A flight control method, device and ducted fan aircraft

Abstract

The application provides a flight control method, device and ducted aircraft, and the method comprises the following steps: determining a resultant external force vector F b and a resultant moment vector M b of the aircraft in the case of no constraint effect; estimating an aerodynamic force vector F g and an aerodynamic moment vector M g brought by the constraint effect based on a disturbance observer; determining a comprehensive dynamic equation corresponding to a dynamic model of the aerodynamic force vector F g and the aerodynamic moment vector M g ; determining an instability boundary when the aircraft keeps stable based on the comprehensive dynamic equation; and controlling the flight of the aircraft based on the instability boundary. The flight control method, device and ducted aircraft provided by the application can estimate the disturbance of the aircraft, and then determine the instability boundary when the aircraft keeps stable based on the comprehensive dynamic equation, so that the flight control is realized under the limitation of the instability boundary, and the aircraft can keep stable and stop flying when close to the constraint surface, and the stability and safety of the aircraft can be improved.

Description

Technical Field

[0001] This invention relates to the field of flight control technology, and more specifically, to a flight control method, device, and ducted aircraft. Background Technology

[0002] Given their vertical takeoff and landing capabilities and high maneuverability, drones and other aircraft are widely used as operational platforms for various missions. For example, drones can be used for communication relay, weather monitoring, disaster monitoring, and many other fields. As demands become more stringent, the application scenarios for drones are gradually shifting from simple open environments to indoor and enclosed environments. This also means that the movement and control of drones are changing from a relationship independent of the environment to one where physical interaction with the environment must be considered.

[0003] Using drones equipped with work equipment to perform tasks in confined or hazardous environments can reduce economic costs, labor intensity, and the personal safety risks of personnel performing these tasks. Previously, indoor drone use focused primarily on obstacle avoidance and path planning, operating from a distance from various constraints. However, in post-disaster scenarios, drones must also be able to approach different constraints at close range to assess disaster information and detect personnel survival. These requirements necessitate drones' ability to approach constraints closely, and clearly defining the safe proximity range of drones to constraints in different environments significantly enhances their safety performance.

[0004] Currently, most drones, for their own safety reasons, cannot hover or perform related operations close to constraint surfaces. A few drones treat the aerodynamic interaction between the drone and different constraint surfaces as an external disturbance and use control algorithms to minimize the adverse effects of the disturbance; however, they cannot obtain an instability boundary at the distance of the drone from different constraint surfaces, which will affect the drone's efficiency and safety performance to some extent. Summary of the Invention

[0005] To address the existing technical problems, embodiments of the present invention provide a flight control method, device, and ducted jet aircraft.

[0006] In a first aspect, embodiments of the present invention provide a flight control method, comprising:

[0007] Based on the dynamic model of the aircraft, the net external force vector F acting on the aircraft under unconstrained conditions is determined. b Resultant torque vector M b ;

[0008] Based on the perturbation observer, the aerodynamic vector F caused by the constraint effect is estimated. g and aerodynamic torque vector M g ;

[0009] Determine the aerodynamic vector F introduced. g and aerodynamic torque vector M g The comprehensive dynamic equation corresponding to the dynamic model, the aerodynamic vector F g Used to correct the resultant external force vector F b The aerodynamic torque vector M g Used to correct the resultant torque vector M b ;

[0010] The instability boundary of the aircraft when it remains stable is determined based on the comprehensive dynamic equations.

[0011] The flight of the aircraft is controlled based on the instability boundary.

[0012] In one possible implementation, the aerodynamic vector F resulting from the constraint effect is estimated based on the perturbation observer. g and aerodynamic torque vector M g ,include:

[0013] An auxiliary vector γ is set; the input of the disturbance observer includes the auxiliary vector γ and the state parameters of the aircraft, the state parameters including the position and Euler angles of the aircraft;

[0014] Based on the output of the perturbation observer, the aerodynamic vector F caused by the constraint effect is estimated. g and aerodynamic torque vector M g The output of the perturbation observer includes the first derivative of the auxiliary vector γ.

[0015] In one possible implementation, the aerodynamic vector F g and aerodynamic torque vector M g satisfy:

[0016]

[0017] in, This represents the estimated external disturbance, including the estimated aerodynamic vector F resulting from constraint effects. g and aerodynamic torque vector M g Φ represents the state parameters of the aircraft, and Φ = [x T ,Θ T ] T x represents the position of the aircraft, and Θ represents the Euler angle vector of the aircraft; This refers to the disturbance observer. Represents a vector function, and and,

[0018]

[0019] Where m represents the mass of the aircraft, g represents the acceleration due to gravity, and e3 = [0, 0, 1] T I represents the inertial matrix of the aircraft; R nb J(Θ) represents the rotation matrix; J(Θ) represents the moment of inertia matrix. This represents the Coriolis matrix corresponding to the Euler angle vector Θ. U = [F] is the first derivative of the Euler angle vector Θ expressed in terms of a symmetric matrix; b M b T ] T , represents the control input vector.

[0020] In one possible implementation, determining the instability boundary for the aircraft to remain stable based on the comprehensive dynamic equations includes:

[0021] The Lyapunov index is determined based on the aforementioned comprehensive dynamic equation;

[0022] The distance between the aircraft and the constraint surface corresponding to the Lyapunov exponent being zero is taken as the instability boundary of the aircraft.

[0023] In one possible implementation, controlling the flight of the aircraft includes:

[0024] The aerodynamic vector F caused by the constraint effect g and aerodynamic torque vector M g The flight of the aircraft is controlled by performing compensation.

[0025] In one possible implementation, the constraint effect includes at least one of the following: wall effect caused by sidewalls, ground effect caused by ground, and ceiling effect caused by ceiling.

[0026] The instability boundary accordingly includes at least one of the following: the instability boundary from the aircraft to the side wall, the instability boundary from the aircraft to the ground, and the instability boundary from the aircraft to the ceiling.

[0027] Secondly, embodiments of the present invention also provide a flight control device, comprising:

[0028] The first determining module is used to determine the net external force vector F acting on the aircraft under unconstrained conditions based on the aircraft's dynamic model. b Resultant torque vector M b ;

[0029] The perturbation module is used to estimate the aerodynamic vector F caused by constraint effects based on the perturbation observer.g and aerodynamic torque vector M g ;

[0030] The second determining module is used to determine the introduced aerodynamic vector F. g and aerodynamic torque vector M g The comprehensive dynamic equation corresponding to the dynamic model, the aerodynamic vector F g Used to correct the resultant external force vector F b The aerodynamic torque vector M g Used to correct the resultant torque vector M b ;

[0031] The instability analysis module is used to determine the instability boundary when the aircraft remains stable based on the comprehensive dynamic equations.

[0032] A control module is used to control the flight of the aircraft based on the instability boundary.

[0033] In one possible implementation, the perturbation module includes:

[0034] The setting unit is used to set the auxiliary vector γ; the input of the disturbance observer includes the auxiliary vector γ and the state parameters of the aircraft, the state parameters including the position and Euler angles of the aircraft;

[0035] The perturbation unit is used to estimate the aerodynamic vector F caused by the constraint effect based on the output of the perturbation observer. g and aerodynamic torque vector M g The output of the perturbation observer includes the first derivative of the auxiliary vector γ.

[0036] In one possible implementation, the aerodynamic vector F g and aerodynamic torque vector M g satisfy:

[0037]

[0038] in, This represents the estimated external disturbance, including the estimated aerodynamic vector F resulting from constraint effects. g and aerodynamic torque vector M g Φ represents the state parameters of the aircraft, and Φ = [x T ,Θ T ] T x represents the position of the aircraft, and Θ represents the Euler angle vector of the aircraft; This refers to the disturbance observer. Represents a vector function, and and,

[0039]

[0040] Where m represents the mass of the aircraft, g represents the acceleration due to gravity, and e3 = [0, 0, 1] T I represents the inertial matrix of the aircraft; R nb J(Θ) represents the rotation matrix; J(Θ) represents the moment of inertia matrix. This represents the Coriolis matrix corresponding to the Euler angle vector Θ. U = [F] is the first derivative of the Euler angle vector Θ expressed in terms of a symmetric matrix; b M b T ] T , represents the control input vector.

[0041] Thirdly, embodiments of the present invention provide a ducted aircraft, including: a controller, a fuselage, and at least four ducted propeller systems, wherein the ducted propeller systems are symmetrically arranged in an array.

[0042] The controller is configured to perform flight control on the aircraft based on the instability boundary in the method described above; or, to receive an external control signal and perform flight control on the aircraft based on the control signal, wherein the control signal is a signal generated based on the instability boundary in the method described above.

[0043] The flight control method, apparatus, and ducted vehicle provided in this invention estimate the aerodynamic forces and moments resulting from the interaction between the aircraft and its environment, and incorporate them into the aircraft system dynamics model. This allows for the determination of the comprehensive dynamic equations of the overall dynamics model. Based on these equations, the instability boundary for the aircraft to maintain stability can be determined, enabling flight control under the constraints of this boundary. This allows the aircraft to achieve stable grounding and good tracking performance even when approaching the constraint surface, thus improving the aircraft's stability and safety. The use of a disturbance observer effectively estimates the disturbances caused by the aerodynamic interaction between the aircraft and its environment. Furthermore, by introducing an auxiliary vector γ, the disturbance form can be better represented, enabling rapid and accurate disturbance estimation. The controller can then compensate for the estimated disturbances as much as possible, thereby improving the overall control performance of the aircraft. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention or the background art, the accompanying drawings used in the embodiments of the present invention or the background art will be described below.

[0045] Figure 1 A schematic diagram of several constraint effects provided by embodiments of the present invention is shown;

[0046] Figure 2 A flowchart of a flight control method provided by an embodiment of the present invention is shown;

[0047] Figure 3 The diagram shows a dynamic model of an aircraft without constraints, as provided in an embodiment of the present invention.

[0048] Figure 4 The diagram shows a dynamic model of an aircraft under constrained conditions, as provided in an embodiment of the present invention.

[0049] Figure 5 The control logic diagram corresponding to the disturbance observer provided in the embodiment of the present invention is shown;

[0050] Figure 6A The inner loop control logic diagram of the aircraft provided in the embodiment of the present invention is shown;

[0051] Figure 6B The outer loop control logic diagram of the aircraft provided in the embodiment of the present invention is shown;

[0052] Figure 7 This invention provides a schematic diagram of the structure of a ducted aircraft according to an embodiment of the invention.

[0053] Figure 8 A schematic diagram of the structure of a flight control device provided in an embodiment of the present invention is shown;

[0054] Figure 9 A schematic diagram of the structure of an electronic device for performing a flight control method, provided by an embodiment of the present invention, is shown. Detailed Implementation

[0055] The rotor blades of drones and other aircraft drive the surrounding airflow as they rotate. When the rotor approaches an object in the environment, the airflow interaction between the rotor and the surrounding solid boundaries (i.e., constraint surfaces) affects the free diffusion of the airflow, which is most pronounced in hovering and low-speed aircraft. When an aircraft operates in a confined space, the main challenge is the constraint effect (or proximity effect) caused by proximity to constraint surfaces. Different constraint surfaces correspond to different constraint effects, which affect the aircraft's flight performance. Constraint surfaces are mainly divided into three categories: the ground, the ceiling, and the side walls. Correspondingly, the constraint effect can be specifically divided into ground effect, ceiling effect, and wall effect, as detailed in [reference needed]. Figure 1 As shown. For example, when an aircraft hovers near a vertical wall, the wall restricts the free movement of the gas, causing the airflow at the duct lip near the wall to slow down, increasing the static pressure there. This eventually creates an unbalanced torque, driving the duct lip to tilt towards the vertical wall, resulting in the wall effect.

[0056] like Figure 1 As shown, there is a ground effect between the aircraft and the ground below, and the distance d between the aircraft and the ground is... GE The smaller the distance d, the more pronounced the ground effect. Similarly, there is a wall effect between the aircraft and the side walls; the distance d between the aircraft and the side walls... WE The smaller the distance d, the more pronounced the wall effect; a ceiling effect exists between the aircraft and the ceiling above, and the distance d between the aircraft and the ceiling... CE The smaller the value, the more pronounced the ceiling effect. Those skilled in the art will understand that in this embodiment, "ground," "wall," and "ceiling" are merely used to represent constraint surfaces located at different positions on the aircraft, and do not limit these constraint surfaces to being ground, ceiling, etc. For example, when an aircraft flies over water, a ground effect also exists between it and the water surface.

[0057] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0058] Figure 2 A flowchart of a flight control method provided by an embodiment of the present invention is shown. Figure 2 As shown, the method includes:

[0059] Step 201: Determine the net external force vector F acting on the aircraft under unconstrained conditions based on the aircraft's dynamic model. b Resultant torque vector M b .

[0060] In this embodiment of the invention, under the condition of no constraint effect, that is, without considering the influence of constraint surfaces on the aircraft, a dynamic model of the aircraft can be established. Based on this dynamic model, the force situation of the aircraft can be determined; specifically, the net external force vector F acting on the aircraft can be determined. b Resultant torque vector M b In this embodiment of the invention, the resultant external force vector F b This represents the force excluding gravity F. G The vector of the net external force acting on the spacecraft.

[0061] For example, without considering constraint effects, the system model equations of the aircraft can be derived based on the ducted inflow model, blade element theory, and momentum theory. This yields the resultant force and resultant moment vector of the system, and establishes a dynamic model of the aircraft system without constraint effects. The structural diagram of this dynamic model can be found in [reference needed]. Figure 3 As shown. Taking a ducted jet as an example, Figure 3U1, U2, U3, and U4 correspond to the normalized control values ​​for the aircraft's throttle (altitude), lateral (roll), longitudinal (pitch), and yaw channels, respectively. After these values ​​are input to the actuator, the output is the rotor speed supplied to the aircraft's ducted motor. b F is the vector of the net external force acting on the aircraft, excluding gravity. G For the gravity of the aircraft, M b V is the vector of the resultant moment acting on the entire aircraft. b Let ω be the linear velocity vector of the aircraft fuselage. b Let (x, y, z) be the fuselage angular velocity vector. T Let (φ, θ, ψ) be the fuselage position vector. T Let be the Euler angle vector. Based on the obtained resultant force and resultant moment vectors of the aircraft system and the aircraft's gravity, the nonlinear dynamic equations of the aircraft system can be derived from Newton's Euler equations, thus obtaining the nonlinear dynamic system ( Figure 3 (A 6-DOF rigid body system).

[0062] It should be noted that the total lift vector of the aircraft system is the resultant external force vector F. b The component of the force along the Z-axis of the aircraft, and the counter-torque vector, are the aerodynamic torque vectors M. b The torque about the Z-axis. The Z-axis is the axis in the vertical direction.

[0063] Step 202: Estimate the aerodynamic vector F caused by the constraint effect based on the perturbation observer. g and aerodynamic torque vector M g .

[0064] In this invention, considering the constraint effect, the presence of the constraint surface will increase the disturbance to the aircraft. This embodiment determines the magnitude of the disturbance caused by the constraint effect by estimation, and expresses it as the aerodynamic vector F. g and aerodynamic torque vector M g This represents the disturbance. For different constraint effects, the same or similar estimation methods can be used to estimate the aerodynamic vector F under different constraint effects. g and aerodynamic torque vector M g One approach is to estimate the disturbances caused by constraint effects using a disturbance observer. This observer can be nonlinear and can estimate external disturbances and changes in model parameters in real time to understand the difference between the output of the actual model and the ideal model. It is suitable for nonlinear systems where all states are measurable. Therefore, the disturbance observer is suitable for estimating the aerodynamic forces and moments caused by constraint effects on aircraft.

[0065] Step 203: Determine the introduced aerodynamic vector F g and aerodynamic torque vector Mg The comprehensive dynamic equations corresponding to the dynamic model, and the aerodynamic vector F g Used to correct the resultant external force vector F b Aerodynamic torque vector M g Used to correct the resultant moment vector M b .

[0066] In this embodiment of the invention, the aerodynamic vector F g and aerodynamic torque vector M g The disturbance caused by the constraint effect is taken into account in the dynamic model of the aircraft to obtain the dynamic model of the aircraft under the constraint effect. Then, the dynamic equation corresponding to the dynamic model including the constraint effect can be determined. In this embodiment, it is called the comprehensive dynamic equation.

[0067] Specifically, after introducing constraint effects into the dynamic model of the aircraft, the structure of the dynamic model can be found in [reference needed]. Figure 4 As shown. In this embodiment of the invention, the aerodynamic vector F g Corrected resultant external force vector F b Aerodynamic torque vector M g Corrected resultant moment vector M b For example, the force vector of an aircraft includes the net external force vector F. b and aerodynamic vector F g The torque vector includes the resultant torque vector M. b and aerodynamic torque vector M g The comprehensive dynamic equations of the aircraft can be expressed as:

[0068]

[0069] Among them, X t U represents the system state variables of the spacecraft at time t, including the spacecraft's position and Euler angles. t This represents the control input quantities of the aircraft at time t, including the normalized control quantities of the aircraft's throttle (altitude), lateral (roll), longitudinal (pitch), and yaw channels; among which, the resultant external force vector F is based on different times. b Resultant torque vector M b By doing so, we can find X at the corresponding time. t and U t .

[0070] Step 204: Determine the instability boundary when the aircraft remains stable based on the integrated dynamic equations.

[0071] In this embodiment of the invention, the closer the aircraft is to the constraint surface, the greater the disturbance from the constraint surface to the aircraft, and the more unstable the aircraft becomes. This embodiment refers to the boundary between aircraft stability and instability as the instability boundary, which represents the minimum safe distance between the aircraft and the constraint surface. When the distance between the aircraft and the constraint surface is greater than this instability boundary, the aircraft is stable and can fly stably; conversely, if the distance is less than this instability boundary, the aircraft is unstable and there is a risk of collision. The stability of the aircraft system can be determined based on mature technologies. For example, the closed-loop system transfer function corresponding to the aircraft can be determined. If the poles of the transfer function are less than zero, the system can be considered unstable, thereby determining the instability boundary.

[0072] Optionally, embodiments of the present invention determine the instability boundary of the aircraft based on the Lyapunov exponent. Specifically, step 204, "determining the instability boundary of the aircraft when it remains stable based on the comprehensive dynamic equations," includes steps A1-A2:

[0073] Step A1: Determine the Lyapunov exponent based on the comprehensive dynamic equation.

[0074] The Lyapunov index can be obtained through the kinetic equations, and the calculation formula is as follows:

[0075]

[0076] The state equation f(X) is obtained by transforming the comprehensive dynamic equation of the nonlinear system. The value of this Lyapunov exponential function can be obtained by the function f(X) in X. i Jacobian matrix at the location Decide.

[0077] Step A2: The distance between the aircraft and the constraint surface corresponding to the Lyapunov exponent being zero is taken as the instability boundary of the aircraft.

[0078] The Lyapunov exponent can be used to describe the average exponential convergence rate, initial condition divergence rate, and initial conditions of a system after a disturbance. Therefore, it can be used for quantitative analysis of the system's dynamic stability. When the Lyapunov exponent is less than zero, the system's phase orbit is attracted to a stable fixed point, and the entire system is stable. The larger the negative value, the faster the phase orbit converges; when the negative value approaches infinity, the system is hyperstable. Conversely, when the Lyapunov exponent is greater than zero, the system is unstable or chaotic. When the Lyapunov exponent is zero, the phase orbit exhibits cyclic motion; the distance between the spacecraft and the constraint surface at this point can be used as the instability boundary of the spacecraft under this constraint effect.

[0079] Taking the constraint effect as the ground effect as an example, the distance between the aircraft and the ground is d.GE The aircraft propeller radius is R, and at different d GE At / R, due to the ground effect, aerodynamic forces and torques are generated, causing a change in the overall dynamic model of the system. Given a baseline controller, and ensuring the stability of the aircraft's closed-loop system under initial unconstrained conditions, as d... GE As / R continuously decreases, the Lyapunov exponential function of the system will also change until it becomes greater than zero. Calculations show that under the action of this controller, the aircraft will be able to maintain a certain distance d from the ground. GE When the system is no longer stable, the distance d GE This refers to the instability boundary of an aircraft when hovering in the ground effect.

[0080] By analyzing the Lyapunov exponent, the relationship between the distance of the aircraft to each constraint surface and the stability of the system itself can be obtained. This can be transformed into a minimum instability boundary under the action of the controller, which improves the safety performance of the aircraft during operation and is of great benefit to the future design of controllers with better performance to compensate for the effects of proximity.

[0081] Step 205: Control the flight of the aircraft based on the instability boundary.

[0082] In this embodiment of the invention, the instability boundary is the minimum safe distance during flight. The distance between the aircraft and the constraint surface during flight does not exceed the instability boundary. When the aircraft needs to hover close to the constraint surface to perform aerial operations, the aircraft can still be stably controlled.

[0083] Specifically, when the aircraft operates close to the constraint surface, the distance between the aircraft and the constraint surface must be at least equal to the instability boundary to ensure the stability and safety of the aircraft during its operation close to the constraint surface in the air. Specifically, within a range greater than or equal to the instability boundary, a minimum permissible approach distance between the aircraft and the constraint surface can be set according to the aircraft configuration and / or the type of controller when the aircraft hovers close to the constraint surface. This minimum permissible approach distance is within a range greater than or equal to the instability boundary to ensure the safety and stability of the aircraft during its operation while hovering close to the constraint surface.

[0084] It should be noted that for UAVs of the same type and model, after selecting a feedback controller with good performance, their instability boundary remains unchanged. Therefore, the process of determining the instability boundary of the UAV to the constraint surface can be completed in advance. Subsequently, the flight control of the UAV when operating close to the constraint surface can be directly based on the pre-determined instability boundary.

[0085] Optionally, since the embodiments of the present invention can estimate the aerodynamic vector F g and aerodynamic torque vector M gTherefore, during the above step of "controlling the flight of the aircraft", it is possible to control the aerodynamic vector F caused by the constraint effect. g and aerodynamic torque vector M g The method of compensation is used to control the flight of the aircraft in order to reduce the impact of the constraint effect on the aircraft.

[0086] The flight control method provided in this invention estimates the aerodynamic forces and torques generated by the interaction between the aircraft and the environment, and incorporates them into the dynamic model of the aircraft system. This allows for the determination of the comprehensive dynamic equations of the overall dynamic model. Based on these comprehensive dynamic equations, the instability boundary when the aircraft remains stable can be determined. Flight control can then be achieved under the constraints of these instability boundaries. The aircraft can also achieve stable grounding when it approaches the constraint surface, thus improving the stability and safety of the aircraft.

[0087] Optionally, the above step "estimates the aerodynamic vector F caused by the constraint effect based on the perturbation observer" g and aerodynamic torque vector M g This may include steps B1-B2:

[0088] Step B1: Set the auxiliary vector γ; the input to the disturbance observer includes the auxiliary vector γ and the state parameters of the aircraft, including the aircraft's position and Euler angles.

[0089] Step B2: Estimate the aerodynamic vector F caused by the constraint effect based on the output of the perturbation observer. g and aerodynamic torque vector M g The output of the perturbation observer includes the first derivative of the auxiliary vector γ.

[0090] In this embodiment of the invention, the aircraft's position and Euler angles are measurable and are used as state parameters input to the disturbance observer. Furthermore, this embodiment also includes an auxiliary vector γ, which is included in the input of the disturbance observer, and its output includes the first derivative of this auxiliary vector. In this process, the auxiliary vector γ can be fed back using integral operations.

[0091] The control logic corresponding to this disturbance observer can be found in [reference]. Figure 5 As shown, "1 / s" represents the integration module. The input to this disturbance observer includes the aircraft's state parameters Φ, which can include the aircraft's position x and Euler angle vector Θ; based on this disturbance observer, the aerodynamic vector F can be estimated. g and aerodynamic torque vector M g , Figure 5 by Represents the aerodynamic vector F g and aerodynamic torque vector Mg .

[0092] Alternatively, when considering constraint effects, the dynamic equations of the aircraft can be expressed as:

[0093]

[0094] Where m represents the mass of the aircraft, g represents the acceleration due to gravity, and e3 = [0, 0, 1] T ; x represents the position of the aircraft, for example, x = [x n ,y n ,z n ] T φ represents the position of the aircraft in the NED (North East Down) inertial coordinate system; Θ represents the Euler angle vector of the aircraft, for example, Θ = [φ, θ, ψ] T φ, θ, and ψ represent the roll angle, pitch angle, and yaw angle, respectively; R nb J(Θ) represents the rotation matrix, which can specifically be the rotation matrix that converts the body coordinates to ground inertial coordinates; J(Θ) represents the moment of inertia matrix. Let represent the Coriolis term matrix corresponding to the Euler angle vector Θ. Let be the first derivative of the Euler angle vector Θ, and represent it using a symmetric matrix; for example...

[0095] M b This represents the resultant moment vector acting on an aircraft under unconstrained conditions, for example, M. b =[M x M y M z ] T M x M y M z These represent the components in the x, y, and z directions, respectively; F b It represents the net external force vector acting on an aircraft under unconstrained conditions, including, for example, the lift generated by the rotor and the additional lift provided by the duct.

[0096] F g M represents the aerodynamic vector resulting from the constraint effect. g This represents the aerodynamic torque vector caused by the constraint effect. Taking the ground effect as an example, since the influence of the ground effect on the aircraft propeller is mainly along the z-axis, the disturbance to the aircraft is a force along the z-axis and a torque along the three axes. Therefore, the aerodynamic vector caused by the ground effect is... aerodynamic moment vector caused by ground effect

[0097] To obtain the perturbation expression in the generalized coordinate system, equation (3) above can be combined and written as:

[0098]

[0099] The relevant matrix expression for the parameters in equation (4) is as follows:

[0100]

[0101] In equation (4) above, δ e =[F g T M g T ] T It can represent the external disturbance caused by the constraint effect; I = diag(I xx ,I yy ,I zz ), which is used to represent the inertial matrix of the aircraft, and is in diagonal matrix form, where I xx ,I yy ,I zz These are the components of the inertial matrix in the x, y, and z directions, respectively; Φ = [x T ,Θ T ] T ={Φ1,...,Φ6}∈R 6 This is a system configuration used to represent the aircraft's state parameters; U = [F b M b T ] T , which is the control input vector. This represents the transformed Coriolis term matrix.

[0102] The disturbance observer can be designed as follows: Right now:

[0103]

[0104] in, This represents the estimated external disturbance, which includes the estimated aerodynamic force vector and aerodynamic moment vector resulting from constraint effects, for example, This indicates a disturbance observer.

[0105] In this embodiment of the invention, through a series of transformations, an auxiliary variable vector γ and a function vector are designed. Finally, the perturbation observer can be written in the form of:

[0106]

[0107] Wherein, function vector The structure of the disturbance observer used in the embodiments of the present invention can be found in [reference needed]. Figure 5 As shown.

[0108] Therefore, the aerodynamic vector F estimated in the embodiments of the present invention g and aerodynamic torque vector M g It satisfies the above equation (7).

[0109] Based on any of the above embodiments, since open-loop systems are unstable, this embodiment of the invention uses a dual-loop PID controller to control the aircraft, ensuring its stability in an unconstrained environment. The outer loop controls the aircraft's position, while the inner loop controls the prototype's attitude, such as Euler angles. The inner loop control logic for the aircraft can be found in [reference needed]. Figure 6A As shown, the outer loop control logic can be found in [reference needed]. Figure 6B As shown. Figure 6A , 6B China and Israel x d ,y d ,z d Indicates the position of the aircraft, expressed in φ d ,θ d ,ψ d Represents the Euler angles of the aircraft.

[0110] This invention also provides a ducted-type aircraft capable of flying within the instability boundaries determined by the flight control methods provided in any of the above embodiments. Compared to open-rotor UAVs, ducted-type aircraft (e.g., ducted-type UAVs) can adapt to more dangerous, complex, and unknown environments. The external duct prevents the internal blades from directly contacting the external environment. In the event of an accident such as a crash or blade strike, the outward ejection of the internal blades is blocked by the duct, providing a buffer and preventing direct outward ejection, thus enhancing its safety performance. Furthermore, under the influence of the airflow at the duct lip, given the same blade size, the ducted-type aircraft generates greater lift than the open-rotor type. In addition, due to its compact structure, large payload, and high safety, the ducted-type unmanned aerial work platform is more suitable for operational tasks in complex, indoor environments compared to open-rotor UAVs.

[0111] Given the aforementioned advantages of ducted jet aircraft, this application primarily focuses on ducted jet aircraft, investigating their safe flight range under constraint effects to ensure system stability and safety, and subsequently implementing flight control. After determining the instability boundary, the application mainly focuses on flight control of the ducted jet aircraft.

[0112] See Figure 7As shown, the ducted aircraft includes a controller, a fuselage 1, and at least four ducted propeller systems, which are arranged symmetrically in an array; for example, the four ducted propeller systems are arranged in a 2×2 array. Figure 7 Taking a ducted aircraft comprising six ducted propeller systems as an example, the six ducted propeller systems are arranged in a 2×3 configuration. The controller is used to perform flight control of the aircraft based on the instability boundary in the method provided in any of the above embodiments; or, to receive an external control signal and perform flight control of the aircraft based on the control signal, wherein the control signal is a signal generated based on the instability boundary in the method provided in any of the above embodiments.

[0113] In this embodiment of the invention, each ducted propeller system corresponds to one duct, and includes a propeller, a drive motor, and a motor bracket 20 for fixing the drive motor. Figure 7 The propellers of the six ducted propeller systems are marked 21 to 26 respectively; the fuselage houses batteries, controllers, etc. The propellers are connected to drive motors, which output rotational power. The lift of the entire ducted aircraft is provided by at least part of the ducted propeller system.

[0114] The pitch direction (i.e., pitch angle) of the ducted aircraft is controlled by controlling the speed difference between the two sets of ducted propeller systems in the longitudinal direction; the roll direction (i.e., roll angle) of the ducted aircraft is controlled by controlling the speed difference between the two sets of ducted propeller systems in the transverse direction; and the yaw direction (i.e., yaw angle) of the ducted aircraft is controlled by controlling the speed difference between the two sets of ducted propeller systems on different diagonals.

[0115] For example, with Figure 7 Taking the ducted rotorcraft shown as an example, it contains six ducted propeller systems, arranged in a tandem configuration, three on each side, and symmetrically positioned on both sides of the fuselage. The coordinate system O-XYZ of the six-ducted UAV is shown below. Figure 7As shown, the X direction is longitudinal, and the Y direction is lateral. In the X direction, propellers 21 and 26 form one group, and propellers 23 and 24 form another. By controlling the speed difference between these two groups of propellers, a pitch torque can be generated, thereby controlling the pitch path of the aircraft and changing its pitch angle. In the Y direction, propellers 21, 22, and 23 form one group, and propellers 24, 25, and 26 form another. The roll torque can be generated by the speed difference between propellers 21, 22, and 23 and propellers 24, 25, and 26, thereby controlling the roll path of the aircraft. Furthermore, the ducted propeller systems on the same diagonal direction form one group, i.e., propellers 21 and 24 form one group, and propellers 23 and 26 form another. The torque difference generated by the speed difference between propellers 21 and 24 and propellers 23 and 26 can control the yaw path of the aircraft, thus achieving attitude control.

[0116] The flight control method provided by the embodiments of the present invention has been described in detail above. This method can also be implemented by a corresponding device. The flight control device provided by the embodiments of the present invention will be described in detail below.

[0117] Figure 8 A schematic diagram of the structure of a flight control device provided in an embodiment of the present invention is shown. Figure 8 As shown, the flight control device includes:

[0118] The first determining module 81 is used to determine the net external force vector F acting on the aircraft under unconstrained conditions based on the aircraft's dynamic model. b Resultant torque vector M b ;

[0119] Perturbation module 82 is used to estimate the aerodynamic vector F caused by constraint effects based on the perturbation observer. g and aerodynamic torque vector M g ;

[0120] The second determining module 83 is used to determine the introduced aerodynamic vector F. g and aerodynamic torque vector M g The comprehensive dynamic equation corresponding to the dynamic model, the aerodynamic vector F g Used to correct the resultant external force vector F b The aerodynamic torque vector M g Used to correct the resultant torque vector M b ;

[0121] Instability analysis module 84 is used to determine the instability boundary when the aircraft remains stable based on the comprehensive dynamic equation;

[0122] The control module 85 is used to control the flight of the aircraft based on the instability boundary.

[0123] In one possible implementation, the disturbance module 82 includes:

[0124] The setting unit is used to set the auxiliary vector γ; the input of the disturbance observer includes the auxiliary vector γ and the state parameters of the aircraft, the state parameters including the position and Euler angles of the aircraft;

[0125] The perturbation unit is used to estimate the aerodynamic vector F caused by the constraint effect based on the output of the perturbation observer. g and aerodynamic torque vector M g The output of the perturbation observer includes the first derivative of the auxiliary vector γ.

[0126] In one possible implementation, the aerodynamic vector F g and aerodynamic torque vector M g satisfy:

[0127]

[0128] in, This represents the estimated external disturbance, including the estimated aerodynamic vector F resulting from constraint effects. g and aerodynamic torque vector M g Φ represents the state parameters of the aircraft, and Φ = [x T ,Θ T ] T x represents the position of the aircraft, and Θ represents the Euler angle vector of the aircraft; This refers to the disturbance observer. Represents a vector function, and and,

[0129]

[0130] Where m represents the mass of the aircraft, g represents the acceleration due to gravity, and e3 = [0, 0, 1] T I represents the inertial matrix of the aircraft; R nb J(Θ) represents the rotation matrix; J(Θ) represents the moment of inertia matrix. This represents the Coriolis matrix corresponding to the Euler angle vector Θ. U = [F] is the first derivative of the Euler angle vector Θ expressed in terms of a symmetric matrix; b M b T ] T , represents the control input vector.

[0131] In one possible implementation, the instability analysis module 84 is used for:

[0132] The Lyapunov index is determined based on the aforementioned comprehensive dynamic equation;

[0133] The distance between the aircraft and the constraint surface corresponding to the Lyapunov exponent being zero is taken as the instability boundary of the aircraft.

[0134] In one possible implementation, the control module 85 controls the flight of the aircraft, including:

[0135] The aerodynamic vector F caused by the constraint effect g and aerodynamic torque vector M g The flight of the aircraft is controlled by performing compensation.

[0136] In one possible implementation, the constraint effect includes at least one of the following: wall effect caused by sidewalls, ground effect caused by ground, and ceiling effect caused by ceiling.

[0137] The instability boundary accordingly includes at least one of the following: the instability boundary from the aircraft to the side wall, the instability boundary from the aircraft to the ground, and the instability boundary from the aircraft to the ceiling.

[0138] In addition, embodiments of the present invention also provide an electronic device, including a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor. The transceiver, the memory, and the processor are connected via the bus. When the computer program is executed by the processor, it implements the various processes of the flight control method embodiments described above and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0139] For details, see Figure 9 As shown, this embodiment of the invention also provides an electronic device, which includes a bus 1110, a processor 1120, a transceiver 1130, a bus interface 1140, a memory 1150, and a user interface 1160.

[0140] In this embodiment of the invention, the electronic device further includes a computer program stored in a memory 1150 and executable on a processor 1120, wherein the computer program, when executed by the processor 1120, implements the various processes of the flight control method embodiments described above.

[0141] Transceiver 1130 is used to receive and send data under the control of processor 1120.

[0142] In this embodiment of the invention, a bus architecture (represented by bus 1110) is used. Bus 1110 may include any number of interconnected buses and bridges. Bus 1110 connects various circuits, including one or more processors represented by processor 1120 and memory represented by memory 1150.

[0143] Bus 1110 represents one or more of several types of bus architectures, including memory buses and memory controllers, peripheral buses, Accelerated Graphics Port (AGP), processors, or local buses using any bus architecture from various bus architectures. As an example and not a limitation, such architectures include: Industry Standard Architecture (ISA) buses, Micro Channel Architecture (MCA) buses, Enhanced ISA (EISA) buses, Video Electronics Standards Association (VESA) buses, and Peripheral Component Interconnect (PCI) buses.

[0144] The processor 1120 can be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method embodiments can be completed by integrated logic circuits in the processor hardware or by instructions in software form. The processors mentioned above include: general-purpose processors, central processing units (CPUs), network processors (NPs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), complex programmable logic devices (CPLDs), programmable logic arrays (PLAs), microcontroller units (MCUs) or other programmable logic devices, discrete gates, transistor logic devices, and discrete hardware components. They can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. For example, the processor can be a single-core processor or a multi-core processor, and the processor can be integrated on a single chip or located on multiple different chips.

[0145] Processor 1120 can be a microprocessor or any conventional processor. The method steps disclosed in the embodiments of the present invention can be directly executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can reside in readable storage media known in the art, such as Random Access Memory (RAM), Flash Memory, Read-Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), registers, etc. The readable storage medium is located in the memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method.

[0146] Bus 1110 can also connect various other circuits, such as peripheral devices, voltage regulators, or power management circuits. Bus interface 1140 provides an interface between bus 1110 and transceiver 1130, all of which are well known in the art. Therefore, embodiments of the present invention will not be described further.

[0147] Transceiver 1130 can be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. For example, transceiver 1130 receives external data from other devices, and transceiver 1130 is used to send data processed by processor 1120 to other devices. Depending on the nature of the computer system, a user interface 1160 may also be provided, such as a touchscreen, physical keyboard, monitor, mouse, speaker, microphone, trackball, joystick, or stylus.

[0148] It should be understood that, in embodiments of the present invention, memory 1150 may further include memory remotely configured relative to processor 1120, and such remotely configured memory can be connected to a server via a network. One or more portions of the aforementioned network may be an ad hoc network, intranet, extranet, virtual private network (VPN), local area network (LAN), wireless local area network (WLAN), wide area network (WAN), wireless wide area network (WWAN), metropolitan area network (MAN), Internet, public switched telephone network (PSTN), ordinary old-style telephone service (POTS), cellular telephone network, wireless network, Wi-Fi network, and combinations of two or more of the aforementioned networks. For example, cellular telephone networks and wireless networks can be Global System for Mobile Communications (GSM), Code Division Multiple Access (CDMA), WiMAX, General Packet Radio Service (GPRS), Wideband Code Division Multiple Access (WCDMA), Long Term Evolution (LTE), LTE Frequency Division Duplex (FDD), LTE Time Division Duplex (TDD), Advanced Long Term Evolution (LTE-A), Universal Mobile Telecommunications System (UMTS), Enhanced Mobile Broadband (eMBB), Massive Machine Type Communication (mMTC), Ultra Reliable Low Latency Communications (uRLLC), etc.

[0149] It should be understood that the memory 1150 in the embodiments of the present invention may be volatile memory or non-volatile memory, or may include both volatile memory and non-volatile memory. Non-volatile memory includes: read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory.

[0150] Volatile memory includes random access memory (RAM), which serves as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct memory bus RAM (DRRAM). The memory 1150 of the electronic device described in this embodiment includes, but is not limited to, the above-described and any other suitable types of memory.

[0151] In this embodiment of the invention, the memory 1150 stores the following elements of the operating system 1151 and the application 1152: executable modules, data structures, or subsets thereof, or extended sets thereof.

[0152] Specifically, the operating system 1151 includes various system programs, such as a framework layer, a core library layer, and a driver layer, used to implement various basic business functions and handle hardware-based tasks. The application program 1152 includes various applications, such as a media player and a browser, used to implement various application functions. Programs implementing the methods of this embodiment of the invention can be included in the application program 1152. The application program 1152 includes applets, objects, components, logic, data structures, and other computer system executable instructions that perform specific tasks or implement specific abstract data types.

[0153] In addition, embodiments of the present invention also provide a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the various processes of the above-described flight control method embodiments and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0154] Computer-readable storage media include: permanent and non-permanent, removable and non-removable media, which are tangible devices capable of retaining and storing instructions for use by an instruction execution device. Computer-readable storage media include: electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, and any suitable combination thereof. Computer-readable storage media include: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), non-volatile random access memory (NVRAM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, optical disc read-only memory (CD-ROM), digital versatile optical disc (DVD) or other optical storage, magnetic tape storage, magnetic disk storage or other magnetic storage devices, memory sticks, mechanical encoding devices (e.g., punched cards or raised structures in grooves on which instructions are recorded), or any other non-transfer medium that can be used to store information accessible by a computing device. As defined in the embodiments of the present invention, computer-readable storage media do not include temporary signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses passing through fiber optic cables), or electrical signals transmitted through wires.

[0155] In the several embodiments provided in this application, it should be understood that the disclosed apparatus, electronic devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, or it may be an electrical, mechanical, or other form of connection.

[0156] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to solve the problems addressed by the embodiments of the present invention, depending on actual needs.

[0157] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0158] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (including: a personal computer, a server, a data center, or other network device) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media listed above that can store program code.

[0159] In the description of the embodiments of the present invention, those skilled in the art should understand that the embodiments of the present invention can be implemented as methods, apparatuses, electronic devices, and computer-readable storage media. Therefore, the embodiments of the present invention can be specifically implemented in the following forms: entirely hardware, entirely software (including firmware, resident software, microcode, etc.), or a combination of hardware and software. Furthermore, in some embodiments, the embodiments of the present invention can also be implemented as a computer program product in one or more computer-readable storage media, the computer-readable storage media containing computer program code.

[0160] The aforementioned computer-readable storage medium may be any combination of one or more computer-readable storage media. Computer-readable storage media include: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, optical disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any combination thereof. In embodiments of the present invention, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0161] The computer program code contained in the aforementioned computer-readable storage medium may be transmitted using any suitable medium, including wireless, wire, optical fiber, radio frequency (RF), or any suitable combination thereof.

[0162] Computer program code for performing the operations of the embodiments of the present invention can be written in assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, integrated circuit configuration data, or in one or more programming languages ​​or combinations thereof. The programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The computer program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer or an external computer via any type of network, including a local area network (LAN) or a wide area network (WAN).

[0163] The embodiments of the present invention describe the provided methods, apparatus, and electronic devices through flowcharts and / or block diagrams.

[0164] It should be understood that each block of a flowchart and / or block diagram, as well as combinations of blocks in a flowchart and / or block diagram, can be implemented by computer-readable program instructions. These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine that, when executed by a computer or other programmable data processing apparatus, creates means for implementing the functions / operations specified in the blocks of the flowchart and / or block diagram.

[0165] These computer-readable program instructions may also be stored in a computer-readable storage medium that enables a computer or other programmable data processing device to function in a particular manner. In this way, the instructions stored in the computer-readable storage medium produce an instruction apparatus product that includes the functions / operations specified in the blocks of a flowchart and / or block diagram.

[0166] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus or other device to produce a computer-implemented process, such that the instructions that execute on the computer or other programmable data processing apparatus provide a process for implementing the functions / operations specified in the blocks of the flowchart and / or block diagram.

[0167] The above description is merely a specific implementation of the embodiments of the present invention, but the protection scope of the embodiments of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the embodiments of the present invention should be included within the protection scope of the embodiments of the present invention. Therefore, the protection scope of the embodiments of the present invention should be determined by the protection scope of the claims.

Claims

1. A flight control method characterized by, The method comprises: determining a vector of the resultant external forces F and a vector of the resultant external moments M based on a dynamic model of the aircraft b and b ​ Estimation of the aerodynamic force vector F and the aerodynamic moment vector M due to the constraint effect based on a disturbance observer g and the aerodynamic moment vector M g ; Determine the aerodynamic vector F introduced. g and aerodynamic torque vector M g The comprehensive dynamic equation corresponding to the dynamic model, the aerodynamic vector F g Used to correct the resultant external force vector F b The aerodynamic torque vector M g Used to correct the resultant torque vector M b ; determining an instability boundary when the aircraft is kept stable based on the comprehensive dynamics equation; wherein the determining the instability boundary when the aircraft is kept stable based on the comprehensive dynamics equation comprises: determining a Lyapunov index based on the comprehensive dynamics equation; and taking a distance between the aircraft and a constraint surface corresponding to when the Lyapunov index is zero as the instability boundary of the aircraft; controlling flight of the aircraft based on the instability boundary; wherein the controlling flight of the aircraft based on the instability boundary comprises: when the aircraft is working near the constraint surface, controlling the distance between the aircraft and the constraint surface to be no less than the instability boundary.

2. The method of claim 1, wherein, The disturbance-based observer estimates the aerodynamic force vector F g and the aerodynamic moment vector M g , comprising: an auxiliary vector γ is set; inputs of the disturbance observer include the auxiliary vector γ and state parameters of the aircraft, and the state parameters include a position and Euler angles of the aircraft; estimating, based on the output of the disturbance observer, an aerodynamic force vector F resulting from the constraint effect g and an aerodynamic moment vector M g ; the output of the disturbance observer comprises a first derivative of the auxiliary vector γ 3. The method of claim 2, wherein, said aerodynamic force vector F g and said aerodynamic moment vector M g satisfies: wherein represents an estimated external disturbance, including an estimated aerodynamic force vector F g and aerodynamic moment vector M g ; Φ represents state parameters of the aircraft, and Φ = [x T , Θ T ] T , x represents a position of the aircraft, and Θ represents an Euler angle vector of the aircraft; represents the disturbance observer, represents a vector function, and and, where m denotes the mass of the aircraft, g denotes the gravitational acceleration, e3=[0,0,1] T , I denotes the inertia matrix of the aircraft; R nb denotes the rotation matrix; J(Θ) denotes the matrix of moments of inertia; denotes the Coriolis matrix corresponding to the Euler angle vector Θ, is the first derivative of the Euler angle vector Θ represented by a symmetric matrix; U=[F b ,M b T ] T denotes the control input vector.

4. The method according to any one of claims 1 to 3, characterized in that, the controlling the flight of the aircraft comprises: in a manner that compensates for the aerodynamic force vector F g and the aerodynamic moment vector M g caused by the constraint effect, control the flight of the aircraft.

5. The method according to any one of claims 1 to 3, characterized in that, the constraint effects include at least one of a wall effect caused by a side wall surface, a ground effect caused by a ground surface, and a ceiling effect caused by a ceiling surface; the instability boundary correspondingly includes at least one of an instability boundary of the aircraft to the side wall surface, an instability boundary of the aircraft to the ground surface, and an instability boundary of the aircraft to the ceiling surface.

6. A flight control device, characterized by, The method comprises: a first determining module configured to determine a resultant force vector F experienced by the aircraft in the absence of constraint effects based on a dynamic model of the aircraft b and a resultant moment vector M b ; a perturbation module for estimating the aerodynamic force vector F and the aerodynamic moment vector M based on a perturbation observer g and the aerodynamic moment vector M g ; a second determining module, configured to determine a comprehensive dynamics equation corresponding to the dynamics model of the aerodynamic force vector F g and the aerodynamic moment vector M g , the aerodynamic force vector F g is used to correct the resultant force vector F b , and the aerodynamic moment vector M g is used to correct the resultant moment vector M b ; an instability analysis module configured to determine an instability boundary when the aircraft is kept stable based on the comprehensive dynamics equation; wherein the instability analysis module is specifically configured to: determine a Lyapunov index based on the comprehensive dynamics equation; and take a distance between the aircraft and a constraint surface corresponding to when the Lyapunov index is zero as the instability boundary of the aircraft; a control module configured to control flight of the aircraft based on the instability boundary; wherein the control module is specifically configured to: when the aircraft is working near the constraint surface, control the distance between the aircraft and the constraint surface to be no less than the instability boundary.

7. The apparatus of claim 6, wherein, The disturbance module comprises: a setting unit configured to set an auxiliary vector γ; inputs of the disturbance observer include the auxiliary vector γ and state parameters of the aircraft, and the state parameters include a position and Euler angles of the aircraft; The perturbation unit is used to estimate the aerodynamic vector F caused by the constraint effect based on the output of the perturbation observer. g and aerodynamic torque vector M g The output of the perturbation observer includes the first derivative of the auxiliary vector γ.

8. The apparatus of claim 7, wherein, said aerodynamic force vector F g and said aerodynamic moment vector M g satisfies: wherein represents an estimated external disturbance, including an estimated aerodynamic force vector F g and aerodynamic moment vector M g ; Φ represents state parameters of the aircraft, and Φ = [x T , Θ T ] T , x represents a position of the aircraft, and Θ represents an Euler angle vector of the aircraft; represents the disturbance observer, represents a vector function, and and, where m denotes the mass of the aircraft, g denotes the gravitational acceleration, e3=[0,0,1] T , I denotes the inertia matrix of the aircraft; R nb denotes the rotation matrix; J(Θ) denotes the matrix of moments of inertia; denotes the Coriolis matrix corresponding to the Euler angle vector Θ, is the first derivative of the Euler angle vector Θ represented by a symmetric matrix; U=[F b , M b T ] T , denotes the control input vector.

9. A ducted aircraft, characterized in that The method comprises: a controller, a fuselage, and at least four ducted propeller systems, the ducted propeller systems being symmetrically arranged in an array manner; the controller is configured to perform flight control on the aircraft based on the instability boundary in the method according to any one of claims 1-5; or receive an external control signal and perform flight control on the aircraft based on the control signal, the control signal being a signal generated based on the instability boundary in the method according to any one of claims 1-5.

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