition.
  • the invention clarifies the design indexes and complete machine parameters required for the design of the motor inclination angle, and proposes a method for determining the motor inclination angle; at the same time, considering the production and installation error, a method for determining the tolerance constraint during installation of the motor inclination angle is proposed.
  • the definition of the motor inclination involved in the present invention is as follows: taking the motor parallel to the horizontal plane of the body as a reference, a clockwise rotation around the arm axis is a positive angle, and a counterclockwise rotation around the arm axis is a negative angle.
  • the tilt angle defined in this paper is the absolute value of the rotation around the machine arm.
  • the yaw control principle of the multi-rotor is to use the reaction torque (reverse torque) of the motor to generate a yaw moment, thereby forming a yaw motion.
  • reaction torque reverse torque
  • the strategy of motor inclination is adopted.
  • the component of the motor's pulling force in the horizontal direction is used to generate the yaw moment, which is superimposed with the counter torque of the motor to generate the final Yaw moment for faster yaw response.
  • Constraints yaw control maximum rotational speed difference ⁇ 15%; yaw angular acceleration 160°/s 2 ;
  • the full load weight of the whole machine is 37kg; the yaw and other effective arm L length is 1040mm; the z-axis moment of inertia of the whole machine is I ZZ (estimated) 6.5kg.m 2 ; T80 motor + 34-inch propeller; throttle pull curve, torque curve ( As shown in Figure 2 and Figure 3); it should be noted that the throttle pull curve and torque curve are obtained by using the existing test method to test the corresponding UAV model. The specific test method will not be repeated here. Each model will have corresponding throttle pull curve and torque curve.
  • the pulling force required for hovering a single axis with full load is:
  • the standard throttle pwm corresponding to the pull force is 1741us.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • Constraints In the hovering state, the maximum speed difference between the forward and reverse propellers caused by the compensation motor installation tolerance is ⁇ 2.5%, and the motor tilt angle is 5.5°.
  • the standard throttle pwm at this time is 1741.
  • omega omega_single 1 +omega_single 2 +omega_single 3 +omega_single 4
  • the comparison test is given when the motor is horizontal and when the motor is inclined at 5.5 degrees.
  • Figure 7 shows the pwm of the four motors when the yaw angle acceleration reaches the maximum constraint condition of 160°/s 2 when the motor inclination is not added.
  • the difference between No. 1 and No. 3 motors and No. 3 and No. 4 is 400us, that is, the deviation reaches ⁇ 20%, which does not meet the design requirements.
  • Figure 8 shows the pwm values of the four motors when the yaw angle acceleration reaches the maximum constraint condition of 160°/s 2 when the motor inclination angle of 5.5° is added, and the difference between the No. 1 and No. 3 motors and No. 3 and No. 4 is 220us, that is, the deviation It reaches ⁇ 11%, which meets the design requirements.

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Abstract

一种多旋翼无人机电机倾角及安装公差约束确定方法。具体包括如下步骤：步骤1、根据姿态通道控制分配的可控性要求和偏航响应的性能要求制定飞控设计指标；步骤2、根据整机的电机拉力曲线和扭矩曲线以及部分机型参数建立带有电机倾角的偏航通道动力学模型；步骤3、根据偏航通道动力学模型和飞控设计指标确定电机倾角；步骤4、根据电机倾角和悬停状态最大电机转速差设计指标确定倾角安装公差范围。通过对电机安装倾角进行定量确定，从而加快偏航响应，增强偏航抗干扰能力，提升控制品质；减少偏航所需转速差，提高俯仰和滚转通道的控制余量。通过确定电机倾角安装时的公差约束，从而降低电机转速不平衡的风险，提升飞行控制品质。

Description

一种多旋翼无人机电机倾角及安装公差约束确定方法 技术领域
本发明涉及无人机领域，具体涉及一种多旋翼无人机电机倾角及安装公差约束确定方法。
背景技术
整机设计中，通常使用增加电机安装倾角的方法来加快偏航通道响应、减弱控制分配中偏航通道的比重、提高俯仰和滚转通道的控制余量以及提升姿态控制品质。电机倾角过小，品质提升不明显；电机倾角过大，则会造成电机拉力损耗，甚至影响俯仰和滚转通道姿态控制。
现有技术中，技术人员通常根据工作经验来对无人机上的电机倾角进行调校，而不同的无人机具备不同的约束条件和参数，仅仅通过经验来调整电机倾角无疑具有很大的不确定性；因此，准确的电机安装倾角以及公差约束十分重要。
技术问题
提出一种电机倾角确定方法，同时考虑到生产安装误差，进一步提出电机倾角安装时的公差约束确定方法，以解决现有技术存在的上述问题。
技术解决方案
第一方面，本发明提供了一种多旋翼无人机电机倾角的确定方法，包括如下步骤：
步骤1、根据姿态通道控制分配的可控性要求和偏航响应的性能要求制定飞控设计指标，飞控设计指标包括控制分配比例、最大偏航角速度、最大偏航角加速度；
步骤2、根据整机的电机拉力曲线和扭矩曲线以及部分机型参数建立带有电机倾角的偏航通道动力学模型，偏航通道动力学模型包括如下参数：质量、偏航等效力臂、转动惯量、轴数；
步骤3、根据偏航通道动力学模型和飞控设计指标确定电机倾角，从而加快偏航响应，增强偏航抗干扰能力，提升控制品质，减少偏航所需转速差，提高俯仰和滚转通道的控制余量，提升姿态控制品质。
在进一步的实施例中，步骤3中电机倾角的确定方法进一步包括：
步骤3-1、设定约束条件：偏航控制最大转速差±delta_max％，偏航角加速度
Figure PCTCN2020098702-appb-000001
确定满载悬停单轴所需拉力：
F hover＝mass/n
式中，F hover表示满载悬停单轴所需拉力，mass表示整机满载重量，n表示轴数；
步骤3-2、根据油门拉力曲线，得此时标准油门pwm为pwm_hover；
步骤3-3、以偏航控制最大转速差±delta_max％作为检验标准，正反桨油门向基准油门pwm两边各偏离delta_max，转速变化后的pwm如下：
pwm max＝pwm_hover+delta_max
pwm min＝pwm_hover-delta_max
式中，pwm max和pwm min分别表示向两侧偏离最大值后的油门量，其余各符号含义同上；
步骤3-4、确定电机倾斜时电机拉力在倾斜角度上的分力矩：
Figure PCTCN2020098702-appb-000002
Figure PCTCN2020098702-appb-000003
式中，θ表示达到偏航控制转速差的约束条件所需的电机倾斜角度，F max表示油门量pwm max时对应的电机拉力，F min表示油门量pwm min时对应的电机拉力，M max表示表示油门量pwm max时对应的电机分力矩，M min表示表示油门量pwm min时对应的电机分力矩，L leng表示偏航等效力臂，57.3°表示1rad；
步骤3-5、建立偏航通道动力学模型，即根据上电机产生的反扭矩、总输出偏航力矩，建立以倾斜角θ为自变量的函数：
|M component|＝(n/2)*(T max+M max-T min-M min)＝f(θ)
式中，T max表示油门量pwm max时对应的电机反扭距，T min表示油门量pwm min时对应的电机反扭距，其余各符号含义同上；
步骤3-6、确定最大偏航角加速度：
Figure PCTCN2020098702-appb-000004
式中，I ZZ表示整机z轴转动惯量，其余各符合含义同上。
第二方面，本发明提供了一种多旋翼无人机电机倾角的安装公差约束确定方法，在电机倾角的确定方法的基础之上进一步确定倾角安装公差约束，以所述电机倾角值和安装公差约束将电机设置在无人机机身上，在不影响姿态控制的前提下加快偏航响应。
倾角安装公差范围的确定方法进一步包括：
步骤1、根据姿态通道控制分配的可控性要求和偏航响应的性能要求制定飞控设计 指标，飞控设计指标包括控制分配比例、最大偏航角速度、最大偏航角加速度；
步骤2、根据整机的电机拉力曲线和扭矩曲线以及部分机型参数建立带有电机倾角的偏航通道动力学模型，偏航通道动力学模型包括如下参数：质量、偏航等效力臂、转动惯量、轴数；
步骤3、根据偏航通道动力学模型和飞控设计指标确定电机倾角，从而加快偏航响应，增强偏航抗干扰能力，提升控制品质，减少偏航所需转速差，提高俯仰和滚转通道的控制余量，提升姿态控制品质。
步骤4、根据电机倾角和悬停状态最大电机转速差设计指标确定倾角安装公差范围。
步骤4-1、设定约束条件：悬停状态下，补偿电机安装公差所产生的正反桨转速差最大为
Figure PCTCN2020098702-appb-000005
电机倾斜角度为步骤3中确定的电机倾角；
确定满载悬停单轴所需拉力：
F hover′＝mass′/n′
式中，F hove′表示满载悬停单轴所需拉力，mass′表示整机满载重量，n′表示轴数；
根据油门拉力曲线，得此时标准油门pwm为pwm_hover′；
以补偿电机安装公差所产生的正反桨转速差
Figure PCTCN2020098702-appb-000006
作为检验标准，正反桨油门向基准油门pwm两边各偏离delta_max′，转速变化后的pwm如下：
pwm max′＝pwm_hover′+delta_max′
pwm min′＝pwm_hover′-delta_max′
式中，pwm max′和pwm min′分别表示向两侧偏离最大值后的油门量，其余各符号含义同上；
确定电机倾斜时电机拉力在倾斜角度上的分力矩：
Figure PCTCN2020098702-appb-000007
Figure PCTCN2020098702-appb-000008
式中，θ表示达到偏航控制转速差的约束条件所需的电机倾斜角度，采用步骤3中确定的电机倾角值，F max′表示油门量pwm max′时对应的电机拉力，F min′表示油门量pwm min′时对应的电机拉力，M max′表示表示油门量pwm max′时对应的电机分力矩，M min′表示表示油门量pwm min′时对应的电机分力矩，L length′表示偏航等效力臂；
步骤4-2、在转速差不大于
Figure PCTCN2020098702-appb-000009
的判断标准下确定出组合力矩 |M component′|的范围：
Figure PCTCN2020098702-appb-000010
式中，T max′表示油门量pwm max′时对应的电机反扭距，T min′表示油门量pwm min′时对应的电机反扭距，M max′表示表示油门量pwm max′时对应的电机分力矩，M min′表示表示油门量pwm min′时对应的电机分力矩，n′表示轴数；
步骤4-3、确定出总的安装倾斜误差角度omega：
Figure PCTCN2020098702-appb-000011
式中，L length′表示偏航等效力臂，F hover′表示满载悬停单轴所需拉力，其余各符合含义同上；
步骤4-4、确定每个电机安装倾斜误差角度omega_single：
omega_single＝omega/n′
式中，omega表示总的安装倾斜误差角度，n′表示轴数；其中总的安装倾斜误差角度omega表示电机相对于共有基准面往某一时针方向倾斜的角度和。
在进一步的实施例中，在确定电机倾角及倾角安装公差范围前进行水平校准、磁罗盘校准，并保持无人机处于满载悬停状态，确保环境无风、无磁干扰，且桨一致性通过。
在进一步的实施例中，所述电机与可调整倾角的电机座倾斜装置连接，所述电机座倾斜装置固定在无人机的机架上，通过电机座倾斜装置来改变电机的倾角。
有益效果
本发明涉及一种多旋翼无人机电机倾角及安装公差约束确定方法，通过对电机安装倾角进行定量确定，从而加快偏航响应，增强偏航抗干扰能力，提升控制品质；减少偏航所需转速差，提高俯仰和滚转通道的控制余量，提升姿态控制品质。通过确定电机倾角安装时的公差约束，从而约束结构设计和生产，提升产品质量；降低电机转速不平衡的风险，提升飞行控制品质。
附图说明
图1为本发明中电机改变倾角的示意图。
图2为油门(pwm)与拉力(g)非线性曲线图。
图3为油门(pwm)与反扭矩(N*m)非线性曲线图。
图4为本发明电机倾角以及电机倾角安装时的公差约束的确定方法流程图。
图5为根据偏航通道动力学模型和飞控设计指标确定电机倾角的流程图。
图6为根据电机倾角和悬停状态最大电机转速差设计指标确定倾角安装公差范围的流程图。
图7为未加电机倾角且偏航角加速度达到最大约束条件时四个电机的pwm值。
图8为加入5.5°电机倾角且偏航角加速度达到最大约束条件时四个电机的pwm值。
本发明的实施方式
本发明结合实际工程经验，明确电机倾角设计所需提供的设计指标和整机参数，提出电机倾角的确定方法；同时考虑到生产安装误差，提出电机倾角安装时的公差约束确定方法。需要注意的是，本发明涉及到的电机倾角的定义如下：以电机平行于机体水平面为基准，顺时针绕机臂轴旋转为正角度，逆时针绕机臂轴旋转为负角度。本文定义的倾斜角度均为绕机臂旋转的绝对值。
实施例一
如图1所示，多旋翼的偏航控制原理是利用电机的反作用力矩(反扭矩)产生偏航力矩，进而形成偏航运动。而电机水平安装时，偏航力矩较小，偏航响应较慢，因此采用电机倾斜的策略，利用电机拉力在水平方向上的分量产生偏航力矩，并与电机的反扭矩叠加，产生最终的偏航力矩，加快偏航响应。
需要说明的是，在确定电机倾角及倾角安装公差范围前进行水平校准、磁罗盘校准，并保持无人机处于满载悬停状态，确保环境无风、无磁干扰，且桨一致性通过。
下面基于某植保无人机的模型参数，提供了一种确定电机倾斜角度的具体方法。
首先，根据该植保无人机的机型确定约束条件和整机参数如下：
约束条件：偏航控制最大转速差±15％；偏航角加速度160°/s 2；
整机参数：整机满载重量37kg；偏航等效力臂L length1040mm；整机z轴转动惯量I ZZ(估算)6.5kg.m 2；T80电机+34寸桨；油门拉力曲线、扭矩曲线(如图2、图3所示)；需要说明的是，油门拉力曲线和扭矩曲线采用现有试验方法针对相应无人机机型进行试验所得，具体试验方法此处不再赘述，每种无人机机型都会对应有相应的油门拉力曲线、扭矩曲线。
本实施例中主要针对四轴无人机进行举例，在上述约束条件下进行电机倾斜角度的 确定步骤，如下：
满载悬停单轴所需拉力为：
Figure PCTCN2020098702-appb-000012
根据该无人机的油门拉力曲线，获得该拉力下所对应的标准油门pwm为1741us。
假定正反桨一致性较好，忽略拉力和扭矩不平衡导致的影响，在以：偏航控制最大转速差±15％，可知正反桨油门向基准油门pwm两边各偏离15％，即150的pwm值,转速变化后的pwm如下：
pwm max＝1741+150＝1891
pwm min＝1741-150＝1591
根据油门拉力曲线，可得
F max＝12638g＝123.9N
F min＝6028.9g＝59.1N
T max＝5.40N*m
T min＝2.56N*m
假设，电机倾斜θ°可以达到偏航控制最大转速差的约束条件。
倾斜分力矩：
Figure PCTCN2020098702-appb-000013
Figure PCTCN2020098702-appb-000014
总输出偏航力矩：
Figure PCTCN2020098702-appb-000015
同时，根据需求的最大偏航角加速度，建立方程如下：
Figure PCTCN2020098702-appb-000016
代入已知量，推导得：
Figure PCTCN2020098702-appb-000017
可得，电机倾斜角度θ为5.5°。
实施例二：
在上述实施例一的基础上，本实施例获得电机安装公差的步骤如下：
约束条件：悬停状态下，补偿电机安装公差所产生的正反桨转速差最大为±2.5％，电机倾斜角度为5.5°。
满载悬停单轴所需拉力为
Figure PCTCN2020098702-appb-000018
根据油门拉力曲线，得此时标准油门pwm为1741。
假定正反桨一致性较好，忽略拉力和扭矩不平衡导致的影响，在以飞控输出转速差±2.5％作为检验标准时，可知正反桨油门往基准油门pwm两边各偏离2.5％，即25us的pwm值，pwm变化如下：
pwm max′＝1741+25＝1766
pwm min′＝1741-25＝1717
根据油门拉力曲线，可得
F max′＝9949g＝97.5N
F min′＝8704g＝85.3N
T max′＝4.18N*m
T min′＝3.69N*m
倾斜分力矩：
Figure PCTCN2020098702-appb-000019
Figure PCTCN2020098702-appb-000020
在转速差不大于5％的判断标准下，有
Figure PCTCN2020098702-appb-000021
即
Figure PCTCN2020098702-appb-000022
上式意味着，四个电机总安装误差绝对值不能超过2.07度。
在这种情况下，四个电机总的顺/逆时针安装误差为
omega＝omega_single 1+omega_single 2+omega_single 3+omega_single 4
也就是说，平均下来每个电机顺/逆时针安装误差不能超过0.52°。
实施例三：
本实施例给出了电机水平时以及电机倾斜5.5度时的对比试验，图7所示为未加电机倾角时，偏航角加速度达到最大约束条件160°/s 2时，四个电机的pwm值，其中1号、3号电机与3号、4号相差400us，即偏差达到了±20％，不满足设计需求。
图8为加入5.5°电机倾角时，偏航角加速度达到最大约束条件160°/s 2时，四个电机的pwm值，其中1号、3号电机与3号、4号相差220us，即偏差达到了±11％，满足设计需求。
如上所述，尽管参照特定的优选实施例已经表示和表述了本发明，但其不得解释为对本发明自身的限制。在不脱离所附权利要求定义的本发明的精神和范围前提下，可对其在形式上和细节上做出各种变化。

Claims (8)

  1. 一种多旋翼无人机电机倾角的确定方法，其特征在于，包括如下步骤：
    步骤1、根据姿态通道控制分配的可控性要求和偏航响应的性能要求制定飞控设计指标；
    步骤2、根据整机的电机拉力曲线和扭矩曲线以及机型参数建立带有电机倾角的偏航通道动力学模型；
    步骤3、根据偏航通道动力学模型和飞控设计指标确定电机倾角。
  2. 根据权利要求1所述的一种多旋翼无人机电机倾角的确定方法，其特征在于，步骤1中所述的飞控设计指标包括如下参数：控制分配比例、最大偏航角速度、以及最大偏航角加速度。
  3. 根据权利要求1所述的一种多旋翼无人机电机倾角的确定方法，其特征在于，步骤2中所述的偏航通道动力学模型包括如下参数：整机满载重量、偏航等效力臂、整机Z轴转动惯量、以及轴数。
  4. 根据权利要求1所述的一种多旋翼无人机电机倾角的确定方法，其特征在于，步骤3中电机倾角的确定方法进一步包括：
    步骤3-1、设定约束条件：偏航控制最大转速差±delta_max％，偏航角加速度
    Figure PCTCN2020098702-appb-100001
    确定满载悬停单轴所需拉力：
    F hover＝mass/n
    式中，F hover表示满载悬停单轴所需拉力，mass表示整机满载重量，n表示轴数；
    步骤3-2、根据油门拉力曲线，获得F hover拉力下所对应的标准油门pwm为pwm_hover；
    步骤3-3、以偏航控制最大转速差±delta_max％作为检验标准，正反桨油门向基准油门pwm两边各偏离delta_max，转速变化后的pwm如下：
    pwm max＝pwm_hover+delta_max
    pwm min＝pwm_hover-delta_max
    式中，pwm max和pwm min分别表示向两侧偏离最大值后的油门量，其余各符号含义同上；
    步骤3-4、确定电机倾斜时电机拉力在倾斜角度上的分力矩：
    Figure PCTCN2020098702-appb-100002
    Figure PCTCN2020098702-appb-100003
    式中，θ表示达到偏航控制转速差的约束条件下所需的电机倾斜角度，F max表示油门量pwm max时对应的电机拉力，F min表示油门量pwm min时对应的电机拉力，M max表示表示油门量pwm max时对应的电机分力矩，M min表示表示油门量pwm min时对应的电机分力矩，L lengt表示偏航等效力臂，57.3°表示1rad；
    步骤3-5、建立偏航通道动力学模型，即根据电机产生的反扭矩、总输出偏航力矩，建立以倾斜角θ为自变量的函数：
    |M component|＝(n/2)*(T max+M max-T min-M min)＝f(θ)
    式中，T max表示油门量pwm max时对应的电机反扭距，T min表示油门量pwm min时对应的电机反扭距，其余各符号含义同上；
    步骤3-6、根据总输出偏航力矩以及最大偏航角加速度之间的关系式获得电机倾角θ，其中，该关系式如下：
    Figure PCTCN2020098702-appb-100004
    式中，I ZZ表示整机z轴转动惯量，其余各符合含义同上。
  5. 一种多旋翼无人机电机倾角的安装公差约束确定方法，其特征在于，在使用权利要求1-4任意一项中所述的电机倾角的确定方法的基础之上进一步确定倾角安装公差约束，以所述电机倾角值和安装公差约束将电机设置在无人机机臂上，在不影响姿态控制的前提下加快偏航响应。
  6. 根据权利要求5所述的一种多旋翼无人机电机倾角的安装公差约束确定方法，其特征在于，电机倾角安装公差范围的确定方法进一步包括：
    步骤4-1、设定约束条件：悬停状态下，补偿电机安装公差所产生的正反桨转速差最大为
    Figure PCTCN2020098702-appb-100005
    电机倾斜角度为步骤3中确定的电机倾角；
    确定满载悬停单轴所需拉力：
    F hov′＝mass′/n′
    式中，F hover′表示满载悬停单轴所需拉力，mass′表示整机满载重量，n′表示轴数；
    根据油门拉力曲线，得此时标准油门pwm为pwm_hover′；
    以补偿电机安装公差所产生的正反桨转速差
    Figure PCTCN2020098702-appb-100006
    作为检验标准，正反桨油门向基准油门pwm两边各偏离delta_max′，转速变化后的pwm如下：
    pwm max′＝pwm_hover′+delta_max′
    pwm min′＝pwm_hover′-delta_max′
    式中，pwm max′和pwm min′分别表示向两侧偏离最大值后的油门量，其余各符号含义同上；
    确定电机倾斜时电机拉力在倾斜角度上的分力矩：
    Figure PCTCN2020098702-appb-100007
    Figure PCTCN2020098702-appb-100008
    式中，θ表示达到偏航控制转速差的约束条件所需的电机倾斜角度，采用步骤3中确定的电机倾角值，F max′表示油门量pwm max′时对应的电机拉力，F min′表示油门量pwm min′时对应的电机拉力，M max′表示表示油门量pwm max′时对应的电机分力矩，M min′表示表示油门量pwm min′时对应的电机分力矩，L lengt′表示偏航等效力臂；
    步骤4-2、在转速差不大于
    Figure PCTCN2020098702-appb-100009
    的判断标准下确定出组合力矩|M component′|的范围：
    Figure PCTCN2020098702-appb-100010
    式中，T max′表示油门量pwm max′时对应的电机反扭距，T min′表示油门量pwm min′时对应的电机反扭距，M max′表示表示油门量pwm max′时对应的电机分力矩，M min′表示表示油门量pwm min′时对应的电机分力矩，n′表示轴数；
    步骤4-3、确定出总的安装倾斜误差角度omega：
    Figure PCTCN2020098702-appb-100011
    式中，L length′表示偏航等效力臂，F hover′表示满载悬停单轴所需拉力，其余各符合含义同上；
    步骤4-4、确定每个电机安装倾斜误差角度omega_single：
    omega_single＝omega/n′
    式中，omega表示总的安装倾斜误差角度，n′表示轴数；其中总的安装倾斜误差角度omega表示电机相对于共有基准面往某一时针方向倾斜的角度和。
  7. 根据权利要求5所述的一种多旋翼无人机电机倾角的安装公差约束确定方法，其特征在于，在确定电机倾角及倾角安装公差范围前进行水平校准、磁罗盘校准，并保持 无人机处于满载悬停状态，确保环境无风、无磁干扰，且桨一致性通过。
  8. 根据权利要求5所述的一种多旋翼无人机电机倾角的安装公差约束确定方法，其特征在于，所述电机与可调整倾角的电机座倾斜装置连接，所述电机座倾斜装置固定在无人机的机臂上。
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CN114970110B (zh) * 2022-04-29 2023-09-12 深圳市鸿云智科技有限公司 一种针辊电机启动阶段的优化方法、装置、***及介质

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