A tandem unmanned helicopter swarm cooperative flight control system

Abstract

This invention relates to the field of unmanned helicopter technology, and more particularly to a tandem unmanned helicopter swarm cooperative flight control system, comprising: a cooperative flight module for enabling the unmanned helicopter swarm to fly in a tandem configuration; a detection module connected to the cooperative flight module, including a lidar sensor connected to the unmanned helicopter for detecting surrounding obstacles; a communication module connected to the detection module for transmitting data detected by each sensor to a control module; and a control module connected to the cooperative flight module, the detection module, and the communication module, for determining the signal modulation frequency of the lidar sensor based on the average difference in the straight-line distance between adjacent unmanned helicopters, or determining the landing buffer time delay ratio of the unmanned helicopter based on the fluctuation amplitude of the operating voltage during flight. This invention improves the control stability of cooperative flight.

Description

Technical Field

[0001] The present invention relates to the technical field of unmanned helicopters, and in particular to a tandem-type unmanned helicopter cluster cooperative flight control system. Background Art

[0002] In the existing technology, with the development of autonomous control technology, unmanned aerial vehicles (UAV) have begun to be widely studied around the world. Unmanned helicopters have many advantages that unmanned fixed-wing aircraft do not have, and have unique flight performance and use value. The flight control system adopts a compact structural design and is suitable for a variety of helicopters such as single-rotor, tandem-rotor, and coaxial helicopters. Its main advantages are: mature and reliable control algorithms, diverse flight control modes, distributed design that facilitates expansion and upgrading, and multi-sensor redundant design to further improve reliability. It is suitable for military, emergency rescue, fire fighting and other fields.

[0003] Chinese patent publication number: CN101192064A discloses an autonomous flight control system for a small unmanned helicopter, comprising: an airborne control system, powered by an airborne power supply module, comprising an airborne computer storing an airborne computer flight control program, an airborne sensor group, a digital signal processor, an airborne wireless Ethernet access point, a remote control signal receiver, and a steering gear group. The airborne computer obtains the signals of each sensor through a serial communication interface, and is connected to a ground wireless Ethernet access point through the airborne wireless Ethernet access point, and exchanges data with the ground control system through an 802.11g network protocol; the airborne computer and the digital signal processor communicate serially. The digital signal processor is connected to the tachometer to receive the output signal of the remote control signal receiver, and then connected to the onboard computer through the serial port, and the autonomous control signal is accumulated with the ground remote control signal to obtain the current steering gear control signal output to the digital signal processor to control the steering gear group; wherein the digital signal processor stores a digital signal processor control program; a ground control system, powered by the ground power supply system, including a ground computer storing a ground computer flight control program, wherein the ground computer is connected to the ground wireless Ethernet access point, and the flight control instructions are sent to the onboard computer through the ground computer flight control program, and the flight data is received and recorded. It can be seen that the autonomous flight control system of the small unmanned helicopter has the problem that the aging degree of the sensor is inconsistent due to the different frequencies of use of multiple unmanned helicopters, resulting in different results when measuring parameters such as distance and reflectivity, thereby causing the control stability of the coordinated flight to decrease. Summary of the invention

[0004] To this end, the present invention provides a tandem unmanned helicopter cluster cooperative flight control system to overcome the problem in the prior art that due to the different frequencies of use of multiple unmanned helicopters, the aging degree of sensors is inconsistent, resulting in different results when measuring parameters such as distance and reflectivity, thereby causing a decrease in the control stability of the cooperative flight.

[0005] To achieve the above-mentioned purpose, the present invention provides a tandem unmanned helicopter cluster cooperative flight control system, comprising: a cooperative flight module, used to make the unmanned helicopter cluster fly in a tandem manner, including a path planning unit for planning the flight path of the unmanned helicopters, a formation keeping unit connected to the path planning unit for making the unmanned helicopters maintain tandem formation flight, a positioning unit connected to the unmanned helicopters for positioning the unmanned helicopters, and a take-off and landing unit connected to the unmanned helicopters for controlling the take-off and landing of the unmanned helicopters; a detection module, which is connected to the cooperative flight module, including a laser radar sensor connected to the unmanned helicopter for detecting surrounding obstacles, a laser radar sensor connected to the battery of the unmanned helicopter for detecting the flight status of the unmanned helicopters, and a detection module connected to the cooperative flight module. A voltage sensor for measuring the working voltage during flight and a gyroscope connected to the unmanned helicopter for detecting the flight attitude of the unmanned helicopter; a communication module connected to the detection module, for transmitting the data detected by each sensor to the control module respectively; the control module, which is respectively connected to the collaborative flight module, the detection module and the communication module, for determining the signal modulation frequency of the laser radar sensor according to the average difference in the straight-line distances between adjacent unmanned helicopters, or determining the landing buffer time delay ratio of the unmanned helicopter according to the fluctuation amplitude of the working voltage during flight of the unmanned helicopter, or determining the flight attitude angle compensation rate of the unmanned helicopter according to the fluctuation amplitude of the working voltage during flight of the unmanned helicopter and the relative position offset between the unmanned helicopters.

[0006] Furthermore, the control module is used to determine whether the control stability of the coordinated flight meets the requirements based on the average difference in straight-line distances between adjacent unmanned helicopters. If the average difference in straight-line distances between adjacent unmanned helicopters is greater than a preset first difference, it is determined that the control stability of the coordinated flight does not meet the requirements.

[0007] Furthermore, the control module is used to preliminarily determine that the communication performance of the unmanned helicopter does not meet the requirements when the average difference in the straight-line distances between adjacent unmanned helicopters is greater than the preset first difference and less than or equal to the preset second difference, and to determine whether the communication performance of the unmanned helicopter meets the requirements based on the fluctuation amplitude of the working voltage of the unmanned helicopter during flight.

[0008] Furthermore, the control module is used to increase the signal modulation frequency of the laser radar sensor when the average difference in the straight-line distances between the adjacent unmanned helicopters is greater than the preset second difference;

[0009] The increase range of the signal modulation frequency of the laser radar sensor is determined by the difference between the average difference in straight-line distances between adjacent unmanned helicopters and a preset second difference.

[0010] Furthermore, the control module is used to determine whether the communication performance of the unmanned helicopter meets the requirements based on the fluctuation amplitude of the working voltage during flight of the unmanned helicopter. If the fluctuation amplitude of the working voltage during flight of the unmanned helicopter is greater than a preset first fluctuation amplitude, it is determined that the communication performance of the unmanned helicopter does not meet the requirements.

[0011] Furthermore, the control module is used to preliminarily determine that the environmental stability of the coordinated flight does not meet the requirements when the fluctuation amplitude of the working voltage during the flight of the unmanned helicopter is greater than a preset second fluctuation amplitude, and to determine whether the environmental stability of the coordinated flight meets the requirements based on the relative position offset between the unmanned helicopters.

[0012] Furthermore, the control module is used to increase the landing buffer time delay ratio of the unmanned helicopter when the fluctuation amplitude of the working voltage during flight of the unmanned helicopter is greater than the preset first fluctuation amplitude and less than or equal to the preset second fluctuation amplitude.

[0013] Furthermore, the increase range of the delay ratio of the landing buffer time of the unmanned helicopter is determined by the difference between the fluctuation range of the working voltage of the unmanned helicopter during flight and a preset first fluctuation range.

[0014] Furthermore, the control module is used to determine whether the environmental stability of the coordinated flight meets the requirements based on the relative position offset between the unmanned helicopters. If the relative position offset between the unmanned helicopters is greater than a preset offset, it is determined that the environmental stability of the coordinated flight does not meet the requirements, and the flight attitude angle compensation rate of the unmanned helicopter is increased.

[0015] Furthermore, the increase range of the flight attitude angle compensation rate of the unmanned helicopter is determined by the difference between the relative position offset between the unmanned helicopters and a preset offset.

[0016] Compared with the prior art, the beneficial effect of the present invention lies in that the system of the present invention determines the signal modulation frequency of the laser radar sensor according to the average difference in the straight-line distances between adjacent unmanned helicopters by setting a collaborative flight module, a detection module, a communication module and a control module. Due to the different operating frequencies of multiple unmanned helicopters, the aging degree of the sensors is inconsistent, resulting in different results when measuring parameters such as distance and reflectivity, which leads to deviations in collaborative flight. By increasing the signal modulation frequency of the laser radar sensor, the signal can be better separated from the interference signal in the frequency domain, and the sensor signal can be moved to a higher frequency band to avoid the frequency band where the interference signal is located, which can effectively reduce the impact of interference on the signal and improve the accuracy of signal transmission. The landing buffer time delay ratio of the unmanned helicopter is determined according to the fluctuation amplitude of the working voltage of the unmanned helicopter during flight. Since the unmanned helicopter generates large vibrations during takeoff and landing, it may cause the connector inside the power management system to fail. The wire terminals are loosened due to repeated forces, resulting in poor contact, affecting the normal operation of the power management system, and thus causing unstable power supply voltage for the communication equipment. By increasing the landing buffer time delay ratio of the unmanned helicopter, the impact force can be applied to the fuselage more slowly when the unmanned helicopter touches the ground, reducing the damage to the power management system caused by vibration, and maintaining a more stable power supply for the communication equipment. The flight attitude angle compensation rate of the unmanned helicopter is determined according to the relative position offset between the unmanned helicopters. Since flying in mountainous or hilly areas affects the flight altitude of the unmanned helicopter, it is necessary to continuously adjust the flight attitude and speed of the helicopter, which increases the difficulty of coordination between the unmanned helicopters and causes formation chaos. By increasing the flight attitude angle compensation rate of the unmanned helicopter, the attitude deviation caused by the terrain can be quickly corrected, allowing the unmanned helicopter to respond to emergencies more agilely, thereby better controlling the flight trajectory, reducing the possibility of formation chaos, and improving the control stability of coordinated flight.

[0017] Furthermore, the system of the present invention determines the signal modulation frequency of the lidar sensor by setting a preset first difference and a preset second difference. Since the operating frequencies of multiple unmanned helicopters are different, the aging degrees of the sensors are inconsistent, resulting in different results when measuring parameters such as distance and reflectivity, which leads to deviations in coordinated flight. By increasing the signal modulation frequency of the lidar sensor, the signal can be better separated from the interference signal in the frequency domain, and the sensor signal can be moved to a higher frequency band to avoid the frequency band where the interference signal is located. This can effectively reduce the impact of interference on the signal, improve the accuracy of signal transmission, and further improve the control stability of coordinated flight.

[0018] Furthermore, the system of the present invention determines the landing buffer time delay ratio of the unmanned helicopter by setting a preset first fluctuation amplitude and a preset second fluctuation amplitude. Since the unmanned helicopter generates large vibrations during takeoff and landing, the wiring terminals inside the power management system may be loosened due to repeated forces, resulting in poor contact, affecting the normal operation of the power management system, and thus causing the power supply voltage of the communication equipment to be unstable. By increasing the landing buffer time delay ratio of the unmanned helicopter, the impact force of the unmanned helicopter can be applied to the fuselage more slowly when it contacts the ground, reducing the damage of the vibration to the power management system, maintaining a more stable power supply for the communication equipment, and further improving the control stability of the coordinated flight.

[0019] Furthermore, the system of the present invention determines the flight attitude angle compensation rate of the unmanned helicopter by setting a preset offset. Since flying in mountainous or hilly areas affects the flight altitude of the unmanned helicopter, it is necessary to continuously adjust the flight attitude and speed of the helicopter, which increases the difficulty of coordination between the unmanned helicopters and causes formation chaos. By increasing the flight attitude angle compensation rate of the unmanned helicopter, the attitude deviation caused by the terrain can be quickly corrected, allowing the unmanned helicopter to respond to emergencies more agilely, thereby better controlling the flight trajectory, reducing the possibility of formation chaos, and further improving the control stability of coordinated flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is an overall structural block diagram of a tandem unmanned helicopter swarm cooperative flight control system according to an embodiment of the present invention;

[0021] Figure 2 The following is a logic flow chart of a tandem unmanned helicopter cluster cooperative flight control system according to an embodiment of the present invention;

[0022] Figure 3 It is a specific structural block diagram of the cooperative flight module of the tandem unmanned helicopter cluster cooperative flight control system according to an embodiment of the present invention;

[0023] Figure 4 It is a specific structural block diagram of the detection module of the tandem unmanned helicopter cluster cooperative flight control system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0025] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0026] It should be noted that, in the description of the present invention, terms such as "up", "down", "left", "right", "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings. This is merely for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0027] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0028] See also Figure 1 , Figure 2 , Figure 3 as well as Figure 4 As shown, they are respectively the overall structural block diagram, the logic flow chart, the specific structural block diagram of the cooperative flight module and the specific structural block diagram of the detection module of the tandem unmanned helicopter swarm cooperative flight control system of the embodiment of the present invention. The present invention provides a tandem unmanned helicopter swarm cooperative flight control system, comprising:

[0029] A collaborative flight module, used to make the unmanned helicopter cluster fly in a tandem formation, including a path planning unit for planning the flight path of the unmanned helicopters, a formation keeping unit connected to the path planning unit for making the unmanned helicopters maintain the tandem formation flight, a positioning unit connected to the unmanned helicopters for positioning the unmanned helicopters, and a take-off and landing unit connected to the unmanned helicopters for controlling the take-off and landing of the unmanned helicopters;

[0030] a detection module connected to the cooperative flight module, comprising a laser radar sensor connected to the unmanned helicopter for detecting surrounding obstacles, a voltage sensor connected to the battery of the unmanned helicopter for detecting the working voltage of the unmanned helicopter during flight, and a gyroscope connected to the unmanned helicopter for detecting the flight attitude of the unmanned helicopter;

[0031] A communication module, connected to the detection module, for transmitting the data detected by each sensor to the control module;

[0032] The control module is respectively connected to the collaborative flight module, the detection module and the communication module, and is used to determine the signal modulation frequency of the laser radar sensor according to the average difference in the straight-line distances between adjacent unmanned helicopters, or determine the landing buffer time delay ratio of the unmanned helicopter according to the fluctuation amplitude of the working voltage during the flight of the unmanned helicopter, or determine the flight attitude angle compensation rate of the unmanned helicopter according to the fluctuation amplitude of the working voltage during the flight of the unmanned helicopter and the relative position offset between the unmanned helicopters.

[0033] Specifically, the positioning unit is a GPS receiver for determining the position of the unmanned helicopter.

[0034] Specifically, the take-off and landing unit includes:

[0035] A rotation speed sensor connected to the motor of the unmanned helicopter to detect the rotation speed of the motor;

[0036] The shock absorber is connected to the unmanned helicopter and is used to absorb the impact force when the unmanned helicopter lands.

[0037] Specifically, the landing buffer time delay ratio of the unmanned helicopter refers to the degree of delay between the actual buffer action start time and the non-delay buffer action start time during the landing process of the unmanned helicopter.

[0038] Specifically, the relative position offset between the unmanned helicopters is the degree of deviation of the spatial position of one unmanned helicopter relative to another unmanned helicopter during the flight of the tandem unmanned helicopter cluster.

[0039] Specifically, the flight attitude angle compensation rate of the unmanned helicopter is the amount of attitude angle compensation change per unit time in order to correct the flight attitude angle deviation during the flight of the unmanned helicopter.

[0040] In implementation, the system of the present invention determines the signal modulation frequency of the lidar sensor according to the average difference in the straight-line distances between adjacent unmanned helicopters by setting a collaborative flight module, a detection module, a communication module and a control module. Due to the different operating frequencies of multiple unmanned helicopters, the aging degree of the sensors is inconsistent, resulting in different results when measuring parameters such as distance and reflectivity, which leads to deviations in collaborative flight. By increasing the signal modulation frequency of the lidar sensor, the signal can be better separated from the interference signal in the frequency domain, and the sensor signal can be moved to a higher frequency band to avoid the frequency band where the interference signal is located, which can effectively reduce the impact of interference on the signal and improve the accuracy of signal transmission. The landing buffer time delay ratio of the unmanned helicopter is determined according to the fluctuation amplitude of the working voltage of the unmanned helicopter during flight. Due to the large vibration generated by the unmanned helicopter during takeoff and landing, the wiring terminals inside the power management system may be repeatedly damaged. The force causes looseness, resulting in poor contact, affecting the normal operation of the power management system, and thus causing unstable power supply voltage for the communication equipment. By increasing the landing buffer time delay ratio of the unmanned helicopter, the impact force can be applied to the fuselage more slowly when the unmanned helicopter touches the ground, reducing the damage of vibration to the power management system, and maintaining a more stable power supply for the communication equipment. The flight attitude angle compensation rate of the unmanned helicopter is determined according to the relative position offset between the unmanned helicopters. Since flying in mountainous or hilly areas affects the flight altitude of the unmanned helicopter, it is necessary to continuously adjust the flight attitude and speed of the helicopter, which increases the difficulty of coordination between the unmanned helicopters and causes formation chaos. By increasing the flight attitude angle compensation rate of the unmanned helicopter, the attitude deviation caused by the terrain can be quickly corrected, allowing the unmanned helicopter to respond to emergencies more agilely, thereby better controlling the flight trajectory, reducing the possibility of formation chaos, and improving the control stability of coordinated flight.

[0041] Specifically, the control module is used to obtain the straight-line distances between several adjacent unmanned helicopters and calculate the average difference in the straight-line distances between the adjacent unmanned helicopters. If the average difference in the straight-line distances between the adjacent unmanned helicopters is greater than a preset first difference, it is determined that the control stability of the coordinated flight does not meet the requirements.

[0042] Specifically, the control module is used to preliminarily determine that the communication performance of the unmanned helicopter does not meet the requirements when the average difference in straight-line distances between adjacent unmanned helicopters is greater than the preset first difference and less than or equal to the preset second difference, and to determine whether the communication performance of the unmanned helicopter meets the requirements based on the fluctuation amplitude of the working voltage of the unmanned helicopter during flight.

[0043] It can be understood that the three intervals corresponding to the preset first difference amount and the preset second difference amount correspond to three situations respectively:

[0044] The first interval is when the average difference in the straight-line distances between adjacent unmanned helicopters is less than or equal to a preset first difference, corresponding to a situation where the control stability of the coordinated flight meets the requirements;

[0045] The second interval is when the average difference in the straight-line distances between adjacent unmanned helicopters is greater than the preset first difference and less than or equal to the preset second difference, corresponding to the large vibration of the unmanned helicopter during takeoff and landing, which may cause the wiring terminals inside the power management system to be loosened by repeated forces, resulting in poor contact, affecting the normal operation of the power management system, and thus causing the power supply voltage of the communication equipment to be unstable;

[0046] The third interval is that the average difference in the straight-line distances between adjacent unmanned helicopters is greater than the preset second difference. This corresponds to the different usage frequencies of multiple unmanned helicopters, which leads to inconsistent aging of sensors, resulting in different results when measuring parameters such as distance and reflectivity, and thus causing deviations in coordinated flight.

[0047] In practice, the preset first difference amount is generally selected in the range of [6cm, 8cm], and the preset second difference amount is generally selected in the range of [9cm, 11cm].

[0048] Preferably, the preferred embodiment of the preset first difference amount is 7 cm, and the preferred embodiment of the preset second difference amount is 10 cm.

[0049] Specifically, the average difference in straight-line distances between adjacent unmanned helicopters is the ratio of the sum of the distance differences between each two adjacent unmanned helicopters to the number of adjacent unmanned helicopter pairs.

[0050] In implementation, the system of the present invention determines the control stability of coordinated flight by setting a preset first difference amount and a preset second difference amount, thereby reducing the impact of decreased control accuracy of coordinated flight due to inaccurate determination of the control stability of coordinated flight, and further improving the control stability of coordinated flight.

[0051] Specifically, the control module is used to increase the signal modulation frequency of the laser radar sensor when the average difference in the straight-line distances between the adjacent unmanned helicopters is greater than the preset second difference;

[0052] The increase range of the signal modulation frequency of the laser radar sensor is determined by the difference between the average difference in straight-line distances between adjacent unmanned helicopters and a preset second difference.

[0053] Specifically, when the difference between the average difference in the straight-line distance between adjacent unmanned helicopters and the preset second difference is within 3 cm, the signal modulation frequency of the lidar sensor is increased to 1.1 times the original value; when the difference between the average difference in the straight-line distance between adjacent unmanned helicopters and the preset second difference exceeds 3 cm, the signal modulation frequency of the lidar sensor is increased by 2 kHz for every 2 cm exceeding the limit. For example, the difference between the average difference in the straight-line distance between adjacent unmanned helicopters and the preset second difference is 7 cm. The current signal modulation frequency of the lidar sensor is 20 kHz, and the increased signal modulation frequency of the lidar sensor is 20×1.1+2×2=26 kHz.

[0054] In implementation, the system of the present invention determines the signal modulation frequency of the lidar sensor by setting a preset first difference and a preset second difference. Since the operating frequencies of multiple unmanned helicopters are different, the aging degrees of the sensors are inconsistent, resulting in different results when measuring parameters such as distance and reflectivity, which leads to deviations in coordinated flight. By increasing the signal modulation frequency of the lidar sensor, the signal can be better separated from the interference signal in the frequency domain, and the sensor signal can be moved to a higher frequency band to avoid the frequency band where the interference signal is located. This can effectively reduce the impact of interference on the signal, improve the accuracy of signal transmission, and further improve the control stability of coordinated flight.

[0055] Specifically, the control module is used to obtain the working voltage of the unmanned helicopter during flight, and calculate the fluctuation amplitude of the working voltage of the unmanned helicopter during flight. If the fluctuation amplitude of the working voltage of the unmanned helicopter during flight is greater than a preset first fluctuation amplitude, it is determined that the communication performance of the unmanned helicopter does not meet the requirements.

[0056] Specifically, the control module is used to preliminarily determine that the environmental stability of the coordinated flight does not meet the requirements when the fluctuation amplitude of the working voltage of the unmanned helicopter is greater than a preset second fluctuation amplitude during flight, and to determine whether the environmental stability of the coordinated flight meets the requirements based on the relative position offset between the unmanned helicopters.

[0057] It can be understood that the three intervals corresponding to the preset first fluctuation range and the preset second fluctuation range correspond to three situations respectively:

[0058] The first interval is when the fluctuation amplitude of the working voltage of the unmanned helicopter is less than or equal to the preset first fluctuation amplitude during flight, corresponding to the situation where the communication performance of the unmanned helicopter meets the requirements;

[0059] The second interval is when the fluctuation amplitude of the working voltage of the unmanned helicopter is greater than the preset first fluctuation amplitude and less than or equal to the preset second fluctuation amplitude during flight. The corresponding unmanned helicopter generates large vibrations during takeoff and landing, which may cause the wiring terminals inside the power management system to be loosened due to repeated forces, resulting in poor contact, affecting the normal operation of the power management system, and thus causing the power supply voltage of the communication equipment to be unstable;

[0060] The third interval is when the fluctuation amplitude of the working voltage of the unmanned helicopter is greater than the preset second fluctuation amplitude when flying in mountainous or hilly areas, which affects the flight altitude of the unmanned helicopter. It is necessary to continuously adjust the flight attitude and speed of the helicopter, which increases the difficulty of coordination between the unmanned helicopters and leads to chaos in the formation.

[0061] In practice, the preset first fluctuation amplitude is generally selected from a range of [2V, 4V], and the preset second fluctuation amplitude is generally selected from a range of [5V, 7V].

[0062] Preferably, the preferred embodiment of the preset first fluctuation amplitude is 3V, and the preferred embodiment of the preset second fluctuation amplitude is 6V.

[0063] Specifically, the fluctuation amplitude of the operating voltage when the unmanned helicopter is flying is the difference between the maximum operating voltage and the minimum operating voltage when the unmanned helicopter is flying.

[0064] In implementation, the system of the present invention determines the communication performance of the unmanned helicopter by setting a preset first fluctuation amplitude and a preset second fluctuation amplitude, thereby reducing the impact of the decreased control stability of the coordinated flight due to inaccurate determination of the communication performance of the unmanned helicopter, and further improving the control stability of the coordinated flight.

[0065] Specifically, the control module is used to increase the landing buffer time delay ratio of the unmanned helicopter when the fluctuation amplitude of the working voltage is greater than the preset first fluctuation amplitude and less than or equal to the preset second fluctuation amplitude during the flight of the unmanned helicopter.

[0066] Specifically, the increase range of the delay ratio of the landing buffer time of the unmanned helicopter is determined by the difference between the fluctuation range of the working voltage of the unmanned helicopter during flight and the preset first fluctuation range.

[0067] Specifically, when the difference between the fluctuation amplitude of the working voltage of the unmanned helicopter during flight and the preset first fluctuation amplitude is within 2V, the landing buffer time delay ratio of the unmanned helicopter increases to 1.2 times the original; when the difference between the fluctuation amplitude of the working voltage of the unmanned helicopter during flight and the preset first fluctuation amplitude exceeds 2V, the landing buffer time delay ratio of the unmanned helicopter increases by 10% for every 1V exceeding it. For example, the difference between the fluctuation amplitude of the working voltage of the unmanned helicopter during flight and the preset first fluctuation amplitude is 4V. The current landing buffer time delay ratio of the unmanned helicopter is 5%. The increased landing buffer time delay ratio of the unmanned helicopter is 5%×1.2+10%×2=26%.

[0068] In implementation, the system of the present invention determines the landing buffer time delay ratio of the unmanned helicopter by setting a preset first fluctuation amplitude and a preset second fluctuation amplitude. Since the unmanned helicopter generates large vibrations during takeoff and landing, the wiring terminals inside the power management system may be loosened due to repeated forces, resulting in poor contact, affecting the normal operation of the power management system, and thus causing unstable power supply voltage of the communication equipment. By increasing the landing buffer time delay ratio of the unmanned helicopter, the impact force of the unmanned helicopter can be applied to the fuselage more slowly when it contacts the ground, reducing the damage of the vibration to the power management system, maintaining a more stable power supply for the communication equipment, and further improving the control stability of the coordinated flight.

[0069] Specifically, the control module is used to obtain the position of the unmanned helicopter and calculate the relative position offset between the unmanned helicopters. If the relative position offset between the unmanned helicopters is greater than a preset offset, it is determined that the environmental stability of the coordinated flight does not meet the requirements, and the flight attitude angle compensation rate of the unmanned helicopter is increased.

[0070] It can be understood that the two intervals corresponding to the preset offset correspond to two situations:

[0071] The first interval is when the relative position offset between the unmanned helicopters is less than or equal to the preset offset, corresponding to the situation where the environmental stability of the coordinated flight meets the requirements;

[0072] The second interval is when the relative position offset between the unmanned helicopters is greater than the preset offset, which corresponds to flying in mountainous or hilly areas, affecting the flight altitude of the unmanned helicopters. It is necessary to continuously adjust the flight attitude and speed of the helicopters, which increases the difficulty of coordination between the unmanned helicopters and leads to chaos in the formation.

[0073] In practice, the preset offset is generally selected in the range of [25cm, 35cm].

[0074] Preferably, a preferred embodiment of the preset offset is 30 cm.

[0075] In implementation, the system of the present invention determines the environmental stability of the coordinated flight by setting a preset offset, thereby reducing the impact of the decreased control stability of the coordinated flight due to inaccurate determination of the environmental stability of the coordinated flight, and further improving the control stability of the coordinated flight.

[0076] Specifically, the increase range of the flight attitude angle compensation rate of the unmanned helicopter is determined by the difference between the relative position offset between the unmanned helicopters and the preset offset.

[0077] Specifically, when the difference between the relative position offset between the unmanned helicopters and the preset offset is within 5 cm, the flight attitude angle compensation rate of the unmanned helicopter increases to 1.2 times the original; when the difference between the relative position offset between the unmanned helicopters and the preset offset exceeds 5 cm, the flight attitude angle compensation rate of the unmanned helicopter increases by 3° / s for every 2 cm exceeding. For example, the difference between the relative position offset between the unmanned helicopters and the preset offset is 9 cm, the current flight attitude angle compensation rate of the unmanned helicopter is 5° / s, and the increased flight attitude angle compensation rate of the unmanned helicopter is 5×1.2+3×2=12° / s.

[0078] Specifically, ° / s is the unit of the flight attitude angle compensation rate of the unmanned helicopter, which means degrees per second.

[0079] During implementation, the system of the present invention determines the flight attitude angle compensation rate of the unmanned helicopter by setting a preset offset. Since flying in mountainous or hilly areas affects the flight altitude of the unmanned helicopter, it is necessary to continuously adjust the flight attitude and speed of the helicopter, which increases the difficulty of coordination between the unmanned helicopters and causes formation chaos. By increasing the flight attitude angle compensation rate of the unmanned helicopter, the attitude deviation caused by the terrain can be quickly corrected, allowing the unmanned helicopter to respond to emergencies more agilely, thereby better controlling the flight trajectory, reducing the possibility of formation chaos, and further improving the control stability of coordinated flight.

[0080] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A tandem unmanned helicopter swarm collaborative flight control system, characterized in that: include: A collaborative flight module, used to make the unmanned helicopter cluster fly in a tandem formation, including a path planning unit for planning the flight path of the unmanned helicopters, a formation keeping unit connected to the path planning unit for making the unmanned helicopters maintain the tandem formation flight, a positioning unit connected to the unmanned helicopters for positioning the unmanned helicopters, and a take-off and landing unit connected to the unmanned helicopters for controlling the take-off and landing of the unmanned helicopters; a detection module connected to the cooperative flight module, comprising a laser radar sensor connected to the unmanned helicopter for detecting surrounding obstacles, a voltage sensor connected to the battery of the unmanned helicopter for detecting the working voltage of the unmanned helicopter during flight, and a gyroscope connected to the unmanned helicopter for detecting the flight attitude of the unmanned helicopter; A communication module, connected to the detection module, for transmitting the data detected by each sensor to the control module; The control module is connected to the cooperative flight module, the detection module and the communication module respectively, and is used to determine the signal modulation frequency of the laser radar sensor according to the average difference in the straight-line distances between adjacent unmanned helicopters, or to determine the landing buffer time delay ratio of the unmanned helicopter according to the fluctuation amplitude of the working voltage when the unmanned helicopter is flying, and to determine the flight attitude angle compensation rate of the unmanned helicopter according to the relative position offset between the unmanned helicopters; The landing buffer time delay ratio of the unmanned helicopter refers to the delay degree of the actual buffer action start time relative to the no-delay buffer action start time during the landing process of the unmanned helicopter.

2. The tandem unmanned helicopter swarm cooperative flight control system according to claim 1 is characterized in that: The control module is used to determine whether the control stability of the coordinated flight meets the requirements based on the average difference in straight-line distances between adjacent unmanned helicopters. If the average difference in straight-line distances between adjacent unmanned helicopters is greater than a preset first difference, it is determined that the control stability of the coordinated flight does not meet the requirements.

3. The tandem unmanned helicopter swarm cooperative flight control system according to claim 2 is characterized in that: The control module is used to preliminarily determine that the communication performance of the unmanned helicopter does not meet the requirements when the average difference in straight-line distances between adjacent unmanned helicopters is greater than the preset first difference and less than or equal to the preset second difference, and to determine whether the communication performance of the unmanned helicopter meets the requirements based on the fluctuation amplitude of the working voltage of the unmanned helicopter during flight.

4. The tandem unmanned helicopter swarm cooperative flight control system according to claim 3 is characterized in that: The control module is used to increase the signal modulation frequency of the laser radar sensor when the average difference in the straight-line distances between the adjacent unmanned helicopters is greater than the preset second difference; The increase range of the signal modulation frequency of the laser radar sensor is determined by the difference between the average difference in straight-line distances between adjacent unmanned helicopters and a preset second difference.

5. The tandem unmanned helicopter swarm cooperative flight control system according to claim 3 is characterized in that: The control module is used to determine whether the communication performance of the unmanned helicopter meets the requirements according to the fluctuation amplitude of the working voltage of the unmanned helicopter during flight. If the fluctuation amplitude of the working voltage of the unmanned helicopter during flight is greater than a preset first fluctuation amplitude, it is determined that the communication performance of the unmanned helicopter does not meet the requirements.

6. The tandem unmanned helicopter swarm cooperative flight control system according to claim 5 is characterized in that: The control module is used to preliminarily determine that the environmental stability of the coordinated flight does not meet the requirements when the fluctuation amplitude of the working voltage of the unmanned helicopter is greater than a preset second fluctuation amplitude during flight, and to determine whether the environmental stability of the coordinated flight meets the requirements based on the relative position offset between the unmanned helicopters.

7. The tandem unmanned helicopter swarm cooperative flight control system according to claim 6 is characterized in that: The control module is used to increase the landing buffer time delay ratio of the unmanned helicopter when the fluctuation amplitude of the working voltage is greater than the preset first fluctuation amplitude and less than or equal to the preset second fluctuation amplitude during the flight of the unmanned helicopter.

8. The tandem unmanned helicopter swarm cooperative flight control system according to claim 7 is characterized in that: The increase range of the delay ratio of the landing buffer time of the unmanned helicopter is determined by the difference between the fluctuation range of the working voltage of the unmanned helicopter during flight and the preset first fluctuation range.

9. The tandem unmanned helicopter swarm cooperative flight control system according to claim 6, characterized in that: The control module is used to determine whether the environmental stability of the coordinated flight meets the requirements based on the relative position offset between the unmanned helicopters. If the relative position offset between the unmanned helicopters is greater than the preset offset, it is determined that the environmental stability of the coordinated flight does not meet the requirements, and the flight attitude angle compensation rate of the unmanned helicopter is increased.

10. The tandem unmanned helicopter swarm cooperative flight control system according to claim 9, characterized in that: The increase range of the flight attitude angle compensation rate of the unmanned helicopter is determined by the difference between the relative position offset between the unmanned helicopters and the preset offset.

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