An attitude safety control method, system and terminal device for a flying car
By constructing a dynamics model of flying car attitude and a time-varying asymmetric obstacle Lyapunov function, the coordination problem between attitude angle tracking and angular rate constraint in flying car attitude control was solved, enabling safe flight of flying car in complex environments.
Patent Information
- Application Number
- CN202610485948.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-04-14
- Publication Date
- 2026-06-26
AI Technical Summary
Traditional attitude control methods for flying cars cannot effectively coordinate attitude angle tracking performance with angular rate constraints, leading to angular rate exceeding limits, which can cause actuator saturation or system instability. Existing preset performance control methods do not fully consider the aerodynamic characteristics and large mass layout of flying cars, and the obstacle Lyapunov function cannot adapt to dynamic adjustment requirements.
A flying car attitude dynamics model incorporating external disturbances is constructed. A preset performance function and a time-varying asymmetric obstacle Lyapunov function are introduced. Virtual angular rate commands and angular rate error constraints are designed. The angular rate is constrained within a safe range by combining the backstepping method with the time-varying asymmetric obstacle Lyapunov function. An attitude control torque is then constructed to drive the actuator.
It effectively limits the angular rate of flying cars within a safe range, avoids actuator saturation and flight instability, achieves stable convergence of attitude tracking errors and dynamic constraints on angular rate, and provides robustness and environmental adaptability.
Smart Images
Figure CN122284640A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of flying car control technology, specifically to a flying car attitude safety control method, system, and terminal equipment. Background Technology
[0002] Flying cars, as a new type of transportation integrating ground driving and aerial flight capabilities, have enormous potential in alleviating urban traffic congestion. Compared to traditional drones, flying cars typically have a larger aerodynamic shape and face more complex wind environments when flying at low altitudes. Attitude control of flying cars faces two main challenges: 1. Performance requirements: To ensure passenger comfort and flight safety, the tracking error of the attitude angle needs to be strictly limited within a certain range, and the convergence speed and overshoot need to be controllable (i.e., preset performance); 2. Safety constraints: Due to mechanical structure limitations, sensor range, and passenger comfort requirements, the angular rate of the flying car must be strictly limited within a safe range (e.g., ). Traditional PID control or backstepping control often cannot directly handle this hard constraint during the design phase, easily leading to angular rate exceeding limits during maneuvers, causing actuator saturation or even system instability.
[0003] To address the first challenge mentioned above, existing technologies often employ preset performance control techniques. This technique constructs a performance function with well-defined attenuation characteristics, transforming the constrained tracking error into a new, unconstrained variable, thereby enabling controller design while ensuring the error remains within a preset envelope. However, existing preset performance control methods are primarily applied to conventional UAVs or robotic arms, failing to fully consider the unique aerodynamic characteristics and large-mass layout of flying cars. More importantly, existing preset performance control methods typically focus only on attitude angle tracking performance, failing to effectively integrate with angular rate constraints, and thus cannot solve the dual-objective coordination problem in flying car control.
[0004] To address the second challenge mentioned above, the obstacle Lyapunov function method provides a theoretical foundation for state-constrained control. This method utilizes the infinity property of logarithmic or tangent obstacle functions at the boundaries to enforce that state variables do not exceed the limits from the perspective of Lyapunov stability. However, traditional obstacle Lyapunov functions often employ fixed symmetric boundaries, which cannot adapt to the dynamic adjustment requirements of angular rate constraints in different flight stages of flying vehicles. Furthermore, existing methods, when dealing with angular rate constraints, often assume that the virtual control commands are known and ideal, failing to fully consider the dynamic coupling and error propagation effects between the attitude loop and the angular rate loop, leading to conservatism or incompleteness in the constraint guarantee.
[0005] Therefore, this invention proposes a method, system, and terminal device for attitude safety control of flying cars. Summary of the Invention
[0006] The purpose of this invention is to provide a method, system, and terminal device for attitude safety control of flying cars, so as to solve the problems mentioned in the background art.
[0007] According to a first aspect of the present invention, in order to achieve the above-mentioned objective, the present invention provides the following technical solution: a method for attitude safety control of a flying car, comprising the following steps: Receive the desired attitude angle command from the flying car; A flying car attitude dynamics model incorporating external disturbance torques is constructed. The attitude control torque is input into the flying car attitude dynamics model, and the real-time attitude angles and real-time angular rates of the flying car are output. Based on the attitude dynamics model, an external disturbance observer is constructed. By combining the real-time angular rate known from the model, an estimate of the external disturbance torque acting on the flying car is obtained. ; The attitude tracking error is calculated based on the desired attitude angle command and the real-time attitude angle. A preset performance function is constructed, and the transformed attitude tracking error is defined based on the preset performance function. The attitude tracking error is then constrained within the preset performance envelope. Based on the converted attitude tracking error, a virtual angular rate command is designed. An angular rate tracking error is generated according to the real-time angular rate and the virtual angular rate command. A time-varying asymmetric obstacle Lyapunov function is constructed to constrain the angular rate tracking error and generate angular rate error constraint variables. The time-varying asymmetric obstacle Lyapunov function is constructed based on the maximum angular rate range allowed by the flying car and is used to constrain the real-time angular rate within the maximum angular rate range. Based on the converted attitude tracking error, angular rate error constraint variables, and estimated values of external disturbance torque, the attitude control torque is calculated to drive the flying car actuators to achieve attitude safety control.
[0008] Furthermore, the specific expression for the flying car attitude dynamics model is as follows: in, Corresponding to the roll, pitch, and yaw axes respectively. Euler angles, Angular velocity, For rotational inertia, To control the input, External interference This is a dynamic coupling term.
[0009] Furthermore, estimates of the external disturbance torque acting on the flying car are obtained. The details are as follows: .
[0010] Furthermore, the attitude tracking error is calculated based on the desired attitude angle command and the real-time attitude angle, as follows: In the formula, For the real-time attitude angles of the flying car, For the desired attitude angle of the flying car, This represents the attitude tracking error.
[0011] Furthermore, a preset performance function is constructed, and the transformed attitude tracking error is defined based on this preset performance function. The attitude tracking error is then constrained within a preset performance envelope, as follows: Preset performance functions The expression is: in, This is the steady-state error limit parameter. To the initial error parameters, For the set adjustment time, This is the convergence rate parameter; Define attitude transition tracking error And design the first Lyapunov function. : when When it is bounded, then ,Right now It is used to constrain attitude tracking error within a preset performance envelope.
[0012] Furthermore, a virtual angular rate command is designed based on the converted attitude tracking error, and an angular rate tracking error is generated according to the real-time angular rate and the virtual angular rate command, as follows: Design a virtual angular rate command based on the backstepping method. : in For design parameters, The time derivative of the preset performance function. This is the time derivative of the desired attitude angle command.
[0013] Furthermore, a time-varying asymmetric barrier Lyapunov function is constructed. The angular rate tracking error is constrained, and angular rate error constraint variables are generated, as follows: Time-varying asymmetric barrier Lyapunov function The expression is: in, For angular rate tracking error, This is a virtual angular rate command; For indicator functions, when The value is 1 if the condition is met, and 0 otherwise. and Let be the time-varying lower bound and the time-varying upper bound of the angular rate error, respectively, which satisfy: in The maximum angular velocity allowed by the physics of the flying car; when or hour, .
[0014] Furthermore, based on the converted attitude tracking error, angular rate error constraint variables, and estimated values of external disturbance torque, the attitude control torque is calculated. The details are as follows: in, Let be the moment of inertia of the flying car on the corresponding axis; The known nonlinear coupling terms of the system; To obtain the interference estimate; The derivative of the virtual angular rate command; A positive control gain parameter; ; The barrier gain term is defined as follows: The constraint rate of change compensation term is defined as follows: in, For positive integers, and These are the time-varying lower bounds of the angular rate error. and the Time-Change Upper Boundary The time derivative.
[0015] According to a second aspect of the present invention, a flying car attitude safety control system is provided for implementing the flying car attitude safety control method described in the first aspect, comprising: The data receiving module is used to receive the desired attitude angle command from the flying car; The dynamic model construction module is used to construct a flying car attitude dynamic model that includes external disturbance torques. The attitude control torque is input into the flying car attitude dynamic model, and the real-time attitude angle and real-time angular rate of the flying car are output. The external disturbance torque estimation and acquisition module is used to obtain an estimate of the external disturbance torque acting on the flying car based on the attitude dynamics model. ; The preset performance error conversion module is used to calculate the attitude tracking error based on the desired attitude angle command and the real-time attitude angle, construct a preset performance function, define the converted attitude tracking error based on the preset performance function, and constrain the attitude tracking error within the preset performance envelope. The virtual command generation and angular rate constraint construction module is used to design virtual angular rate commands based on the converted attitude tracking error, generate angular rate tracking errors according to real-time angular rate and virtual angular rate commands, construct a time-varying asymmetric obstacle Lyapunov function, constrain the angular rate tracking error, and generate angular rate error constraint variables. The time-varying asymmetric obstacle Lyapunov function is constructed based on the maximum angular rate range allowed by the flying car and is used to constrain the real-time angular rate within the maximum angular rate range. The calculation output module is used to calculate the attitude control torque based on the converted attitude tracking error, angular rate error constraint variables and the estimated value of external disturbance torque, so as to drive the flying car actuator to achieve attitude safety control.
[0016] According to a third aspect of the present invention, the present invention provides a terminal device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein when the processor loads and executes the computer program, it employs the flying car attitude safety control method described in the first aspect.
[0017] The present invention has at least the following beneficial effects: 1. This invention, by constructing a time-varying asymmetric barrier Lyapunov function, directly embeds the physical limit of the flying car's maximum angular rate into the controller design process. This function tends towards infinity when the angular rate approaches the safety boundary, thus generating a strong reverse correction effect in the control law. Theoretically, this ensures that the flying car's angular rate is strictly limited to a preset safety range throughout the entire maneuver, regardless of external disturbances. This mechanism effectively avoids actuator saturation, sensor failure, and even flight instability caused by exceeding the angular rate limit, providing a fundamental guarantee for the safe flight of flying cars in complex low-altitude environments.
[0018] 2. This invention introduces preset performance control technology. By designing preset performance functions with clear physical meaning, the transient and steady-state behavior of attitude tracking error is quantitatively planned. Furthermore, the tracking performance of attitude angle is effectively combined with angular rate constraints to achieve dual-objective coordination in the control of flying cars.
[0019] 3. This invention explicitly considers external disturbance torques in the attitude dynamics model and achieves feedforward compensation of the disturbance in the final control law by obtaining the disturbance estimate. This control architecture exhibits good compatibility with various disturbance observation techniques and can effectively suppress the impact of external disturbances such as wind field disturbances and aerodynamic uncertainties on attitude control accuracy. Even in environments with strong disturbances, the system can maintain the attitude tracking error within the preset performance envelope, demonstrating excellent robustness and environmental adaptability.
[0020] 4. This invention employs a design framework combining backstepping with a preset performance function and a time-varying asymmetric obstacle Lyapunov function. It decomposes the complex constraint control problem into two progressive sub-problems: attitude-level performance constraints and angular rate-level safety constraints. The control law structure is clear, including model compensation terms, disturbance cancellation terms, feedback control terms, and obstacle constraint terms. The physical meaning of each component is clear, facilitating engineering debugging and parameter tuning. Furthermore, this architecture has no special requirements for the hardware platform and is applicable to various types of flying car actuators.
[0021] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description
[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0023] Figure 1 This is a flowchart of the control method described in Embodiment 1 of the present invention; Figure 2 This is a block diagram illustrating the principle of the control method described in Embodiment 1 of the present invention; Figure 3 This is a diagram showing the convergence effect of attitude tracking error in Embodiment 1 of the present invention; Figure 4 This is a diagram illustrating the effect of angular rate safety constraints in Embodiment 1 of the present invention. Detailed Implementation The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0024] Example 1: Please see Figure 1This invention provides a technical solution: a method for attitude safety control of a flying car, comprising the following steps: Step 1: Receive the desired attitude angle command from the flying car; Step 2: Construct a flying car attitude dynamics model that includes external disturbance torques, input the attitude control torque into the flying car attitude dynamics model, and output the real-time attitude angle and real-time angular rate of the flying car. The specific expression for the attitude dynamics model of the flying car is as follows: in, Corresponding to the roll, pitch, and yaw axes respectively. Euler angles, Angular velocity, For rotational inertia, To control the input, External interference For dynamic coupling terms; Step 3: Based on the attitude dynamics model, obtain the estimated value of the external disturbance torque acting on the flying car. ; Step 4: Calculate the attitude tracking error based on the desired attitude angle command and the real-time attitude angle, construct a preset performance function, and define the transformed attitude tracking error based on this preset performance function. Constrain the attitude tracking error within the preset performance envelope, as follows: Step 4-1: Calculate the attitude tracking error based on the desired attitude angle command and the real-time attitude angle: In the formula, For the real-time attitude angles of the flying car, For the desired attitude angle of the flying car, For attitude tracking error Step 4-2: Construct the preset performance function Its initial value is from The decision ultimately converged to Preset performance functions The expression is: in, This is the steady-state error limit parameter. To the initial error parameters, For the set adjustment time, This is the convergence rate parameter; Step 4-3: Define the attitude transition tracking error And design the first Lyapunov function. To ensure attitude error performance: when When it is bounded, then ,Right now This is used to constrain attitude tracking errors within a preset performance envelope; Step 5: Design virtual angular rate commands based on the converted attitude tracking error. Generate angular rate tracking error based on real-time angular rate and virtual angular rate commands, and construct a time-varying asymmetric obstacle Lyapunov function to constrain the angular rate tracking error, generating angular rate error constraint variables. The time-varying asymmetric obstacle Lyapunov function is constructed based on the maximum allowable angular rate range of the flying car and is used to constrain the real-time angular rate within the maximum angular rate range, as detailed below: Step 5-1: Design a virtual angular rate command based on the backstepping method. : in For design parameters, The time derivative of the preset performance function. The time derivative of the desired attitude angle command; Step 5-2: Constructing the time-varying asymmetric barrier Lyapunov function To constrain the angular rate tracking error, angular rate error constraint variables are generated, as follows: Time-varying asymmetric barrier Lyapunov function The expression is: in, For angular rate tracking error, This is a virtual angular rate command; For indicator functions, when The value is 1 if the condition is met, and 0 otherwise. and These are the time-varying lower and upper bounds of the angular rate error, respectively, used to ensure... It will not cause Out of bounds, the time-varying lower bound and time-varying upper bound are satisfied: in The maximum angular velocity allowed by the physics of the flying car; It should be noted that when or hour, This allows the real-time angular rate to be constrained within the maximum angular rate range; Step 6: Based on the converted attitude tracking error, angular rate error constraint variables, and estimated external disturbance torque, calculate the attitude control torque to drive the flying car's actuators to achieve safe attitude control, as detailed below: right Differentiate the derivative and set its negative constant to determine the attitude control torque. Solve the following: in, For model compensation terms, For interference cancellation terms, For feedback control items, As a barrier constraint, the barrier constraint will generate a large reverse torque when approaching the boundary, forcing the system state away from the danger zone; Specifically, Let be the moment of inertia of the flying car on the corresponding axis; The known nonlinear coupling terms of the system; To obtain the interference estimate; The derivative of the virtual angular rate command; A positive control gain parameter; ; The barrier gain term is defined as follows: The constraint rate of change compensation term is defined as follows: in, For positive integers, and These are the time-varying lower bounds of the angular rate error. and the Time-Change Upper Boundary The time derivative.
[0025] The technical effectiveness of this embodiment will be further verified through specific simulation experiments: Setting the flying car parameters in the simulation environment: Set the angular rate safety constraint as ; Under sinusoidal wind field disturbance, the technical solution of this embodiment is used for control. Results show that even under strong disturbance, the attitude angle error can converge to within 0.05 degrees, and the angular rate remains constant. Within the safe range, no boundary violations occurred, verifying the effectiveness of the method.
[0026] Figure 3 The convergence of attitude tracking error under the control method of this embodiment is demonstrated.
[0027] from Figure 3 It can be seen that, under the effect of preset performance control (PPC), the attitude tracking error (including roll, pitch, and yaw channels) of the flying car is always strictly limited within the preset performance envelope (Funnel). Large errors in the initial stage converge quickly, and the error remains within a very small range in the steady-state stage (e.g., ...). (Within degrees). This indicates that the preset performance function designed in this invention effectively plans the transient and steady-state behavior of the error, ensuring control accuracy.
[0028] Figure 4 The angular rate response curve of the flying car under the control method of this embodiment is shown.
[0029] The dashed line in the figure represents the pre-set angular rate safety constraint boundary. The solid line represents the change in angular rate during actual flight. From... Figure 4 It can be clearly seen that even during attitude maneuvers or moments of external wind disturbance, the actual angular rate curve always remains strictly between the two safety boundary dashed lines, without ever exceeding the boundaries. This verifies the effectiveness of the time-varying asymmetric barrier Lyapunov function (TABLF) introduced in this invention, proving that the control method can theoretically and practically guarantee the flight safety of the flying car and prevent actuator saturation or flight instability caused by excessive angular rate.
[0030] Example 2: This embodiment provides a flying car attitude safety control system for implementing the flying car attitude safety control method described in Embodiment 1, including: The data receiving module is used to receive the desired attitude angle command from the flying car; The dynamic model construction module is used to construct a flying car attitude dynamic model that includes external disturbance torques. The attitude control torque is input into the flying car attitude dynamic model, and the real-time attitude angle and real-time angular rate of the flying car are output. The external disturbance torque estimation and acquisition module is used to obtain an estimate of the external disturbance torque acting on the flying car based on the attitude dynamics model. ; The preset performance error conversion module is used to calculate the attitude tracking error based on the desired attitude angle command and the real-time attitude angle, construct a preset performance function, define the converted attitude tracking error based on the preset performance function, and constrain the attitude tracking error within the preset performance envelope. The virtual command generation and angular rate constraint construction module is used to design virtual angular rate commands based on the converted attitude tracking error, generate angular rate tracking errors according to real-time angular rate and virtual angular rate commands, construct a time-varying asymmetric obstacle Lyapunov function, constrain the angular rate tracking error, and generate angular rate error constraint variables. The time-varying asymmetric obstacle Lyapunov function is constructed based on the maximum angular rate range allowed by the flying car and is used to constrain the real-time angular rate within the maximum angular rate range. The calculation output module is used to calculate the attitude control torque based on the converted attitude tracking error, angular rate error constraint variables and the estimated value of external disturbance torque, so as to drive the flying car actuator to achieve attitude safety control.
[0031] In the description of this specification, the references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0032] Example 3: This embodiment provides a terminal device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor. The memory stores the computer program capable of running on the processor. When the processor loads and executes the computer program, it employs the flying car attitude safety control method described in Embodiment 1.
[0033] It should be noted that the terminal device can be a computer device such as a desktop computer, a laptop computer, or a cloud server, and the terminal device includes, but is not limited to, a processor and a memory. For example, the terminal device may also include input / output devices, network access devices, and buses.
[0034] Furthermore, the processor can be a central processing unit (CPU). Of course, depending on the actual use, other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), off-the-shelf programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. can also be used. The general-purpose processor can be a microprocessor or any conventional processor, etc., and this application does not limit it in this regard.
[0035] The foregoing has shown and described the basic principles, main features, and advantages of this application. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this application. Various changes and modifications can be made to this application without departing from the spirit and scope thereof, and all such changes and modifications fall within the scope of the claims of this application.
Claims
1. A method for attitude safety control of a flying car, characterized in that, Includes the following steps: Receive the desired attitude angle command from the flying car; A flying car attitude dynamics model incorporating external disturbance torques is constructed. The attitude control torque is input into the flying car attitude dynamics model, and the real-time attitude angles and real-time angular rates of the flying car are output. Based on the attitude dynamics model, an external disturbance observer is constructed. By combining the real-time angular rate known from the model, an estimate of the external disturbance torque acting on the flying car is obtained. ; The attitude tracking error is calculated based on the desired attitude angle command and the real-time attitude angle. A preset performance function is constructed, and the transformed attitude tracking error is defined based on the preset performance function. The attitude tracking error is then constrained within the preset performance envelope. Based on the converted attitude tracking error, a virtual angular rate command is designed. An angular rate tracking error is generated according to the real-time angular rate and the virtual angular rate command. A time-varying asymmetric obstacle Lyapunov function is constructed to constrain the angular rate tracking error and generate angular rate error constraint variables. The time-varying asymmetric obstacle Lyapunov function is constructed based on the maximum angular rate range allowed by the flying car and is used to constrain the real-time angular rate within the maximum angular rate range. Based on the converted attitude tracking error, angular rate error constraint variables, and estimated values of external disturbance torque, the attitude control torque is calculated to drive the flying car actuators to achieve attitude safety control.
2. The flying car attitude safety control method according to claim 1, characterized in that: The specific expression for the flying car attitude dynamics model is as follows: in, Corresponding to the roll, pitch, and yaw axes respectively. Euler angles, Angular velocity, For rotational inertia, To control the input, External interference This is a dynamic coupling term.
3. The flying car attitude safety control method according to claim 2, characterized in that: Obtain an estimate of the external disturbance torque acting on the flying car. The details are as follows: 。 4. The flying car attitude safety control method according to claim 1, characterized in that: The attitude tracking error is calculated based on the desired attitude angle command and the real-time attitude angle, as follows: In the formula, For the real-time attitude angles of the flying car, For the desired attitude angle of the flying car, This represents the attitude tracking error.
5. The flying car attitude safety control method according to claim 1, characterized in that: A preset performance function is constructed, and the transformed attitude tracking error is defined based on this preset performance function. The attitude tracking error is then constrained within a preset performance envelope, as follows: Preset performance functions The expression is: in, This is the steady-state error limit parameter. To the initial error parameters, For the set adjustment time, This is the convergence rate parameter; Define attitude transition tracking error And design the first Lyapunov function. : when When it is bounded, then ,Right now It is used to constrain attitude tracking error within a preset performance envelope.
6. The flying car attitude safety control method according to claim 1, characterized in that: Based on the converted attitude tracking error, a virtual angular rate command is designed. An angular rate tracking error is generated based on the real-time angular rate and the virtual angular rate command, as detailed below: Design a virtual angular rate command based on the backstepping method. : in For design parameters, The time derivative of the preset performance function. This is the time derivative of the desired attitude angle command.
7. The flying car attitude safety control method according to claim 1, characterized in that: Constructing time-varying asymmetric barrier Lyapunov functions The angular rate tracking error is constrained, and angular rate error constraint variables are generated, as follows: Time-varying asymmetric barrier Lyapunov function The expression is: in, For angular rate tracking error, This is a virtual angular rate command; For indicator functions, when The value is 1 if the condition is met, and 0 otherwise. and Let be the time-varying lower bound and the time-varying upper bound of the angular rate error, respectively, which satisfy: in The maximum angular velocity allowed by the physics of the flying car; when or hour, .
8. The flying car attitude safety control method according to claim 1, characterized in that: Based on the converted attitude tracking error, angular rate error constraint variables, and estimated external disturbance torque values, the attitude control torque is calculated. The details are as follows: in, Let be the moment of inertia of the flying car on the corresponding axis; The known nonlinear coupling terms of the system; To obtain the interference estimate; The derivative of the virtual angular rate command; A positive control gain parameter; ; The barrier gain term is defined as follows: The constraint rate of change compensation term is defined as follows: in, For positive integers, and These are the time-varying lower bounds of the angular rate error. and the Time-Change Upper Boundary The time derivative.
9. A flying car attitude safety control system, used to implement the flying car attitude safety control method according to any one of claims 1 to 8, characterized in that, include: The data receiving module is used to receive the desired attitude angle command from the flying car; The dynamic model construction module is used to construct a flying car attitude dynamic model that includes external disturbance torques. The attitude control torque is input into the flying car attitude dynamic model, and the real-time attitude angle and real-time angular rate of the flying car are output. The external disturbance torque estimation and acquisition module is used to obtain an estimate of the external disturbance torque acting on the flying car based on the attitude dynamics model. ; The preset performance error conversion module is used to calculate the attitude tracking error based on the desired attitude angle command and the real-time attitude angle, construct a preset performance function, define the converted attitude tracking error based on the preset performance function, and constrain the attitude tracking error within the preset performance envelope. The virtual command generation and angular rate constraint construction module is used to design virtual angular rate commands based on the converted attitude tracking error, generate angular rate tracking errors according to real-time angular rate and virtual angular rate commands, construct a time-varying asymmetric obstacle Lyapunov function, constrain the angular rate tracking error, and generate angular rate error constraint variables. The time-varying asymmetric obstacle Lyapunov function is constructed based on the maximum angular rate range allowed by the flying car and is used to constrain the real-time angular rate within the maximum angular rate range. The calculation output module is used to calculate the attitude control torque based on the converted attitude tracking error, angular rate error constraint variables and the estimated value of external disturbance torque, so as to drive the flying car actuator to achieve attitude safety control.
10. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that, When the processor loads and executes the computer program, it employs the flying car attitude safety control method as described in any one of claims 1 to 8.