A control method for a six-rotor variable-pitch aircraft

Abstract

The present invention discloses a control method for a six-rotor variable-pitch aircraft. The control method for a six-rotor variable-pitch aircraft comprises: S110, reading sensor data to obtain the current power state of the aircraft; S120, establishing a dynamic model according to the current power state of the aircraft; S130, calculating the deviation between the position and attitude of the aircraft and the target value according to the dynamic model; S140, calculating the control amount of an adaptive dynamic decoupling controller based on the deviation value; S150, feeding back the calculated control amount to the dynamic model to adjust the position and attitude of the aircraft; the present application realizes the adaptive control of the six-rotor variable-pitch aircraft, ensuring that the aircraft can smoothly correct the deviation and quickly respond to environmental disturbances.

Description

Technical Field

[0001] The invention relates to an aircraft measurement, control and adjustment technology, and in particular to a control method for a six-rotor variable-pitch aircraft. Background Art

[0002] In the development of multi-rotor UAV technology, six-rotor aircraft have gradually attracted attention due to their excellent stability and high carrying capacity, especially in the fields of logistics, search and rescue, and monitoring. However, traditional six-rotor aircraft generally adopt a fixed-pitch blade design, and the control method is relatively fixed, resulting in weak response capabilities in the face of sudden environmental changes and rotor failures, and it is difficult to achieve precise attitude and position control. In addition, the dynamic characteristics of multi-rotor aircraft are complex, and the rotors are coupled with each other. Traditional control methods are difficult to maintain the decoupling effect under real-time dynamically changing flight conditions, which affects the control accuracy and stability of the aircraft.

[0003] As the application scenarios of drones become increasingly complex, researchers have gradually proposed a variety of control methods based on adaptive control, decoupling control, and fault-tolerant control, hoping to maintain the stability and efficiency of aircraft in dynamic environments. However, most of these technologies require complex computing resources, and the fault tolerance in the event of rotor failure needs to be improved. To this end, it is particularly important to propose a new control method for six-rotor variable-pitch aircraft, which can perform adaptive dynamic decoupling based on a real-time feedback dynamic model to achieve high-precision attitude and position control, and improve the aircraft's adaptability and fault tolerance in complex environments. This innovative control method will provide technical support for the application of six-rotor aircraft in various high-demand tasks. Summary of the invention

[0004] The present invention provides a control method for a six-rotor variable-pitch aircraft, comprising:

[0005] S110, reading sensor data to obtain the current power state of the aircraft;

[0006] S120, establishing a dynamics model according to the current power state of the aircraft;

[0007] S130, calculating the deviation between the position and attitude of the aircraft and the target value according to the dynamics model;

[0008] S140, calculating a control variable of an adaptive dynamic decoupling controller based on the deviation value;

[0009] S150, feeding back the calculated control amount to the dynamics model to adjust the position and attitude of the aircraft.

[0010] In the above-mentioned method for controlling a six-rotor variable pitch aircraft, the method for establishing a dynamic model according to the current power state of the aircraft is specifically divided into the following sub-steps:

[0011] According to the position sensor data, a position dynamics model is established;

[0012] According to the attitude sensor data, establish the attitude dynamics model;

[0013] According to the rotor state sensor data, the thrust and torque dynamics model is established.

[0014] In the above-mentioned method for controlling a six-rotor variable pitch aircraft, the method for calculating the deviation between the position and attitude of the aircraft and the target value according to the dynamic model is specifically divided into the following sub-steps:

[0015] Calculate the deviation between the aircraft position and the target value according to the dynamic model;

[0016] The deviation between the aircraft attitude and the target value is calculated based on the dynamic model.

[0017] In the above-mentioned method for controlling a six-rotor variable pitch aircraft, the method for calculating the control quantity of the adaptive dynamic decoupling controller based on the deviation value is specifically divided into the following sub-steps:

[0018] Update adaptive parameters and dynamically decouple controllers;

[0019] Calculate the position control amount according to the position deviation value;

[0020] Calculate the attitude control amount according to the attitude deviation value.

[0021] In the control method of a six-rotor variable pitch aircraft as described above, the calculated control quantity will be fed back to the dynamic model as the main input for real-time adjustment of the position and attitude of the aircraft. This process ensures that the controller can respond quickly to changes in the flight state and realize adaptive dynamic decoupling control. When the control quantity F is fed back to the dynamic model, the model immediately updates the power state of the aircraft and continuously corrects the thrust and torque output of each axis according to the difference between the current position and attitude of the aircraft and the target value.

[0022] The present application also provides a six-rotor variable pitch aircraft control system, comprising:

[0023] Power status acquisition module: reads sensor data and obtains the current power status of the aircraft;

[0024] Dynamic model building module: builds a dynamic model based on the current power state of the aircraft;

[0025] Deviation calculation module: calculates the deviation between the position and attitude of the aircraft and the target value according to the dynamic model;

[0026] Control quantity calculation module: calculates the control quantity of the adaptive dynamic decoupling controller based on the deviation value;

[0027] Feedback adjustment module: Feedback the calculated control quantity to the dynamic model to adjust the position and attitude of the aircraft.

[0028] In the above-mentioned six-rotor variable-pitch aircraft control system, the method for establishing a dynamic model according to the current power state of the aircraft is specifically divided into the following sub-steps:

[0029] According to the position sensor data, a position dynamics model is established;

[0030] According to the attitude sensor data, establish the attitude dynamics model;

[0031] According to the rotor state sensor data, the thrust and torque dynamics model is established.

[0032] In the above-mentioned six-rotor variable pitch aircraft control system, the method for calculating the deviation of the aircraft position and attitude from the target value according to the dynamic model is specifically divided into the following sub-steps:

[0033] Calculate the deviation between the aircraft position and the target value according to the dynamic model;

[0034] The deviation between the aircraft attitude and the target value is calculated based on the dynamic model.

[0035] In the above-mentioned six-rotor variable pitch aircraft control system, the method for calculating the control quantity of the adaptive dynamic decoupling controller based on the deviation value is specifically divided into the following sub-steps:

[0036] Update adaptive parameters and dynamically decouple controllers;

[0037] Calculate the position control amount according to the position deviation value;

[0038] Calculate the attitude control amount according to the attitude deviation value.

[0039] In a control system for a six-rotor variable pitch aircraft as described above, the calculated control quantity will be fed back to the dynamic model as the main input for real-time adjustment of the position and attitude of the aircraft. This process ensures that the controller can respond quickly to changes in the flight state and achieve adaptive dynamic decoupling control. When the control quantity F is fed back to the dynamic model, the model immediately updates the power state of the aircraft and continuously corrects the thrust and torque output of each axis based on the difference between the current position and attitude of the aircraft and the target value.

[0040] The beneficial effects achieved by the present invention are as follows: adaptive control of a six-rotor variable-pitch aircraft is achieved, ensuring that the aircraft can smoothly correct deviations and quickly respond to environmental disturbances. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0042] Figure 1 This is a flow chart of a control method for a six-rotor variable pitch aircraft provided in Example 1 of the present application;

[0043] Figure 2 This is a schematic diagram of a six-rotor variable pitch aircraft control system provided in Example 2 of the present application; DETAILED DESCRIPTION

[0044] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0045] Embodiment 1

[0046] like Figure 1 As shown, the first embodiment of the present application provides a control method for a six-rotor variable pitch aircraft, comprising:

[0047] Step S110, reading sensor data to obtain the current power state of the aircraft;

[0048] In order to achieve precise flight control, the real-time status information of the aircraft must first be obtained through multiple sensors. The goal of this step is to ensure that the aircraft can accurately obtain the necessary dynamics and status information during any flight process, so as to facilitate the next step of control and compensation calculations. The reliability of sensor data is crucial to the accuracy of subsequent control, so data calibration and anomaly detection must be performed regularly during the reading process to avoid sensor data drift affecting control accuracy.

[0049] Position sensor: Position sensors (such as GPS or visual positioning) provide the global or local position of the aircraft. If it is indoors or in an environment with weak GPS signals, it is combined with a visual system to estimate the position.

[0050] Attitude sensor: The attitude information of the aircraft is obtained through the accelerometer, gyroscope and magnetometer, including pitch, roll and yaw angles.

[0051] Rotor status sensor: The speed and current sensors installed on each rotor are used to monitor whether the thrust output is normal. This information not only provides a basis for fault detection, but is also used to distribute thrust in fault-tolerant control to prevent power imbalance.

[0052] Other auxiliary sensors: To improve environmental perception, barometers and wind speed sensors monitor flight altitude and wind speed, helping the controller deal with external interference. All sensor data is processed by the sensor fusion algorithm at this step to reduce errors and improve control stability.

[0053] Step S120, establishing a dynamic model according to the current power state of the aircraft;

[0054] After reading the sensor data, a dynamic model is established based on the current dynamic state data obtained. The main function of this model is to provide basic equations for the deviation calculation of posture and position and provide state parameters for the controller. It specifically includes the following sub-steps:

[0055] Step S121, establishing a position dynamics model according to the position sensor data;

[0056] The position dynamics model is used to describe the position change of the aircraft in three-dimensional space. Based on Newton's second law, the external force is associated with the mass of the aircraft. The position change of the aircraft is controlled by the total thrust F acting on the aircraft. Assuming that the gravitational acceleration is g, specifically, the formula is used: represents the position dynamics equation, where m represents the mass of the aircraft, P represents the position vector of the aircraft, g represents the acceleration of gravity, t represents time, and F represents the total thrust on the aircraft. is the unit vector in the direction of gravity.

[0057] Step S122, establishing a posture dynamics model according to the posture sensor data;

[0058] The attitude dynamics model is used to define the rotational motion behavior of the aircraft. Through the rotational inertia matrix and angular velocity, the relationship between pitch, roll, yaw angle and rotor thrust can be established. After the attitude model is established, the rotational motion of the aircraft can be controlled by PID or adaptive controller so that the aircraft can maintain a stable attitude in three-dimensional space. Specifically, the formula is used: represents the attitude dynamics equation, where is the inertia matrix, is the angular velocity vector, is the torque generated by the rotor, and t represents time.

[0059] Step S123, establishing a thrust and torque dynamics model according to the rotor state sensor data;

[0060] The thrust and torque model is used to control the thrust of each rotor, which can be controlled by adjusting the blade angle and motor speed. The torque generated by the thrust is used to control the attitude. The model includes the distance from the rotor to the center of gravity of the aircraft and the rotor angle, calculates the influence of each rotor on the attitude, ensures that the thrust distribution meets the attitude control requirements, and establishes a torque and thrust model based on the thrust distribution of each rotor. Specifically, the formula is used: The dynamic equations for thrust and torque are expressed as represents the torque generated by the i-th rotor, represents the thrust of the i-th rotor, is the position vector of the rotor relative to the center of mass of the vehicle.

[0061] Step S130, calculating the deviation between the position and attitude of the aircraft and the target value according to the dynamic model;

[0062] The current position and attitude of the aircraft are calculated through the dynamic model and compared with the target value to obtain the deviation. The size of the deviation directly affects the update of the adaptive control parameters and determines how much adjustment the controller needs to make to maintain the stability of the aircraft. It specifically includes the following sub-steps:

[0063] Step S131, calculating the deviation between the aircraft position and the target value according to the dynamics model;

[0064] According to the difference between the current spatial position of the aircraft and the target position, the position deviation is calculated. When performing position control, these deviations will help the controller output reasonable thrust to keep the aircraft stable and flying along the path. Specifically, the formula is used: Calculate the position deviation, where the target position is expressed as , the actual position is expressed as , the position deviation set is expressed as .

[0065] Step S132, calculating the deviation between the aircraft attitude and the target value according to the dynamics model;

[0066] Get the current attitude information (pitch angle, roll angle, yaw angle) and compare it with the set target attitude to get the attitude deviation. Use these deviation values ​​to dynamically adjust the controller output so that the aircraft can quickly correct the attitude error. Specifically, use the formula: Calculate the pose deviation, where the target pose is represented as , the actual posture is expressed as ,in represents the pitch angle, represents the roll angle, represents the yaw angle, and the attitude deviation set is expressed as .

[0067] Step S140, calculating the control amount of the adaptive dynamic decoupling controller based on the deviation value;

[0068] In order to cope with the nonlinearity and complex coupling of aircraft motion, adaptive dynamic decoupling control is used to separate position control and attitude control. The parameters of the adaptive dynamic decoupling controller are adjusted according to the attitude and position deviation to ensure that the controller can respond in real time under the changing flight state. This step is the core of the entire control method to ensure that the aircraft can fly smoothly in a complex environment. It specifically includes the following sub-steps:

[0069] Step S141, updating adaptive parameters and dynamically decoupling the controller;

[0070] The controller gain is dynamically adjusted through position and attitude deviations. Especially when the aircraft is subject to sudden disturbances (such as airflow and wind speed changes), the adaptive gain helps the controller to automatically adjust and provide additional responsiveness. The adjustment process can automatically adjust the response sensitivity according to the error size, so that the controller can accurately control small errors and respond quickly to large errors.

[0071] The dynamic decoupling controller eliminates the mutual interference between position and attitude control, allowing the aircraft to respond to each control command independently. Using real-time coupling information, the control parameters of each axis in the controller are dynamically adjusted. In this way, the decoupling control of the aircraft in all directions in space is achieved, effectively reducing the error accumulation caused by coupling.

[0072] Step S142, calculating the position control amount according to the position deviation value;

[0073] Position control is mainly achieved by adjusting the thrust size, using adaptive PID control, and setting the target position to , specifically, using the formula: Calculate the position control amount, where F represents the position control amount, , , represents the PID control gain, represents the adaptive term, , , Indicates the position deviation value of the aircraft in the x, y, and z directions. Indicates the set target position in the x direction, Indicates the set target position in the x direction, Indicates the target position in the x direction.

[0074] Step S143, calculating the posture control amount according to the posture deviation value;

[0075] Use the adaptive PD controller to control the pitch, roll, and yaw angles of the aircraft, and set the desired pitch angle to , the expected roll angle is , the expected yaw angle is , specifically, using the formula: Calculate the attitude control amount, where represents the pitch angle control amount, represents the roll angle control amount, represents the yaw angle control amount, , , They represent the control gains of pitch angle, roll angle and yaw angle respectively, , , They represent the adaptive parameters of pitch angle, roll angle and yaw angle respectively.

[0076] Step S150, feeding back the calculated control amount to the dynamics model to adjust the position and attitude of the aircraft;

[0077] The calculated control quantity F and It will be fed back to the dynamics model as the main input for real-time adjustment of the position and attitude of the aircraft. This process ensures that the controller can respond quickly to changes in the flight state and achieve adaptive dynamic decoupling control. When the control quantity F is fed back to the dynamics model, the model immediately updates the power state of the aircraft and continuously corrects the thrust and torque output of each axis based on the difference between the current position and attitude of the aircraft and the target value. Through real-time feedback adjustment, the aircraft can smoothly correct deviations and respond quickly to environmental disturbances.

[0078] Embodiment 2

[0079] like Figure 2 As shown, Embodiment 2 of the present application provides a six-rotor variable pitch aircraft control system, comprising:

[0080] Power state acquisition module 21: reads sensor data to obtain the current power state of the aircraft;

[0081] In order to achieve precise flight control, the real-time status information of the aircraft must first be obtained through multiple sensors. The goal of this step is to ensure that the aircraft can accurately obtain the necessary dynamics and status information during any flight process, so as to facilitate the next step of control and compensation calculations. The reliability of sensor data is crucial to the accuracy of subsequent control, so data calibration and anomaly detection must be performed regularly during the reading process to avoid sensor data drift affecting control accuracy.

[0082] Position sensor: Position sensors (such as GPS or visual positioning) provide the global or local position of the aircraft. If it is indoors or in an environment with weak GPS signals, it is combined with a visual system to estimate the position.

[0083] Attitude sensor: The attitude information of the aircraft is obtained through the accelerometer, gyroscope and magnetometer, including pitch, roll and yaw angles.

[0084] Rotor status sensor: The speed and current sensors installed on each rotor are used to monitor whether the thrust output is normal. This information not only provides a basis for fault detection, but is also used to distribute thrust in fault-tolerant control to prevent power imbalance.

[0085] Other auxiliary sensors: To improve environmental perception, barometers and wind speed sensors monitor flight altitude and wind speed, helping the controller deal with external interference. All sensor data is processed by the sensor fusion algorithm at this step to reduce errors and improve control stability.

[0086] Dynamic model building module 22: building a dynamic model according to the current power state of the aircraft;

[0087] After reading the sensor data, a dynamic model is established based on the current dynamic state data obtained. The main function of this model is to provide basic equations for the deviation calculation of posture and position and provide state parameters for the controller. It specifically includes the following sub-steps:

[0088] Position dynamics module: establishes a position dynamics model based on position sensor data;

[0089] The position dynamics model is used to describe the position change of the aircraft in three-dimensional space. Based on Newton's second law, the external force is associated with the mass of the aircraft. The position change of the aircraft is controlled by the total thrust F acting on the aircraft. Assuming that the gravitational acceleration is g, specifically, the formula is used: represents the position dynamics equation, where m represents the mass of the aircraft, P represents the position vector of the aircraft, g represents the acceleration of gravity, t represents time, and F represents the total thrust on the aircraft. is the unit vector in the direction of gravity.

[0090] Attitude dynamics module: establish attitude dynamics model based on attitude sensor data;

[0091] The attitude dynamics model is used to define the rotational motion behavior of the aircraft. Through the rotational inertia matrix and angular velocity, the relationship between pitch, roll, yaw angle and rotor thrust can be established. After the attitude model is established, the rotational motion of the aircraft can be controlled by PID or adaptive controller so that the aircraft can maintain a stable attitude in three-dimensional space. Specifically, the formula is used: represents the attitude dynamics equation, where is the inertia matrix, is the angular velocity vector, is the torque generated by the rotor, and t represents time.

[0092] Thrust and torque dynamics module: Build thrust and torque dynamics model based on rotor state sensor data;

[0093] The thrust and torque model is used to control the thrust of each rotor, which can be controlled by adjusting the blade angle and motor speed. The torque generated by the thrust is used to control the attitude. The model includes the distance from the rotor to the center of gravity of the aircraft and the rotor angle, calculates the influence of each rotor on the attitude, and ensures that the thrust distribution meets the attitude control requirements. According to the distribution of the thrust of each rotor, a torque and thrust model is established. Specifically, the formula is used: The dynamic equations for thrust and torque are expressed as represents the torque generated by the i-th rotor, represents the thrust of the i-th rotor, is the position vector of the rotor relative to the center of mass of the vehicle.

[0094] Deviation calculation module 23: Calculates the deviation between the position and attitude of the aircraft and the target value according to the dynamic model;

[0095] The current position and attitude of the aircraft are calculated through the dynamic model and compared with the target value to obtain the deviation. The size of the deviation directly affects the update of the adaptive control parameters and determines how much adjustment the controller needs to make to maintain the stability of the aircraft. It specifically includes the following sub-steps:

[0096] Position deviation module: calculates the deviation between the aircraft position and the target value according to the dynamic model;

[0097] According to the difference between the current spatial position of the aircraft and the target position, the position deviation is calculated. When performing position control, these deviations will help the controller output reasonable thrust to keep the aircraft stable and flying along the path. Specifically, the formula is used: Calculate the position deviation, where the target position is expressed as , the actual position is expressed as , the position deviation set is expressed as .

[0098] Attitude deviation module: calculates the deviation between the aircraft attitude and the target value according to the dynamic model;

[0099] Get the current attitude information (pitch angle, roll angle, yaw angle) and compare it with the set target attitude to get the attitude deviation. Use these deviation values ​​to dynamically adjust the controller output so that the aircraft can quickly correct the attitude error. Specifically, use the formula: Calculate the pose deviation, where the target pose is represented as , the actual posture is expressed as ,in represents the pitch angle, represents the roll angle, represents the yaw angle, and the attitude deviation set is expressed as .

[0100] Control quantity calculation module 24: calculates the control quantity of the adaptive dynamic decoupling controller based on the deviation value;

[0101] In order to cope with the nonlinearity and complex coupling of aircraft motion, adaptive dynamic decoupling control is used to separate position control and attitude control. The parameters of the adaptive dynamic decoupling controller are adjusted according to the attitude and position deviation to ensure that the controller can respond in real time under the changing flight state. This step is the core of the entire control method to ensure that the aircraft can fly smoothly in a complex environment. It specifically includes the following sub-steps:

[0102] Update module: updates adaptive parameters and dynamically decouples the controller;

[0103] The controller gain is dynamically adjusted through position and attitude deviations. Especially when the aircraft is subject to sudden disturbances (such as airflow and wind speed changes), the adaptive gain helps the controller to automatically adjust and provide additional responsiveness. The adjustment process can automatically adjust the response sensitivity according to the error size, so that the controller can accurately control small errors and respond quickly to large errors.

[0104] The dynamic decoupling controller eliminates the mutual interference between position and attitude control, allowing the aircraft to respond to each control command independently. Using real-time coupling information, the control parameters of each axis in the controller are dynamically adjusted. In this way, the decoupling control of the aircraft in all directions in space is achieved, effectively reducing the error accumulation caused by coupling.

[0105] Position control quantity module: calculates the position control quantity according to the position deviation value;

[0106] Position control is mainly achieved by adjusting the thrust size, using adaptive PID control, and setting the target position to , specifically, using the formula: Calculate the position control amount, where F represents the position control amount, , , represents the PID control gain, represents the adaptive term, , , Indicates the position deviation value of the aircraft in the x, y, and z directions. Indicates the set target position in the x direction, Indicates the set target position in the x direction, Indicates the target position in the x direction.

[0107] Attitude control quantity module: calculates the attitude control quantity according to the attitude deviation value;

[0108] Use the adaptive PD controller to control the pitch, roll, and yaw angles of the aircraft, and set the desired pitch angle to , the expected roll angle is , the expected yaw angle is , specifically, using the formula: Calculate the attitude control amount, where represents the pitch angle control amount, represents the roll angle control amount, represents the yaw angle control amount, , , They represent the control gains of pitch angle, roll angle and yaw angle respectively, , , They represent the adaptive parameters of pitch angle, roll angle and yaw angle respectively.

[0109] Feedback adjustment module 25: Feedback the calculated control amount to the dynamic model to adjust the position and attitude of the aircraft;

[0110] The calculated control quantity F and It will be fed back to the dynamics model as the main input for real-time adjustment of the position and attitude of the aircraft. This process ensures that the controller can respond quickly to changes in the flight state and achieve adaptive dynamic decoupling control. When the control quantity F is fed back to the dynamics model, the model immediately updates the power state of the aircraft and continuously corrects the thrust and torque output of each axis based on the difference between the current position and attitude of the aircraft and the target value. Through real-time feedback adjustment, the aircraft can smoothly correct deviations and respond quickly to environmental disturbances.

[0111] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made on the basis of the technical solution of the present invention should be included in the scope of protection of the present invention.

Claims

1. A control method for a six-rotor variable pitch aircraft, characterized in that: include: S110, reading sensor data to obtain the current power state of the aircraft; S120, establishing a dynamic model according to the current power state of the aircraft, specifically including the following sub-steps: According to the position sensor data, a position dynamics model is established; Using the formula: represents the position dynamics equation, where m represents the mass of the aircraft, P represents the position vector of the aircraft, g represents the acceleration of gravity, t represents time, and F represents the total thrust on the aircraft. is the unit vector of the direction of gravity; According to the attitude sensor data, establish the attitude dynamics model; Using the formula: represents the attitude dynamics equation, where is the inertia matrix, is the angular velocity vector, is the torque generated by the rotor, and t represents time; According to the rotor state sensor data, the thrust and torque dynamics model is established; Using the formula: The dynamic equations for thrust and torque are expressed as represents the torque generated by the i-th rotor, represents the thrust of the i-th rotor, is the position vector of the rotor relative to the center of mass of the vehicle; S130, calculating the deviation between the position and attitude of the aircraft and the target value according to the dynamic model, specifically including the following sub-steps: Calculate the deviation between the aircraft position and the target value according to the dynamic model; Using the formula: Calculate the position deviation, where the target position is expressed as , the actual position is expressed as , the position deviation set is expressed as ; Calculate the deviation between the aircraft attitude and the target value according to the dynamic model; Using the formula: Calculate the pose deviation, where the target pose is represented as , the actual posture is expressed as ,in represents the pitch angle, represents the roll angle, represents the yaw angle, and the attitude deviation set is expressed as ; S140, calculating the control quantity of the adaptive dynamic decoupling controller based on the deviation value, which is specifically divided into the following sub-steps: Update adaptive parameters and dynamically decouple controllers; Calculate the position control amount according to the position deviation value; Position control is mainly achieved by adjusting the thrust size, using adaptive PID control, and setting the target position to , specifically, using the formula: Calculate the position control amount, where F represents the position control amount, , , represents the PID control gain, represents the adaptive term, , , Indicates the position deviation value of the aircraft in the x, y, and z directions. Indicates the set target position in the x direction, Indicates the set target position in the x direction, Indicates the set target position in the x direction; Calculate the attitude control amount according to the attitude deviation value; Set the desired pitch angle to , the expected roll angle is , the expected yaw angle is , specifically, using the formula: Calculate the attitude control amount, where represents the pitch angle control amount, represents the roll angle control amount, represents the yaw angle control amount, , , They represent the control gains of pitch angle, roll angle and yaw angle respectively, , , Respectively represent the adaptive parameters of pitch angle, roll angle and yaw angle; S150, feeding back the calculated control amount to the dynamics model to adjust the position and attitude of the aircraft.

2. A six-rotor variable pitch aircraft control method as claimed in claim 1, characterized in that: The calculated control quantity will be fed back to the dynamics model as the main input for real-time adjustment of the position and attitude of the aircraft. This process ensures that the controller can respond quickly to changes in the flight state and achieve adaptive dynamic decoupling control. When the control quantity is fed back to the dynamics model, the model immediately updates the power state of the aircraft and continuously corrects the thrust and torque output of each axis based on the difference between the current position and attitude of the aircraft and the target value.

3. A six-rotor variable pitch aircraft control system, characterized in that: include: Power status acquisition module: reads sensor data and obtains the current power status of the aircraft; Dynamic model building module: builds a dynamic model based on the current power state of the aircraft, which includes the following sub-steps: According to the position sensor data, a position dynamics model is established; Using the formula: represents the position dynamics equation, where m represents the mass of the aircraft, P represents the position vector of the aircraft, g represents the acceleration of gravity, t represents time, and F represents the total thrust on the aircraft. is the unit vector of the direction of gravity; According to the attitude sensor data, establish the attitude dynamics model; Using the formula: represents the attitude dynamics equation, where is the inertia matrix, is the angular velocity vector, is the torque generated by the rotor, and t represents time; According to the rotor state sensor data, the thrust and torque dynamics model is established; Using the formula: The dynamic equations for thrust and torque are expressed as represents the torque generated by the i-th rotor, represents the thrust of the i-th rotor, is the position vector of the rotor relative to the center of mass of the vehicle; Deviation calculation module: Calculates the deviation between the aircraft position and attitude and the target value based on the dynamic model, which includes the following sub-steps: Calculate the deviation between the aircraft position and the target value according to the dynamic model; Using the formula: Calculate the position deviation, where the target position is expressed as , the actual position is expressed as , the position deviation set is expressed as ; Calculate the deviation between the aircraft attitude and the target value according to the dynamic model; Using the formula: Calculate the pose deviation, where the target pose is represented as , the actual posture is expressed as ,in represents the pitch angle, represents the roll angle, represents the yaw angle, and the attitude deviation set is expressed as ; Control quantity calculation module: calculates the control quantity of the adaptive dynamic decoupling controller based on the deviation value, specifically including: Update adaptive parameters and dynamically decouple controllers; Calculate the position control amount according to the position deviation value; Position control is mainly achieved by adjusting the thrust size, using adaptive PID control, and setting the target position to , specifically, using the formula: Calculate the position control amount, where F represents the position control amount, , , represents the PID control gain, represents the adaptive term, , , Indicates the position deviation value of the aircraft in the x, y, and z directions. Indicates the set target position in the x direction, Indicates the set target position in the x direction, Indicates the set target position in the x direction; Calculate the attitude control amount according to the attitude deviation value; Set the desired pitch angle to , the expected roll angle is , the expected yaw angle is , specifically, using the formula: Calculate the attitude control amount, where represents the pitch angle control amount, represents the roll angle control amount, represents the yaw angle control amount, , , They represent the control gains of pitch angle, roll angle and yaw angle respectively, , , Respectively represent the adaptive parameters of pitch angle, roll angle and yaw angle; Feedback adjustment module: Feedback the calculated control quantity to the dynamic model to adjust the position and attitude of the aircraft.

4. A six-rotor variable pitch aircraft control system as claimed in claim 3, characterized in that: The calculated control quantity will be fed back to the dynamics model as the main input for real-time adjustment of the position and attitude of the aircraft. This process ensures that the controller can respond quickly to changes in the flight state and achieve adaptive dynamic decoupling control. When the control quantity is fed back to the dynamics model, the model immediately updates the power state of the aircraft and continuously corrects the thrust and torque output of each axis based on the difference between the current position and attitude of the aircraft and the target value.

Images