I-shaped variant rotorcraft and dynamic reconfiguration control method

Abstract

The present application relates to the technical field of unmanned aerial vehicle control, and particularly relates to a I-shaped variant rotor aircraft and a dynamic reconfiguration control method, when flight environment parameters indicate that the aircraft encounters a narrow gap, the aircraft starts a configuration transformation mode, adjusts the included angle of two sections of the arm compared with the fuselage through a configuration rudder, and makes the two sections of the arm mirror and synchronously rotate along the horizontal normal direction of the fuselage at the same angular velocity, and the aircraft always keeps parallel to the ground during the configuration transformation process; the aircraft adjusts the flight configuration to a high-passability configuration, the differential of the brushless motor keeps the ability provided by the pitch rotation torque unchanged, the angle of the tilt rudder reaches 25 DEG, and the tilt is executed to provide the roll and yaw rotation torque. The beneficial effects of the present application include the reduction of the body size, the satisfaction of the accuracy and real-time requirement of the flight control on the body gravity center calculation, the simple flight control of the high-passability configuration, the full-cycle continuous mounting operation, and the strong omni-directional motion ability.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of unmanned aerial vehicle control, in particular to a H-shaped variable configuration rotor aircraft and a dynamic reconfiguration control method. BACKGROUND

[0002] The rotor unmanned aerial vehicle has the characteristics of air hovering motion, and has good working conditions when performing tasks such as reconnaissance, attack, transportation and rescue in near-ground scenes such as buildings and forests, and is widely used in industrial and consumer fields. However, the conventional rotor aircraft is usually a fixed structure system, and in the case of narrow motion path, it is often impossible to perform continuous flight operation. Designing a variable configuration rotor aircraft that can change configuration and has air dynamic reconfiguration is the key to solving this problem. At present, the variable configuration aircraft that can be searched in the literature is mainly a fixed-wing variable configuration aircraft, which mainly aims to improve the aerodynamic characteristics and improve the maneuverability. There are few literature on rotor variable configuration aircraft that solves the problem of continuous passing under low-altitude variable path conditions.

[0003] Prior art 1 proposes a four-rotor aircraft with independent control of the pitch attitude, which can fly stably at a pitch attitude of 60° inclination to change shape and pass through narrow gaps. Prior art 2 analyzes the moment change, motion model, attitude control performance and other motion characteristics of the chain rotor aircraft during the variable configuration process, and focuses on the discussion of the configuration reachable boundary, and proposes a multi-section chain variable rotor aircraft system and its control method. Prior art 3 proposes a multi-section chain tilt rotor aircraft with lateral tilt moment, and demonstrates its flight control method.

[0004] In order to improve the problems of the main comparative literature in reducing the size of the body, the high requirements of the flight control on the accuracy and real-time of the body center of gravity calculation, the present application proposes a H-shaped variable configuration rotor aircraft and a dynamic reconfiguration control method. SUMMARY

[0005] In order to solve the problems of high passability configuration stable flight control, full cycle continuous mounting operation and omnidirectional motion ability in the dynamic reconfiguration process of the series variable rotor aircraft aiming at limited space motion, the present application designs a H-shaped variable configuration tilt rotor aircraft for this purpose.

[0006] According to the first aspect of the present application, the present application claims a H-shaped variable configuration rotor aircraft, characterized in that it comprises: a fuselage and a first arm, a second arm;

[0007] Two ends of the fuselage are respectively provided with configuration rudders, and two configuration rudders drive the first arm and the second arm to rotate horizontally to realize the configuration change of the first arm and the second arm;

[0008] The two ends of the first arm are respectively provided with a first tilting rudder and a second tilting rudder, the first tilting rudder is provided with a first propeller driven by a first brushless motor, and the second tilting rudder is provided with a second propeller driven by a second brushless motor 9;

[0009] The two ends of the second arm are respectively provided with a third tilting rudder and a fourth tilting rudder, the third tilting rudder is provided with a third propeller driven by a third brushless motor, and the fourth tilting rudder is provided with a fourth propeller driven by a fourth brushless motor.

[0010] Further, the first tilting rudder and the third tilting rudder are diagonally arranged and drive the first propeller and the third propeller to rotate in the same direction, respectively.

[0011] The second tilting rudder and the fourth tilting rudder are diagonally arranged and drive the second propeller and the fourth propeller to rotate in the same direction, respectively.

[0012] The rotating directions of the first propeller and the third propeller are opposite to those of the second propeller and the fourth propeller.

[0013] According to the second aspect of the present application, a dynamic reconstruction control method of an I-shaped variant rotor-wing aircraft is requested to be protected, which is applied to the I-shaped variant rotor-wing aircraft, the aircraft maintains a standard flight state in a general configuration, and flight environment parameters of the aircraft are acquired in real time;

[0014] When the flight environment parameters indicate that the aircraft encounters a narrow gap, the aircraft starts a configuration transformation mode, adjusts an included angle between the first arm and the second arm relative to the fuselage through a configuration rudder, and makes the first arm and the second arm mirror and synchronously rotate along a horizontal normal direction of the fuselage at the same angular velocity, and the aircraft always maintains parallel to the ground during the configuration transformation process.

[0015] The aircraft adjusts a flight configuration to a high-passability configuration, motor differential of the first brushless motor, the second brushless motor, the third brushless motor and the fourth brushless motor remains unchanged, and when the angles of the first tilting rudder, the second tilting rudder, the third tilting rudder and the fourth tilting rudder reach 20 degrees to 30 degrees, a tilting action is performed to provide a roll and yaw rotation torque.

[0016] Further, the aircraft maintains a standard flight state in a general configuration, and flight environment parameters of the aircraft are acquired in real time, specifically including:

[0017] The aircraft flies in an I-shaped configuration in the general configuration, at this time, the included angles between the first arm, the second arm and the fuselage are 90 degrees, and a front, rear, left and right symmetric I-shaped layout is presented.

[0018] The first tilting rudder, the second tilting rudder, the third tilting rudder and the fourth tilting rudder are kept in vertical state, and no component force is provided.

[0019] The flight surrounding distance of the aircraft in the flight process is acquired in real time.

[0020] Further, when the flight environment parameter indicates that the aircraft encounters a narrow gap, the aircraft starts a configuration transformation mode, adjusts the first arm and the second arm to form an angle relative to the fuselage through the configuration rudder 4, and makes the first arm and the second arm mirror and synchronously rotate along the horizontal normal direction of the fuselage at the same angular velocity, and the aircraft always keeps parallel to the ground during the configuration transformation, and specifically includes the following steps.

[0021] During the process, the aircraft configuration presents an isosceles trapezoidal layout, the ability of the motor differential to provide the pitch rotation moment remains unchanged, and the first tilting rudder, the second tilting rudder, the third tilting rudder and the fourth tilting rudder are gradually tilted to the side within a preset angle range for compensation.

[0022] Further, the aircraft adjusts the flight configuration to a high-passability configuration, the differential of the first brushless motor, the second brushless motor, the third brushless motor and the fourth brushless motor keeps the ability of the pitch rotation moment unchanged, the angles of the first tilting rudder, the second tilting rudder, the third tilting rudder and the fourth tilting rudder reach 20 degrees to 30 degrees, and the tilting is performed to provide the roll and yaw rotation moments, and specifically includes the following steps.

[0023] In the high-passability configuration, the angles between the first arm, the second arm and the fuselage are all between 0 degrees and 10 degrees, and the aircraft presents a “one” shape or an approximate “one” shape layout.

[0024] The horizontal specification of the aircraft has the size condition for narrow gap crossing.

[0025] In the configuration, the brushless motor differential can keep the ability of the pitch rotation moment unchanged, the angle of the tilting rudder reaches 25 degrees, and the first to fourth brushless motors are sequentially tilted to the right, left, left and right to provide the roll and yaw rotation moments.

[0026] The aircraft has the following beneficial effects:

[0027] The present application relates to the technical field of unmanned aerial vehicle control, and particularly relates to a I-shaped variant rotor aircraft and a dynamic reconstruction control method, when flight environment parameters indicate that the aircraft encounters a narrow gap, the aircraft starts a configuration transformation mode, adjusts the included angle of the two segments of the arm relative to the fuselage through a configuration rudder, and makes the two segments of the arm mirror and synchronously rotate along the horizontal normal direction of the fuselage at the same angular velocity, and the aircraft always keeps parallel to the ground in the configuration transformation process; the aircraft adjusts the flight configuration to a high-passability configuration, the differential speed of the brushless motor keeps the ability provided by the pitch rotation torque unchanged, the angle of the tilt rudder reaches 25 degrees, and the tilt is executed to provide the roll and yaw rotation torque. The present application has the beneficial effects of reducing the size of the body, meeting the accuracy and real-time requirement of the flight control on the calculation of the body gravity center, and the high-passability configuration has the advantages of simple flight control, continuous mounting operation in the whole cycle, and strong omni-directional motion capability. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 A structural schematic diagram of a I-shaped variant rotor aircraft claimed by the present application;

[0029] Figure 2 A dynamic reconstruction flight schematic diagram of a dynamic reconstruction control method of a I-shaped variant rotor aircraft claimed by the present application;

[0030] Figure 3 A work flow diagram of a dynamic reconstruction control method of a I-shaped variant rotor aircraft claimed by the present application;

[0031] REFERENCE NUMERALS:

[0032] 1, fuselage; 2, first arm; 3, second arm; 4, configuration rudder; 5, first tilt rudder; 6, second tilt rudder; 7, first brushless motor; 8, first propeller; 9, second brushless motor; 10, second propeller; 11, third tilt rudder; 12, fourth tilt rudder; 13, third brushless motor; 14, third propeller; 15, fourth brushless motor; 16, fourth propeller. DETAILED DESCRIPTION

[0033] According to the first embodiment of the present application, the present application claims a I-shaped variant rotor aircraft, the aircraft body is composed of four brushless motors, four tilt rudders, two configuration rudders, two segments of arms and one segment of fuselage. The flight control assembly is fixed at the midpoint of the fuselage, and each brushless motor is installed with a tilt rudder below the seat, which can rotate vertically along the arm shaft, and is used to provide horizontal component force, and is divided into two groups and installed at the endpoints of the two segments of arms, the two brushless motors on the diagonal line form a group, one group rotates counterclockwise, and the other group rotates clockwise. The rotation shaft of the configuration rudder is connected with the center position of the arm, and is divided into two parts at the ends of the fuselage, and is used to drive the arm to rotate horizontally around the end point of the fuselage to realize configuration change.

[0034] Specifically, referring to the accompanying drawings Figure 1 , the aircraft of the embodiment comprises a fuselage 1 and a first arm 2 and a second arm 3;

[0035] Two ends of the fuselage 1 are respectively symmetrically provided with a pair of configuration rudders 4, and the two configuration rudders 4 respectively drive the first arm 2 and the second arm 3 to rotate horizontally to realize the configuration change of the first arm 2 and the second arm 3;

[0036] Two ends of the first arm 2 are respectively symmetrically provided with a first tilt rudder 5 and a second tilt rudder 6, the first tilt rudder 5 is provided with a first propeller 8 driven by a first brushless motor 7, and the second tilt rudder 6 is provided with a second propeller 10 driven by a second brushless motor 9;

[0037] Two ends of the second arm 3 are respectively symmetrically provided with a third tilt rudder 11 and a fourth tilt rudder 12, the third tilt rudder 11 is provided with a third propeller 14 driven by a third brushless motor 13, and the fourth tilt rudder 12 is provided with a fourth propeller 16 driven by a fourth brushless motor 15.

[0038] Further, the flight control assembly is fixed at the midpoint of the fuselage 1;

[0039] Each tilt rudder is located below the corresponding brushless motor seat, and each tilt rudder rotates vertically relative to the arm axis.

[0040] Further, the first tilt rudder 5 and the third tilt rudder 11 are diagonally arranged, and drive the first propeller 8 and the third propeller 14 to rotate in the same direction, respectively;

[0041] The second tilt rudder 6 and the fourth tilt rudder 12 are diagonally arranged, and drive the second propeller 10 and the fourth propeller 16 to rotate in the same direction, respectively;

[0042] The rotation directions of the first propeller 8 and the third propeller 14 are opposite to those of the second propeller 10 and the fourth propeller 16.

[0043] According to the second aspect of the present application, the present application claims to protect a dynamic reconstruction control method of an I-shaped variant rotor aircraft, which is applied to the I-shaped variant rotor aircraft, and the accompanying drawings Figure 2 show a dynamic reconstruction flight schematic diagram. The dynamic reconstruction flight of the I-shaped variant rotor aircraft mainly includes three cases: a general configuration flight, b configuration transformation, and c high-pass configuration flight, referring to the accompanying drawings Figure 3 , specifically including:

[0044] Step S101: The aircraft maintains a standard flight state under normal configuration and acquires the flight environment parameters of the aircraft in real time;

[0045] Step S103: When the flight environment parameters indicate that the aircraft encounters a narrow gap, the aircraft initiates the configuration transformation mode. The configuration servo 4 adjusts the angle formed by the first arm 2 and the second arm 3 relative to the fuselage 1, so that the first arm 2 and the second arm 3 rotate synchronously in mirror image along the horizontal normal direction of the fuselage 1 at the same angular velocity. During the configuration transformation, the aircraft always remains parallel to the ground.

[0046] In step S105, the aircraft adjusts its flight configuration to a high passability configuration. The differential speed of the first brushless motor 7, the second brushless motor 9, the third brushless motor 13, and the fourth brushless motor 15 maintains the ability to provide pitch torque. When the angle of the first tilt servo 5, the second tilt servo 6, the third tilt servo 11, and the fourth tilt servo 12 reaches 20 to 30 degrees, they tilt to provide roll and yaw torque. The optimal angle is 25 degrees.

[0047] Furthermore, in step S101, the aircraft maintains a standard flight state under normal configuration, and acquires the aircraft's flight environment parameters in real time, specifically including:

[0048] In its normal configuration, the aircraft flies in an "I" shape, with the first arm 2 and the second arm 3 forming an angle of 90 degrees with the fuselage 1, presenting a symmetrical "I" layout in front, back, left, and right.

[0049] The first brushless motor 7, the second brushless motor 9, the third brushless motor 13, and the fourth brushless motor 15 provide ample torque in the pitch, roll, and yaw axes. The first tilt servo 5, the second tilt servo 6, the third tilt servo 11, and the fourth tilt servo 12 remain in a vertical position and do not require any component force.

[0050] The distances around the aircraft during its flight are acquired in real time.

[0051] Furthermore, in step S103, when the flight environment parameters indicate that the aircraft is encountering a narrow gap, the aircraft initiates a configuration transformation mode. The configuration servo 4 adjusts the angle between the first arm 2 and the second arm 3 relative to the fuselage 1, causing the first arm 2 and the second arm 3 to rotate synchronously in a mirror image along the horizontal normal direction of the fuselage 1 at the same angular velocity. During the configuration transformation, the aircraft remains parallel to the ground at all times. Specifically, this includes:

[0052] The process of the aircraft configuration presents an isosceles trapezoidal layout, the differential speed of the motor provides the ability to keep unchanged the pitch rotation torque, the first tilting rudder 5, the second tilting rudder 6, the third tilting rudder 11 and the fourth tilting rudder 12 are gradually tilted to the side within a preset angle range for compensation.

[0053] Further, in step S105, the aircraft adjusts the flight configuration to a high-passing performance configuration, the differential speed of the first brushless motor 7, the second brushless motor 9, the third brushless motor 13 and the fourth brushless motor 15 keeps unchanged the ability provided by the pitch rotation torque, the angles of the first tilting rudder 5, the second tilting rudder 6, the third tilting rudder 11 and the fourth tilting rudder 12 reach the maximum value of 25 degrees, and tilting is performed to provide roll and yaw rotation torques, which specifically includes:

[0054] In the high-passing performance configuration, the included angles between the first arm 2, the second arm 3 and the fuselage 1 are both between 0 degrees and 10 degrees, presenting a "one" character type or an approximate "one" character type layout;

[0055] The horizontal specification of the aircraft has the size condition of narrow gap crossing;

[0056] In this configuration, the motor differential speed of the four brushless motors can keep unchanged the ability provided by the pitch rotation torque, the tilting rudder angle reaches 25 degrees, and the first to fourth brushless motors are tilted to the right, left, left and right in sequence to provide roll and yaw rotation torques.

[0057] In this embodiment, in order to better adapt to the changes in the moment of inertia and the changes in the power arm of each axis caused by the change of the variable rotor aircraft configuration, the present application adopts a dynamic PID control method based on motion characteristic values and a motor power distribution method.

[0058] Dynamic PID control method based on motion characteristic values:

[0059] According to the law of rotation, under the action of the resultant moment, the rotation equation of the aircraft is

[0060]

[0061] Where M represents the resultant moment generated by the rotor tension in a certain channel, J represents the moment of inertia of the aircraft in a certain axis direction, And represents the angular acceleration.

[0062] From the perspective of dynamics, the input of the aircraft is the motor tension, and the output is the angular acceleration. The above formula can be rewritten as

[0063]

[0064] Where L represents the lever arm of the thrust and F represents the thrust, it can be seen that the main factors affecting the mapping relationship between the motor thrust and angular acceleration of the variator aircraft are the moment of inertia and the lever arm of the motor thrust. Therefore, their ratio is used as a motion characteristic value to characterize this mapping relationship. Under the condition of wanting to obtain the same angular acceleration, The larger the value, the greater the required pulling force, and the more difficult it is for the aircraft to rotate; The smaller the value, the less pulling force is required, and the easier it is for the aircraft to rotate. Any configuration of the aircraft, from the "I" shape to the high passability configuration, has a corresponding kinematic characteristic value, which changes with the configuration.

[0065] In the "I" configuration, the PID control parameters for general flight configuration are tuned, using PID... 1 This indicates that the minimum flight configuration PID control parameters are tuned under high passability configurations, using PID... 2 express.

[0066] First, tune the PID control parameters for the general flight configuration under the "I" configuration, using PID controllers for P1, I1, and D1. 1 This indicates that the minimum flight configuration PID control parameters, P2, I2, and D2, are tuned under high passability configurations. 2 The control parameters are shown in Table 1, the attitude control parameter table.

[0067] Table 1

[0068]

[0069] Using the ratio of the moments of inertia to the lever arms of the three rotation axes (pitch, roll, and yaw) as motion characteristic values, each transition configuration of the aircraft from an "I" configuration to a high-passability configuration has three corresponding motion characteristic values ​​k. θ k φ k γ .

[0070]

[0071] In formula (1), K θ K φ K γ These are the trust coefficients.

[0072] Secondly, using the ratio of the moment of inertia to the lever arm of the three rotation axes (pitch, roll, and yaw) as motion characteristic values, each transition configuration of the aircraft from an "I"-shaped configuration to a high-accessibility configuration has three corresponding motion characteristic values ​​k. θ k φ k γ The yaw channel is provided by two parts: the motor's reverse torque and the tilt yaw torque. Therefore, when calculating k...γ At this time, the denominator part is subjected to reverse torsion and lift ratio for the added term.

[0073] The motion characteristic value of the "I" - shaped configuration is The motion characteristic value of the high - passability configuration is The trust coefficient is K θ 、K φ 、K γ :

[0074]

[0075] Then, the PID control parameters of the aircraft between these two configurations can be calculated and given by Equation (3).

[0076]

[0077] Motor power distribution:

[0078] For a conventional - structured rotorcraft, the pitch, roll, yaw, and vertical - direction motions are achieved by controlling the rotational speeds of the four rotors to form corresponding different motion combinations.

[0079] The motor calculation method of the variant rotorcraft designed in the present invention is the same as that of the conventional - structured rotorcraft when in the "I" - shaped configuration.

[0080]

[0081] Among them, thr is the throttle amount.

[0082] When the aircraft is in the high - passability configuration, the motor generates a certain tilt angle under the drive of the tilting servo. On the basis of the original coupling relationship, a new coupling relationship is added to the pitch and yaw channels. If the motor calculation method of the conventional - structured rotorcraft is still used, it will cause an unexpected impact on the yaw channel when controlling the pitch channel. The reason is that the tilt angle causes the change of the force arms of the roll and yaw channels, resulting in component forces in a new direction. The motor calculation method under the conventional structure is no longer applicable and must be further adjusted on this basis.

[0083] Coupling phenomenon analysis:

[0084] When controlling roll, increase the motor rotational speeds of the first brushless motor 7 and the third brushless motor 11 in equal proportion, and decrease the motor rotational speeds of the second brushless motor 9 and the fourth brushless motor 12. The influences of the four brushless motors on pitch and yaw completely cancel each other out. Vice versa, this part of the traditional equation does not need to be changed.

[0085] When controlling pitch, the motor speeds of the first brushless motor 7 and the third brushless motor 11 are increased proportionally, and the motor speeds of the second brushless motor 9 and the fourth brushless motor 12 are reduced. Since the force arms of each brushless motor to the yaw channel are not equal, the influence of the brushless motors to the yaw cannot be offset, and the aircraft will rotate counterclockwise while lifting the head. Conversely, the same reasoning applies, and this part needs to be changed.

[0086] When controlling yaw, the motor speeds of the first brushless motor 7 and the fourth brushless motor 12 are increased proportionally, and the motor speeds of the second brushless motor 9 and the third brushless motor 11 are reduced. Since the force arms of each motor to the pitch channel are not equal, the influence of the brushless motors to the pitch cannot be offset, and the aircraft will rotate counterclockwise while lifting the head. Conversely, the same reasoning applies, and this part needs to be changed.

[0087] In summary, the proportional coefficient is added to the PID θ , PID φ part in the conventional motor power solution equation to eliminate the new coupling relationship caused by the configuration change and the tilting rudder.

[0088]

[0089] The yaw direction force arms generated by the four brushless motors are defined as D1, D2, D3, and D4, and the longitudinal coordinates of the horizontal positions of the four brushless motors relative to the center of gravity of the aircraft are defined as Y1, Y2, Y3, and Y4.

[0090] Those skilled in the art will understand that the disclosed content of the present disclosure can have various modifications and improvements. For example, the various devices or components described above can be implemented by hardware, or by software, firmware, or a combination of some or all of the three.

[0091] Flowcharts are used in the present disclosure to illustrate the steps of the method according to the embodiments of the present disclosure. It should be understood that the preceding or subsequent steps do not necessarily proceed in order. On the contrary, various steps can be processed in reverse order or simultaneously. Other operations can also be added to these processes.

[0092] The above is a description of the present disclosure and should not be considered limiting. Although several exemplary embodiments of the present disclosure are described, those skilled in the art will readily understand that many modifications can be made to the exemplary embodiments without departing from the novel teachings and advantages of the present disclosure. Therefore, all such modifications are intended to be included within the scope of the present disclosure as defined by the claims. It should be understood that the above is a description of the present disclosure and should not be considered limiting. The modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the appended claims.

[0093] While embodiments of the application have been shown and described, it is to be understood that the embodiments described are merely divergences of the principles and application of the present application. Numerous modifications, changes, variations, substitutions, and equivalents will occur to those skilled in the art without departing from the spirit and scope of the present application as defined by the following claims and their equivalents.

Claims

1. A H-shaped variant rotorcraft, characterized in that, The utility model relates to a kind of unmanned aerial vehicle, including: Machine body (1) and first machine arm (2), second machine arm (3); Two ends of the machine body (1) are equipped with respectively two profile rudders (4), and two profile rudders (4) drive respectively first machine arm (2) and second machine arm (3) horizontal rotation, to realize the profile change of first machine arm (2) and second machine arm (3); Two ends of the first machine arm (2) are equipped with respectively first tilt rudder (5) and second tilt rudder (6), and first tilt rudder (5) is equipped with first propeller (8) driven by first brushless motor (7);Second tilt rudder (6) is equipped with second propeller (10) driven by second brushless motor (9); Two ends of the second machine arm (3) are equipped with respectively third tilt rudder (11) and fourth tilt rudder (12), and third tilt rudder (11) is equipped with third propeller (14) driven by third brushless motor (13);Fourth tilt rudder (12) is equipped with fourth propeller (16) driven by fourth brushless motor (15); The first tilt rudder (5) and the third tilt rudder (11) are diagonally arranged, and respectively drive the first propeller (8) and the third propeller (14) to rotate in the same direction; The second tilt rudder (6) and the fourth tilt rudder (12) are diagonally arranged, and respectively drive the second propeller (10) and the fourth propeller (16) to rotate in the same direction; The rotation direction of the first propeller (8) and the third propeller (14) is opposite to the rotation direction of the second propeller (10) and the fourth propeller (16).

2. A dynamic reconfiguration control method of an I-shaped variant rotary-wing aircraft, applied to an I-shaped variant rotary-wing aircraft as claimed in claim 1, characterized in that, Including: The aircraft keeps standard flight state in general configuration, and real-time obtains flight environment parameter of the aircraft; When the flight environment parameter indicates that the aircraft encounters narrow gap, the aircraft starts profile transformation mode, adjusts the included angle between the first machine arm (2) and the second machine arm (3) relative to the machine body (1) by two profile rudders (4) respectively, so that the first machine arm (2) and the second machine arm (3) mirror image synchronous rotation along the horizontal normal direction of the machine body (1) with the same angular velocity, and the aircraft always keeps parallel with the ground during profile transformation process; The aircraft adjusts flight profile to high passability profile, the motor differential of first brushless motor (7), second brushless motor (9), third brushless motor (13) and fourth brushless motor (15) keeps unchanged, when the angle of first tilt rudder (5), second tilt rudder (6), third tilt rudder (11) and fourth tilt rudder (12) reaches 20 degrees to 30 degrees, executes tilt action to provide roll, yaw rotation torque.

3. The dynamic reconfiguration control method of an I-beam variant rotorcraft as claimed in claim 2, characterized in that, The aircraft keeps standard flight state in general configuration, and real-time obtains flight environment parameter of the aircraft, specifically including: The aircraft flies in general configuration with "H" profile, at this time, the included angle between the first machine arm (2), the second machine arm (3) and the machine body (1) is 90 degrees; The first brushless motor (7), the second brushless motor (9), the third brushless motor (13) and the fourth brushless motor (15) provide sufficient rotational torque in the pitch, roll and yaw axes through motor differential mode, and the first tilting rudder (5), the second tilting rudder (6), the third tilting rudder (11) and the fourth tilting rudder (12) are kept in vertical state without providing partial force; The flight surrounding distance of the aircraft in the flight process is obtained in real time.

4. The dynamic reconfiguration control method of an I-beam variant rotorcraft aircraft as claimed in claim 2, characterized in that, When the flight environment parameters indicate that the aircraft encounters a narrow gap, the aircraft starts a configuration transformation mode, adjusts the included angle between the first arm (2) and the second arm (3) relative to the fuselage (1) through the configuration rudder (4), and makes the first arm (2) and the second arm (3) mirror and synchronously rotate along the horizontal normal direction of the fuselage (1) at the same angular velocity, and the aircraft always keeps parallel to the ground during the configuration transformation process, which specifically includes: The aircraft configuration presents an isosceles trapezoidal layout, the ability to provide pitch rotational torque through the motor differential mode of the first brushless motor (7), the second brushless motor (9), the third brushless motor (13) and the fourth brushless motor (15) remains unchanged, and the first tilting rudder (5), the second tilting rudder (6), the third tilting rudder (11) and the fourth tilting rudder (12) gradually tilt to the side within a preset angle range for compensation.

5. The dynamic reconstruction control method of the I-shaped variant rotor aircraft according to claim 2, wherein The aircraft adjusts the flight configuration to a high-passability configuration, the differential of the first brushless motor (7), the second brushless motor (9), the third brushless motor (13) and the fourth brushless motor (15) keeps the ability to provide pitch rotational torque unchanged, and when the angles of the first tilting rudder (5), the second tilting rudder (6), the third tilting rudder (11) and the fourth tilting rudder (12) reach 20-30 degrees, the tilting action is performed to provide roll and yaw rotational torque, which specifically includes: In the high-passability configuration, the included angles between the first arm (2), the second arm (3) and the fuselage (1) are all between 0 and 10 degrees; The horizontal specification of the aircraft has the size condition for narrow gap crossing; The motor differential of the four brushless motors can keep the ability to provide pitch rotational torque unchanged, the angles of the four tilting rudders reach 25 degrees, and the first brushless motor (7), the second brushless motor (9), the third brushless motor (13) and the fourth brushless motor (15) are sequentially tilted to the right, left, left and right to provide roll and yaw rotational torque.

Images