An aircraft, an aircraft control method, a device and an electronic device

Abstract

The present invention discloses an aircraft, an aircraft control method, a device and an electronic device. The aircraft includes: fixed wings disposed on both left and right sides of the fuselage; a first rotor assembly, a second rotor assembly, a third rotor assembly and a fourth rotor assembly, all connected to the fuselage and located in the same plane; the first rotor assembly and the second rotor assembly, and the third rotor assembly and the fourth rotor assembly are respectively symmetric with respect to the design axis of the fuselage; the first rotor assembly and the third rotor assembly are asymmetric with respect to the center of mass of the aircraft. The aircraft disclosed in the present invention, by arranging the asymmetric rotor assemblies, changes the rotor layout of the aircraft from the previous symmetric structure of four rotors to an asymmetric structure among the four rotors. The specific parameters can be flexibly set according to the actual situation, so that there are more ways for the aircraft in the asymmetric design, and the defect of inflexible rotor layout in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and particularly to an aircraft, an aircraft control method, a device and an electronic device. Background Art

[0002] In recent years, the compound-wing aircraft has been widely studied in various countries around the world and has been increasingly applied in military and civilian fields. The compound-wing aircraft refers to a fixed-wing aircraft provided with a plurality of rotors that can work independently, so that the compound-wing aircraft has two different functions of a fixed-wing aircraft and a rotorcraft, and can fly independently in a rotor flight mode or a fixed-wing flight mode, or can also fly in a form that combines the above two flight modes. Therefore, the compound-wing aircraft has flexible flight capabilities.

[0003] The compound-wing aircraft has the functions of a multi-rotor aircraft, and the multi-rotor aircraft has the flight characteristics of a helicopter. However, its control mechanism and control method are much simpler than those of a helicopter. These factors make the multi-rotor aircraft become the main form of future vertical takeoff and landing aircraft. Therefore, the multi-rotor layout in the compound-wing aircraft conforms to this development direction.

[0004] In the field of electric aviation, the compound-wing aircraft is one of the mainstream aerodynamic layout forms of current electric aircraft. Adopting distributed power drive is one of the main technical development directions of electric aircraft in the future, and the compound-wing aircraft is an effective means to achieve this technology.

[0005] Since the multi-rotor system of the compound-wing aircraft itself can provide lift, it does not require a dedicated airport runway for takeoff or landing by taxiing and can be used in a variety of complex scenarios; by tilting the lift vector of the multi-rotor, straight flight in the front-back and left-right directions can be achieved. At this time, the compound-wing aircraft has the same functions and performance as the multi-rotor aircraft.

[0006] For current multi-rotor aircraft, its main features include: multiple rotors are symmetrically and evenly distributed on the airframe, each rotor is directly driven by an electric motor, and fixed-pitch propellers are mostly used for the rotors. Therefore, the lift of the rotor can be controlled by controlling the rotational speed of the motor, and thus the six-degree-of-freedom motion control of the multi-rotor aircraft is achieved. From the perspective of aerodynamic layout, it is necessary to meet the requirement that the geometric center of symmetry of the positions of multiple rotors coincides with the centroid position of the rotor, and multiple rotors need to be evenly arranged around the centroid. In terms of control or manipulation: the method for controlling its pitch / roll attitude is to form an asymmetric lift in the symmetric direction of the centroid under the condition of keeping the combined lift unchanged, which causes a moment around the centroid force, and this moment makes the multi-rotor aircraft rotate around the centroid, thus achieving pitch / roll attitude control. On this basis, if a flight control system is used to keep the pitch / roll angle at a non-zero constant value, then the multi-rotor aircraft can achieve straight flight forward or left and right. In terms of heading control, the rotational speeds of the corresponding rotors are synchronously adjusted to obtain torque imbalance under the condition of keeping the combined lift unchanged, then the multi-rotor aircraft will change its heading under the action of the counter-torque, thus achieving heading control.

[0007] Obviously, the purpose of the symmetric and uniform layout of multiple rotors is mainly to simplify control or manipulation, so as to minimize the coupling between motions. In its actual control, turning is often achieved by controlling the heading, and straight flight is completed by controlling the pitch / roll angle. If the multi-rotor aircraft needs to turn when flying forward at a high speed, then the commonly used control or manipulation method currently is as follows: when the multi-rotor aircraft is about to reach the turning point, first decelerate, that is, make the pitch angle zero and return to the horizontal state. When the forward flight speed drops to be about to hover, use the heading control method to make the multi-rotor aircraft turn in place. When the predetermined heading is reached, then perform the manipulation or control of forward flight to make the multi-rotor aircraft resume high-speed forward flight. This turning control method is simple but inefficient. The multi-rotor aircraft loses energy during the deceleration and re-acceleration process, weakening its maneuverability.

[0008] To sum up, the fixed-wing flight mode is the longest working time and the main flight state of the hybrid-wing aircraft. However, in the existing technology, the multi-rotors of the hybrid-wing aircraft can only be symmetrically and evenly arranged, which will limit and restrict the overall layout of the hybrid wing, and there is a defect that the rotor layout is not flexible. Summary of the Invention

[0009] Therefore, the technical problem to be solved by the present invention is to overcome the defect of inflexible rotor layout in the prior art, and thus provide an aircraft, an aircraft control method, a device and an electronic device.

[0010] According to a first aspect, the present invention discloses an aircraft, comprising: a fuselage, a fixed wing, a first rotor assembly, a second rotor assembly, a third rotor assembly and a fourth rotor assembly; the fixed wing is disposed on both left and right sides of the fuselage; the first rotor assembly, the second rotor assembly, the third rotor assembly and the fourth rotor assembly are connected to the fuselage and located in the same plane; the first rotor assembly and the second rotor assembly are symmetric with respect to the design axis of the fuselage; the third rotor assembly and the fourth rotor assembly are symmetric with respect to the design axis of the fuselage; the distance between the first rotor assembly and the center of mass of the aircraft in the direction of the design axis of the fuselage is not equal to the distance between the third rotor assembly and the center of mass of the aircraft in the direction of the design axis of the fuselage; the distance between the first rotor assembly and the center of mass of the aircraft in the direction perpendicular to the design axis of the fuselage is not equal to the distance between the third rotor assembly and the center of mass of the aircraft in the direction perpendicular to the design axis of the fuselage.

[0011] Optionally, the first rotor assembly includes: a first cantilever, a first fixed-pitch propeller and a first motor; the second rotor assembly includes: a second cantilever, a second fixed-pitch propeller and a second motor; the third rotor assembly includes: a third cantilever, a third fixed-pitch propeller and a third motor; the fourth rotor assembly includes: a fourth cantilever, a fourth fixed-pitch propeller and a fourth motor; the aerodynamic characteristics of the first fixed-pitch propeller, the second fixed-pitch propeller, the third fixed-pitch propeller and the fourth fixed-pitch propeller are exactly the same.

[0012] Optionally, when observing the aircraft from above and in the forward direction of the aircraft, the first rotor assembly is disposed on the left front side of the fuselage, and the first motor drives the first fixed-pitch propeller to rotate counterclockwise; the second rotor assembly is disposed on the right front side of the fuselage, and the second motor drives the second fixed-pitch propeller to rotate clockwise; the third rotor assembly is disposed on the left rear side of the fuselage, and the third motor drives the third fixed-pitch propeller to rotate clockwise; the fourth rotor assembly is disposed on the right rear side of the fuselage, and the fourth motor drives the fourth fixed-pitch propeller to rotate counterclockwise.

[0013] According to a second aspect, the present invention discloses an aircraft control method, which is applied to the aircraft as described in the first aspect and any optional implementation manner of the first aspect. The aircraft control method includes: obtaining an externally input control mode, externally input environmental parameters and externally input aircraft parameters; the control mode includes: a roll mode, a yaw mode and a banked turn mode; calculating a rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters and the control mode; and controlling the rotational speed of the motor in the rotor assembly corresponding to the control mode to increase according to the rotational speed increment.

[0014] Optionally, when the control mode is the roll mode, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: when the roll direction is left, obtaining the rotor parameters corresponding to the second rotor assembly; when the roll direction is right, obtaining the rotor parameters corresponding to the first rotor assembly;

[0015] When the control mode is the roll mode, calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the rotor parameters includes: obtaining the roll angle and the roll time according to the control mode; calculating the roll angular acceleration according to the roll angle and the roll time; calculating the roll rotational speed increment of the rotor assembly according to the roll angular acceleration, the environmental parameters, the rotor parameters, and the aircraft parameters;

[0016] When the control mode is the roll mode, controlling the increase of the rotational speed of the motor in the rotor assembly corresponding to the control mode according to the rotational speed increment includes: when the roll direction is left, increasing the rotational speed of the second motor according to the roll rotational speed increment; when the roll direction is right, increasing the rotational speed of the first motor according to the roll rotational speed increment.

[0017] Optionally, when the control mode is the yaw mode, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: when the yaw direction is left, obtaining the rotor parameters corresponding to the second rotor assembly and the rotor parameters corresponding to the third rotor assembly; when the yaw direction is right, obtaining the rotor parameters corresponding to the first rotor assembly and the rotor parameters corresponding to the fourth rotor assembly;

[0018] When the control mode is the yaw mode, calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the rotor parameters includes: obtaining the yaw angle and the yaw time according to the control mode; calculating the yaw acceleration according to the yaw angle and the yaw time; calculating the yaw moment increment according to the aircraft parameters and the yaw acceleration; calculating the first yaw rotational speed increment according to the environmental parameters, the aircraft parameters, and the yaw moment increment; calculating the second yaw rotational speed increment according to the first yaw rotational speed increment and the rotor parameters;

[0019] When the control mode is the yaw mode, controlling the increase of the rotational speed of the motor in the rotor assembly corresponding to the control mode according to the rotational speed increment includes: when the yaw direction is left, increasing the rotational speed of the second motor according to the first yaw rotational speed increment, and increasing the rotational speed of the third motor according to the second yaw rotational speed increment; when the yaw direction is right, increasing the rotational speed of the first motor according to the first yaw rotational speed increment, and increasing the rotational speed of the fourth motor according to the second yaw rotational speed increment.

[0020] Optionally, when the control mode is the banked turn mode, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: when the banked turn direction is to the left, obtaining the rotor parameters corresponding to the second rotor assembly; when the banked turn direction is to the right, obtaining the rotor parameters corresponding to the first rotor assembly;

[0021] When the control mode is the banked turn mode, calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the control mode includes: obtaining the banked turn speed and the banked turn time according to the control mode; calculating the banked turn angle increment according to the aircraft parameters, the environmental parameters, and the banked turn speed; calculating the banked turn angular acceleration according to the banked turn angle increment and the banked turn time; calculating the first banked turn rotational speed increment according to the environmental parameters, the aircraft parameters, the rotor parameters, and the banked turn angular acceleration; calculating the banked turn torque increment according to the aircraft parameters and the banked turn angular acceleration; calculating the second banked turn rotational speed increment according to the environmental parameters, the aircraft parameters, and the banked turn torque increment;

[0022] When the control mode is the banked turn mode, controlling the increase in the rotational speed of the motor in the rotor assembly corresponding to the control mode according to the rotational speed increment includes: when the banked turn direction is to the left, increasing the rotational speed of the second motor according to the first banked turn rotational speed increment and increasing the rotational speed of the third motor according to the second banked turn rotational speed increment; when the banked turn direction is to the right, increasing the rotational speed of the first motor according to the first banked turn rotational speed increment and increasing the rotational speed of the fourth motor according to the second banked turn rotational speed increment.

[0023] According to a third aspect, the present invention discloses an aircraft control device, which is applied to the aircraft as described in the first aspect and any optional implementation manner of the first aspect. The aircraft control device includes: a parameter acquisition module, configured to acquire an externally input control mode, an externally input environmental parameter, and an externally input aircraft parameter; the control mode includes: a roll mode, a yaw mode, and a banked turn mode; a rotational speed calculation module, configured to calculate the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the control mode; and a rotational speed control module, configured to control the increase in the rotational speed of the motor in the rotor assembly corresponding to the control mode according to the rotational speed increment.

[0024] According to a fourth aspect, the present invention discloses an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and when the instructions are executed by the at least one processor, the at least one processor is caused to execute the steps of the aircraft control method as described in the second aspect and any optional implementation manner of the second aspect.

[0025] According to a fifth aspect, the present invention discloses a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the aircraft control method as described in the second aspect and any optional implementation manner of the second aspect are implemented.

[0026] The technical solution of the present invention has the following advantages:

[0027] 1. For the aircraft disclosed in the present invention, by arranging a rotor assembly that is asymmetric with respect to the center of mass of the aircraft, the rotor layout of the aircraft is changed from the previous symmetric structure of four rotors to a structure where only the first and second rotor assemblies are symmetric, and the third and fourth rotor assemblies are symmetric, while there is no need for symmetry between the first, second and third, fourth rotor assemblies. The specific parameters can be flexibly set according to the actual situation, enabling the aircraft to have more ways in asymmetric design, and solving the defect of inflexible rotor layout in the prior art.

[0028] 2. For the aircraft control method disclosed in the present invention, when calculating the rotational speed increment of the rotor assembly according to the environmental parameters, aircraft parameters and rotor parameters, the method of increasing lift is used to form the rolling moment and yaw moment, and the aircraft is caused to move, preventing the possible weakening of the combined lift during rolling and heading maneuvers, and improving the overall aerodynamic efficiency and flight safety. Through the design of the rotor rotation direction and the calculation of the rotational speed, the coupling response of the rolling and pitching motions caused by the asymmetric layout of the rotor positions during heading control or maneuvering is avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0030] Figure 1 It is a principle block diagram of a specific example of the aircraft in an embodiment of the present invention;

[0031] Figure 2 It is a principle block diagram of another specific example of the aircraft in an embodiment of the present invention;

[0032] Figure 3 Structural diagram of another specific example of the aircraft in the embodiment of the present invention;

[0033] Figure 4 Structural diagram of another specific example of the aircraft in the embodiment of the present invention;

[0034] Figure 5 Flow chart of a specific example of the aircraft control method in the embodiment of the present invention;

[0035] Figure 6 Principle block diagram of a specific example of the aircraft control device in the embodiment of the present invention;

[0036] Figure 7 Specific example diagram of an electronic device in the embodiment of the present invention. Detailed implementation manners

[0037] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0038] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0039] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and can also be the communication inside two elements. It can be a wireless connection or a wired connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0040] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0041] The present invention discloses an aircraft, such as Figure 1 shown, comprising: a fuselage 1, fixed wings 2, a first rotor assembly 3, a second rotor assembly 4, a third rotor assembly 5 and a fourth rotor assembly 6; the fixed wings 2 are arranged on both left and right sides of the fuselage 1; the first rotor assembly 3, the second rotor assembly 4, the third rotor assembly 5 and the fourth rotor assembly 6 are connected to the fuselage 1 and are located in the same plane; the first rotor assembly 3 and the second rotor assembly 4 are symmetric with respect to the design axis of the fuselage; the third rotor assembly 5 and the fourth rotor assembly 6 are symmetric with respect to the design axis of the fuselage; the distance between the first rotor assembly 3 and the center of mass 7 of the aircraft in the direction of the design axis of the fuselage is not equal to the distance between the third rotor assembly 5 and the center of mass 7 of the aircraft in the direction of the design axis of the fuselage; the distance between the first rotor assembly 3 and the center of mass 7 of the aircraft in the direction perpendicular to the design axis of the fuselage is not equal to the distance between the third rotor assembly 5 and the center of mass 7 of the aircraft in the direction perpendicular to the design axis of the fuselage.

[0042] Specifically, as Figure 2 shown, the first rotor assembly 3 comprises: a first cantilever 31, a first fixed-pitch propeller 32 and a first motor 33; the second rotor assembly 4 comprises: a second cantilever 41, a second fixed-pitch propeller 42 and a second motor 43; the third rotor assembly 5 comprises: a third cantilever 51, a third fixed-pitch propeller 52 and a third motor 53; the fourth rotor assembly 6 comprises: a fourth cantilever 61, a fourth fixed-pitch propeller 62 and a fourth motor 63; the aerodynamic characteristics of the first fixed-pitch propeller 32, the second fixed-pitch propeller 42, the third fixed-pitch propeller 52 and the fourth fixed-pitch propeller 62 are completely identical.

[0043] Particularly, as Figure 3 shown, the fixed wing may comprise: a wing and a tail wing, the first rotor assembly and the second rotor assembly may be arranged on the wing, and the third rotor assembly and the fourth rotor assembly may be arranged on the tail wing; the first rotor assembly and the second rotor assembly may also be arranged separately, and the third rotor assembly and the fourth rotor assembly may also be arranged separately. The present invention does not make any limitation thereto.

[0044] Specifically, as Figure 4 shown, when observing the aircraft from above and in the forward direction of the aircraft, the first rotor assembly 3 is arranged on the left front side of the fuselage, and the first motor 33 drives the first fixed-pitch propeller 32 to rotate counterclockwise; the second rotor assembly 4 is arranged on the right front side of the fuselage, and the second motor 43 drives the second fixed-pitch propeller 42 to rotate clockwise; the third rotor assembly 5 is arranged on the left rear side of the fuselage, and the third motor 53 drives the third fixed-pitch propeller 52 to rotate clockwise; the fourth rotor assembly 6 is arranged on the right rear side of the fuselage, and the fourth motor 63 drives the fourth fixed-pitch propeller 62 to rotate counterclockwise.

[0045] The aircraft disclosed in the present invention, by setting a rotor assembly that is asymmetric with respect to the center of mass of the aircraft, changes the rotor layout of the aircraft from the previous symmetric structure of four rotors to a structure where only the first and second rotor assemblies are symmetric, and the third and fourth rotor assemblies are symmetric, while there is no need for symmetry between the first, second, third, and fourth rotor assemblies. The specific parameters can be flexibly set according to the actual situation, enabling the aircraft to have more ways in asymmetric design and solving the defect of inflexible rotor layout in the prior art.

[0046] The present invention also discloses an aircraft control method. As Figure 5 shown, the aircraft control method is applied to the aircraft as described in the embodiments of the present invention. The aircraft control method includes:

[0047] Step S1, obtaining the control mode, environmental parameters, and aircraft parameters input externally; the control mode includes: roll mode, yaw mode, and banked turn mode.

[0048] Specifically, the control mode can be manually set by the aircraft control personnel or automatically set by the navigation application program, and the present invention does not limit this. The environmental parameters can be input by the control personnel after being tested by external instruments, or corresponding detection instruments can be set on the fuselage, and the present invention does not limit this. The aircraft parameters can be set according to the design parameters when selecting the aircraft type during design, or can be manually set by the control personnel during use, and the present invention does not limit this.

[0049] Step S2, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode according to the control mode.

[0050] Specifically, when the control mode is the roll mode, the roll direction is also included in the control mode. When the roll direction is left, obtain the rotor parameters corresponding to the second rotor assembly; when the roll direction is right, obtain the rotor parameters corresponding to the first rotor assembly.

[0051] Among them, the rotor parameters corresponding to the first rotor assembly include the distance y1 between the first rotor assembly and the center of mass of the aircraft in the direction perpendicular to the design axis of the fuselage. The rotor parameters corresponding to the second rotor assembly include the distance y2 between the second rotor assembly and the center of mass of the aircraft in the direction perpendicular to the design axis of the fuselage.

[0052] Specifically, when the control mode is the yaw mode, the yaw direction is also included in the control mode. When the yaw direction is left, obtain the rotor parameters corresponding to the second rotor assembly and the rotor parameters corresponding to the third rotor assembly; when the yaw direction is right, obtain the rotor parameters corresponding to the first rotor assembly and the rotor parameters corresponding to the fourth rotor assembly.

[0053] Among them, the rotor parameters corresponding to the first rotor assembly include the distance y1 between the first rotor assembly and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis. The rotor parameters corresponding to the second rotor assembly include the distance y2 between the second rotor assembly and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis. The rotor parameters corresponding to the third rotor assembly include the distance y3 between the third rotor assembly and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis. The rotor parameters corresponding to the fourth rotor assembly include the distance y4 between the fourth rotor assembly and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis.

[0054] Alternatively, the rotor parameters corresponding to the first rotor assembly may further include the distance x1 between the first rotor assembly and the center of mass of the aircraft in the direction of the fuselage design axis. The rotor parameters corresponding to the second rotor assembly may further include the distance x2 between the second rotor assembly and the center of mass of the aircraft in the direction of the fuselage design axis. The rotor parameters corresponding to the third rotor assembly may further include the distance x3 between the third rotor assembly and the center of mass of the aircraft in the direction of the fuselage design axis. The rotor parameters corresponding to the fourth rotor assembly may further include the distance x4 between the fourth rotor assembly and the center of mass of the aircraft in the direction of the fuselage design axis.

[0055] Specifically, when the control mode is the banked turn mode, the control mode further includes the banked turn direction. When the banked turn direction is left, obtain the rotor parameters corresponding to the second rotor assembly; when the banked turn direction is right, obtain the rotor parameters corresponding to the first rotor assembly.

[0056] Among them, the rotor parameters corresponding to the first rotor assembly include the distance y1 between the first rotor assembly and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis; the rotor parameters corresponding to the fourth rotor assembly include the distance y4 between the fourth rotor assembly and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis.

[0057] Step S3, calculate the rotational speed increment of the rotor assembly according to the environmental parameters, aircraft parameters, and rotor parameters.

[0058] Specifically, when the control mode is the roll mode, the process of calculating the rotational speed increment of the rotor assembly includes: first, obtain the roll angle and roll time according to the control mode; then, calculate the roll angular acceleration according to the roll angle and roll time; then, calculate the roll rotational speed increment of the rotor assembly according to the roll angular acceleration, environmental parameters, rotor parameters, and aircraft parameters.

[0059] Among them, when the control mode is the roll mode, the control mode further includes the roll angle and the roll time Δt1; the environmental parameters include the atmospheric density ρ during the flight of the aircraft; the aircraft parameters include the diameter D of the fixed-pitch propeller in the rotor assembly and the lift coefficient C of the fixed-pitch propeller in the rotor assemblyT and the moment of inertia I of the aircraft.

[0060] Exemplarily, the process of calculating the roll angular acceleration can be expressed by the following formula:

[0061]

[0062] Exemplarily, the process of calculating the roll speed increment Δn of the rotor assembly x can be expressed by the following formula:

[0063]

[0064] where Δn x is the roll speed increment of any rotor assembly x corresponding to the roll direction, k is the adjustment coefficient, k = ρD 4 C T .

[0065] Furthermore, when the roll direction is to the left, the roll speed increment Δn2 of the second rotor assembly is calculated according to y2; when the roll direction is to the right, the roll speed increment Δn1 of the first rotor assembly is calculated according to y1.

[0066] Specifically, when the control mode is the yaw mode, the process of calculating the speed increment of the rotor assembly includes: first obtaining the yaw angle and yaw time according to the control mode; then calculating the yaw acceleration according to the yaw angle and yaw time; then calculating the yaw moment increment according to the aircraft parameters and the yaw acceleration; then calculating the first yaw speed increment according to the environmental parameters, aircraft parameters and the yaw moment increment; and finally calculating the second yaw speed increment according to the first yaw speed increment and the rotor parameters.

[0067] where, when the control mode is the yaw mode, the control mode further includes the yaw angle and the yaw time Δt2; the aircraft parameters include the moment of inertia I of the aircraft, the diameter D of the fixed-pitch propeller in the rotor assembly, and the torque coefficient C M of the fixed-pitch propeller in the rotor assembly; the environmental parameters include the atmospheric density ρ during the flight of the aircraft.

[0068] Exemplarily, the process of calculating the yaw acceleration can be expressed by the following formula:

[0069]

[0070] Exemplarily, the process of calculating the yaw moment increment ΔN1 can be expressed by the following formula:

[0071]

[0072] Exemplarily, calculate the first yaw rotational speed increment Δn x The process can be expressed by the following formula:

[0073]

[0074] where Δn x is the roll rotational speed increment of any rotor assembly x corresponding to the roll direction.

[0075] Exemplarily, calculate the second yaw rotational speed increment Δn y The process can be expressed by the following formula:

[0076]

[0077] Or,

[0078]

[0079] where Δn y is the roll rotational speed increment of another rotor assembly y corresponding to the roll direction, y x is the distance between rotor assembly x and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis, y y is the distance between rotor assembly y and the center of mass of the aircraft in the direction perpendicular to the fuselage design axis, x x is the distance between rotor assembly x and the center of mass of the aircraft in the direction of the fuselage design axis, x y is the distance between rotor assembly y and the center of mass of the aircraft in the direction of the fuselage design axis.

[0080] Furthermore, when the yaw direction is left, the first yaw rotational speed increment Δn x corresponds to the yaw rotational speed increment Δn2 of the second rotor assembly, and the second yaw rotational speed increment Δn y corresponds to the yaw rotational speed increment Δn3 of the third rotor assembly. First, calculate the yaw rotational speed increment Δn2 of the second rotor assembly, and then calculate the yaw rotational speed increment Δn3 of the third rotor assembly according to y2 and y3.

[0081] Similarly, when the yaw direction is right, the first yaw rotational speed increment Δn x corresponds to the yaw rotational speed increment Δn1 of the first rotor assembly, and the second yaw rotational speed increment Δn y corresponds to the yaw rotational speed increment Δn4 of the fourth rotor assembly. First, calculate the yaw rotational speed increment Δn1 of the first rotor assembly, and then calculate the yaw rotational speed increment Δn4 of the fourth rotor assembly according to y1 and y4. Where y1 = y2, y3 = y4.

[0082] Or, when the yaw direction is left, the first yaw rotational speed increment Δn xThe yaw speed increment Δn2 corresponding to the second rotor assembly, the second yaw speed increment Δn y The yaw speed increment Δn3 corresponding to the third rotor assembly. First, calculate the yaw speed increment Δn2 of the second rotor assembly, and then calculate the yaw speed increment Δn3 of the third rotor assembly according to x2 and x3.

[0083] Similarly, when the yaw direction is to the right, when the yaw direction is to the right, the first yaw speed increment Δn x The yaw speed increment Δn1 corresponding to the first rotor assembly, the second yaw speed increment Δn y The yaw speed increment Δn4 corresponding to the fourth rotor assembly. First, calculate the yaw speed increment Δn1 of the first rotor assembly, and then calculate the yaw speed increment Δn4 of the fourth rotor assembly according to x1 and x4. Wherein, x1 = x2, x3 = x4.

[0084] Specifically, when the control mode is the banked turn mode, the process of calculating the speed increment of the rotor assembly includes: first, obtain the banked turn speed and banked turn time according to the control mode; then, calculate the banked turn angle increment according to the aircraft parameters, environmental parameters and banked turn speed; then, calculate the banked turn angular acceleration according to the banked turn angle increment and banked turn time; then, calculate the first banked turn speed increment according to the environmental parameters, aircraft parameters, rotor parameters and banked turn angular acceleration; then, calculate the banked turn torque increment according to the aircraft parameters and banked turn angular acceleration; finally, calculate the second banked turn speed increment according to the environmental parameters, aircraft parameters and banked turn torque increment.

[0085] Wherein, when the control mode is the banked turn mode, the control mode also includes the banked turn speed Δr and the banked turn time Δt3; the environmental parameters include the atmospheric density ρ during the flight of the aircraft and the gravitational acceleration g at the location of the aircraft; the aircraft parameters include the forward flight speed V0 of the aircraft, the diameter D of the fixed-pitch propeller in the rotor assembly, the torque coefficient C of the fixed-pitch propeller in the rotor assembly M 、the lift coefficient C of the fixed-pitch propeller in the rotor assembly T and the moment of inertia I of the aircraft.

[0086] Exemplarily, the process of calculating the banked turn angle increment can be expressed by the following formula:

[0087]

[0088] Exemplarily, the process of calculating the banked turn angular acceleration can be expressed by the following formula:

[0089]

[0090] Exemplarily, calculate the first tilt-turn speed increment Δn x The process can be expressed by the following formula:

[0091]

[0092] where, Δn x is the tilt-turn speed increment of any rotor assembly x corresponding to the tilt-turn direction, k is the adjustment coefficient, and k = ρD 4 C T .

[0093] Exemplarily, the process of calculating the tilt-turn moment increment ΔN2 can be expressed by the following formula:

[0094]

[0095] Exemplarily, the process of calculating the second tilt-turn speed increment Δn y The process can be expressed by the following formula:

[0096]

[0097] where, Δn y is the tilt-turn speed increment of another rotor assembly y corresponding to the tilt-turn direction.

[0098] Further, when the tilt-turn direction is to the left, the first tilt-turn speed increment Δn x corresponds to the tilt-turn speed increment Δn2 of the second rotor assembly, and the second tilt-turn speed increment Δn y corresponds to the tilt-turn speed increment Δn3 of the third rotor assembly. First, calculate the tilt-turn speed increment Δn2 of the second rotor assembly according to y2, and then calculate the tilt-turn speed increment Δn3 of the third rotor assembly;

[0099] Similarly, when the tilt-turn direction is to the right, the first tilt-turn speed increment Δn x corresponds to the tilt-turn speed increment Δn1 of the first rotor assembly, and the second tilt-turn speed increment Δn y corresponds to the tilt-turn speed increment Δn4 of the fourth rotor assembly. First, calculate the tilt-turn speed increment Δn1 of the first rotor assembly according to y1, and then calculate the tilt-turn speed increment Δn4 of the fourth rotor assembly.

[0100] Step S4, according to the speed increment, control the motor speed in the rotor assembly corresponding to the control mode to increase.

[0101] Specifically, when the roll direction is left, according to the roll speed increment Δn2 of the second rotor assembly and the current speed n2 of the second motor in the second rotor assembly, the speed of the second motor is increased to n2 + Δn2; when the roll direction is right, according to the roll speed increment Δn1 of the first rotor assembly and the current speed n1 of the first motor in the first rotor assembly, the speed of the first motor is increased to n1 + Δn1.

[0102] Specifically, when the yaw heading is left, according to the roll speed increment Δn2 of the second rotor assembly and the current speed n2 of the second motor in the second rotor assembly, the speed of the second motor is increased to n2 + Δn2, and then according to the yaw speed increment Δn3 of the third rotor assembly and the current speed n3 of the third motor in the third rotor assembly, the speed of the third motor is increased to n3 + Δn3; when the yaw heading is right, according to the roll speed increment Δn1 of the first rotor assembly and the current speed n1 of the first motor in the first rotor assembly, the speed of the first motor is increased to n1 + Δn1, and then according to the yaw speed increment Δn4 of the fourth rotor assembly and the speed n4 of the fourth motor in the fourth rotor assembly, the speed of the fourth motor is increased to n4 + Δn4.

[0103] Specifically, when the tilt turn direction is left, according to the roll speed increment Δn2 of the second rotor assembly and the current speed n2 of the second motor in the second rotor assembly, the speed of the second motor is increased to n2 + Δn2, and then according to the yaw speed increment Δn3 of the third rotor assembly and the current speed n3 of the third motor in the third rotor assembly, the speed of the third motor is increased to n3 + Δn3; when the tilt turn direction is right, according to the roll speed increment Δn1 of the first rotor assembly and the current speed n1 of the first motor in the first rotor assembly, the speed of the first motor is increased to n1 + Δn1, and then according to the yaw speed increment Δn4 of the fourth rotor assembly and the speed n4 of the fourth motor in the fourth rotor assembly, the speed of the fourth motor is increased to n4 + Δn4.

[0104] In the aircraft control method disclosed by the present invention, when calculating the speed increment of the rotor assembly according to the environmental parameters, aircraft parameters, and rotor parameters, the roll moment and yaw moment are formed by increasing the lift, and the aircraft is made to move, preventing the possible weakening of the combined lift during roll and heading maneuvers, and improving the overall aerodynamic efficiency and flight safety. Through the design of the rotor rotation direction and the calculation of the speed, the coupling response of the roll and pitch motions caused by the asymmetric layout of the rotor positions during heading control or maneuvering is avoided.

[0105] The present invention also discloses an aircraft control device, as Figure 6 shown. The aircraft control device is applied to the aircraft as described in the embodiments of the present invention. The aircraft control device includes:

[0106] An external communication module 101 is configured to obtain a control mode input externally, environmental parameters input externally, and aircraft parameters input externally; the control mode includes: a roll mode, a yaw mode, and a tilt-turn mode; for specific descriptions, refer to the relevant descriptions in step S1 of the method embodiment of the present invention, which will not be elaborated here.

[0107] A data acquisition module 102 is configured to obtain rotor parameters corresponding to a rotor assembly corresponding to the control mode according to the control mode; for specific descriptions, refer to the relevant descriptions in step S2 of the method embodiment of the present invention, which will not be elaborated here.

[0108] An increment calculation module 103 is configured to calculate a rotational speed increment of the rotor assembly according to the environmental parameters, aircraft parameters, and rotor parameters; for specific descriptions, refer to the relevant descriptions in step S3 of the method embodiment of the present invention, which will not be elaborated here.

[0109] A rotational speed adjustment module 104 is configured to control the rotational speed of a motor in the rotor assembly corresponding to the control mode to increase according to the rotational speed increment; for specific descriptions, refer to the relevant descriptions in step S4 of the method embodiment of the present invention, which will not be elaborated here.

[0110] When calculating the rotational speed increment of the rotor assembly according to the environmental parameters, aircraft parameters, and rotor parameters, the aircraft control device provided by the present invention forms a roll moment and a yaw moment by increasing the lift, and makes the aircraft move, preventing the possible weakening of the combined lift during roll and yaw maneuvers, and improving the overall aerodynamic efficiency and flight safety. By designing the rotational direction of the rotor and calculating the rotational speed, the coupling response of the roll and pitch motions caused by the asymmetric layout of the rotor position during heading control or maneuvering is avoided.

[0111] An embodiment of the present invention further provides an electronic device, as Figure 7 shown. The electronic device may include a processor 201 and a memory 202, where the processor 201 and the memory 202 may be connected through a bus or other means, Figure 7 taking the connection through the bus as an example.

[0112] The processor 201 may be a Central Processing Unit (CPU). The processor 201 may also be other general-purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. chips, or combinations of the above types of chips.

[0113] As a non-transitory computer-readable storage medium, the memory 202 can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the asymmetric quadrotor flight control method for a hybrid-wing aircraft in the embodiments of the present invention. By running the non-transitory software programs, instructions, and modules stored in the memory 202, the processor 201 executes various functional applications and data processing of the processor, that is, implements the asymmetric quadrotor flight control method for a hybrid-wing aircraft in the above method embodiments.

[0114] The memory 202 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created by the processor 201, etc. In addition, the memory 202 may include high-speed random access memory and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage devices. In some embodiments, the memory 202 may optionally include a memory remotely provided with respect to the processor 201, and these remote memories can be connected to the processor 201 through a network. Examples of the above network include but are not limited to the Internet, enterprise intranet, local area network, mobile communication network, and combinations thereof.

[0115] One or more modules are stored in the memory 202 and, when executed by the processor 201, execute the asymmetric quadrotor flight control method for a hybrid-wing aircraft in the embodiments as Figure 4 shown.

[0116] Although the example embodiments and their advantages have been described in detail, those skilled in the art can make various changes, substitutions, and modifications to these embodiments without departing from the spirit of the present invention and the scope of protection defined by the appended claims. Such modifications and variations all fall within the scope defined by the appended claims. For other examples, those of ordinary skill in the art should easily understand that the order of process steps can be changed while maintaining the scope of protection of the present invention.

[0117] In addition, the scope of application of the present invention is not limited to the processes, mechanisms, manufacturing, compositions of matter, means, methods and steps of the specific embodiments described in the specification. From the disclosure of the present invention, as an ordinary person skilled in the art will easily understand, for the processes, mechanisms, manufacturing, compositions of matter, means, methods or steps that already exist or will be developed in the future, and among them, they perform substantially the same functions or obtain substantially the same results as the corresponding embodiments described in the present invention, they can be applied in accordance with the present invention. Therefore, the appended claims of the present invention are intended to include these processes, mechanisms, manufacturing, compositions of matter, means, methods or steps within their scope of protection.

Claims

1. An aircraft, characterized in that, Comprising: A fuselage, fixed wings, a first rotor assembly, a second rotor assembly, a third rotor assembly, and a fourth rotor assembly; The fixed wings of the aircraft are arranged on both left and right sides of the fuselage; The first rotor assembly, the second rotor assembly, the third rotor assembly, and the fourth rotor assembly are connected to the fuselage and are located in the same plane; The first rotor assembly and the second rotor assembly are symmetric with respect to the design axis of the fuselage; The third rotor assembly and the fourth rotor assembly are symmetric with respect to the design axis of the fuselage; The distance between the first rotor assembly and the center of mass of the aircraft in the direction of the design axis of the fuselage is not equal to the distance between the third rotor assembly and the center of mass of the aircraft in the direction of the design axis of the fuselage; The distance between the first rotor assembly and the center of mass of the aircraft in the direction perpendicular to the design axis of the fuselage is not equal to the distance between the third rotor assembly and the center of mass of the aircraft in the direction perpendicular to the design axis of the fuselage; that is, the first rotor assembly and the third rotor assembly are asymmetric structures with respect to the center of mass of the aircraft; The first rotor assembly includes: a first cantilever, a first fixed-pitch propeller, and a first motor; The second rotor assembly includes: a second cantilever, a second fixed-pitch propeller, and a second motor; The third rotor assembly includes: a third cantilever, a third fixed-pitch propeller, and a third motor; The fourth rotor assembly includes: a fourth cantilever, a fourth fixed-pitch propeller, and a fourth motor; The aerodynamic characteristics of the first fixed-pitch propeller, the second fixed-pitch propeller, the third fixed-pitch propeller, and the fourth fixed-pitch propeller are exactly the same; When observing the aircraft from above and in the direction of the aircraft's forward movement, The first rotor assembly is arranged on the left front side of the fuselage, and the first motor drives the first fixed-pitch propeller to rotate counterclockwise; The second rotor assembly is arranged on the right front side of the fuselage, and the second motor drives the second fixed-pitch propeller to rotate clockwise; The third rotor assembly is arranged on the left rear side of the fuselage, and the third motor drives the third fixed-pitch propeller to rotate clockwise; The fourth rotor assembly is arranged on the right rear side of the fuselage, and the fourth motor drives the fourth fixed-pitch propeller to rotate counterclockwise.

2. A method for controlling an aircraft, characterized in that, The aircraft control method is applied to the aircraft as described in claim 1, and the aircraft control method includes: Obtaining externally input control modes, externally input environmental parameters, and externally input aircraft parameters; the control modes include: roll mode, yaw mode, and banked turn mode; According to the control mode, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode; Calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the rotor parameters; Controlling the rotational speed of the motor in the rotor assembly corresponding to the control mode to increase according to the rotational speed increment.

3. The method for controlling an aircraft according to claim 2, characterized in that, When the control mode is the roll mode, the obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: When the roll direction is to the left, obtaining the rotor parameters corresponding to the second rotor assembly; When the roll direction is to the right, obtaining the rotor parameters corresponding to the first rotor assembly; When the control mode is the roll mode, calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the rotor parameters includes: Obtaining the roll angle and the roll time according to the control mode; Calculating the roll angular acceleration according to the roll angle and the roll time; Calculating the roll rotational speed increment of the rotor assembly according to the roll angular acceleration, the environmental parameters, the rotor parameters, and the aircraft parameters; When the control mode is the roll mode, controlling the increase of the rotational speed of the motor in the rotor assembly corresponding to the control mode according to the rotational speed increment includes: When the roll direction is to the left, increasing the rotational speed of the second motor according to the roll rotational speed increment; When the roll direction is to the right, increasing the rotational speed of the first motor according to the roll rotational speed increment.

4. The method for controlling an aircraft according to claim 2, characterized in that, When the control mode is the yaw mode, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: When the yaw direction is to the left, obtaining the rotor parameters corresponding to the second rotor assembly and the rotor parameters corresponding to the third rotor assembly; When the yaw direction is to the right, obtaining the rotor parameters corresponding to the first rotor assembly and the rotor parameters corresponding to the fourth rotor assembly; When the control mode is the yaw mode, calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the rotor parameters includes: Obtaining the yaw angle and the yaw time according to the control mode; Calculating the yaw acceleration according to the yaw angle and the yaw time; Calculating the yaw moment increment according to the aircraft parameters and the yaw acceleration; Calculating the first yaw rotational speed increment according to the environmental parameters, the aircraft parameters, and the yaw moment increment; Calculating the second yaw rotational speed increment according to the first yaw rotational speed increment and the rotor parameters; When the control mode is the yaw mode, controlling the increase of the rotational speed of the motor in the rotor assembly corresponding to the control mode according to the rotational speed increment includes: When the yaw direction is to the left, increasing the rotational speed of the second motor according to the first yaw rotational speed increment and increasing the rotational speed of the third motor according to the second yaw rotational speed increment; When the yaw direction is to the right, increasing the rotational speed of the first motor according to the first yaw rotational speed increment and increasing the rotational speed of the fourth motor according to the second yaw rotational speed increment.

5. The aircraft control method according to claim 2, wherein, When the control mode is the banked turn mode, obtaining the rotor parameters corresponding to the rotor assembly corresponding to the control mode includes: When the banked turn direction is to the left, obtaining the rotor parameters corresponding to the second rotor assembly; When the banked turn direction is to the right, obtaining the rotor parameters corresponding to the first rotor assembly; When the control mode is the banked turn mode, calculating the rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the control mode includes: Obtaining the banked turn speed and the banked turn time according to the control mode; Calculating the banked turn angle increment according to the aircraft parameters, the environmental parameters, and the banked turn speed; Calculating the banked turn angular acceleration according to the banked turn angle increment and the banked turn time; Calculate a first tilt-turn rotational speed increment based on the environmental parameters, the aircraft parameters, the rotor parameters, and the tilt-turn angular acceleration; Calculate a tilt-turn moment increment based on the aircraft parameters and the tilt-turn angular acceleration; Calculate a second tilt-turn rotational speed increment based on the environmental parameters, the aircraft parameters, and the tilt-turn moment increment; When the control mode is the tilt-turn mode, the control to increase the rotational speed of the motor within the rotor assembly corresponding to the control mode according to the rotational speed increment includes: When the tilt-turn direction is left, increase the rotational speed of the second motor according to the first tilt-turn rotational speed increment, and increase the rotational speed of the third motor according to the second tilt-turn rotational speed increment; When the tilt-turn direction is right, increase the rotational speed of the first motor according to the first tilt-turn rotational speed increment, and increase the rotational speed of the fourth motor according to the second tilt-turn rotational speed increment.

6. An aircraft control device, wherein, The aircraft control device is applied to the aircraft as claimed in claim 1, and the aircraft control device includes: An external communication module for obtaining an externally input control mode, externally input environmental parameters, and externally input aircraft parameters; the control mode includes: a roll mode, a yaw mode, and a tilt-turn mode; A data acquisition module for obtaining rotor parameters corresponding to the rotor assembly corresponding to the control mode according to the control mode; An increment calculation module for calculating a rotational speed increment of the rotor assembly according to the environmental parameters, the aircraft parameters, and the rotor parameters; A rotational speed adjustment module for controlling an increase in the rotational speed of the motor within the rotor assembly corresponding to the control mode according to the rotational speed increment.

7. An electronic device, wherein, Including: At least one processor; And a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to cause the at least one processor to execute the steps of the aircraft control method as claimed in any one of claims 2-5.

8. A computer-readable storage medium having a computer program stored thereon, wherein, When the computer program is executed by a processor, it implements the steps of the aircraft control method as claimed in any one of claims 2-5.

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