A simulation deformation aircraft and control method

Abstract

The present invention relates to the field of aircraft control technology, and in particular, to a simulated deformable aircraft and a control method. The method comprises the following steps: S1, obtaining the parameter data of the aircraft, and dividing the aircraft movement form into a flight mode and a ground mode according to the parameter data, and then summarizing and establishing an aircraft form database; S2, performing aerial measurement and reconnaissance during the movement of the aircraft, obtaining the aircraft surrounding environment data, and then extracting a movable path by combining the surrounding environment data with the aircraft form database; S3, extracting a qualified mobile form corresponding to the movable path; generating a navigation path by combining the real-time position of the aircraft and the movable path selected by the user, and continuously optimizing it during the simulation process, and selecting the optimal mobile path and form combination through performance evaluation and comprehensive scoring of different mobile forms to achieve the most efficient flight.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft control, and in particular to a simulation deformation aircraft and a control method thereof. Background Art

[0002] As a cutting-edge technology in the aerospace field, the simulated morphing aircraft is designed to integrate multiple functions and forms to adapt to different mission requirements and complex environmental conditions;

[0003] Currently, search and rescue after natural disasters such as earthquakes, floods or storms, and after unique events such as floods, one event may be accompanied by another, destroying the landscape in different ways. Hurricanes may cause floods and wind damage to roads and buildings. Aerial maneuverability in these scenarios is not practical. In missions that require rapid traversal of different terrains, traditional aircraft may not be able to adapt quickly to changes in the environment, resulting in prolonged mission execution time and low efficiency. At the same time, when faced with complex environmental conditions, aircraft cannot automatically plan paths and find it difficult to effectively avoid various buildings and obstacles, making collision accidents prone to occur.

[0004] Therefore, a simulated deformable aircraft and a control method are proposed. Summary of the invention

[0005] The purpose of the present invention is to provide a simulated deformable aircraft and a control method to solve the problems raised in the above background technology.

[0006] In order to solve the above technical problems, one of the purposes of the present invention is to provide a control method for a simulated deformable aircraft, comprising the following steps:

[0007] S1. Obtaining the parameter data of the aircraft, and classifying the movement forms of the aircraft into flight mode and ground mode according to the parameter data, and then summarizing and establishing an aircraft form database;

[0008] S2. Perform aerial measurement and reconnaissance during the movement of the aircraft to obtain the aircraft's surrounding environment data, and then extract the movable path by combining the surrounding environment data with the aircraft morphology database;

[0009] S3, extracting the qualified moving form corresponding to the movable path, and performing deformation amplitude analysis based on the real-time moving form of the aircraft combined with the qualified moving form, and then performing deformation scoring based on the deformation amplitude;

[0010] S4, combining the qualified mobile form with the surrounding environment data to perform prediction performance evaluation, and scoring the performance according to the predicted performance, and then selecting the qualified mobile form for the movable path according to the deformation score and the performance score;

[0011] S5. Perform deformation movement simulation according to the movable path corresponding to the flight mission and the real-time position of the aircraft, generate control instructions based on the simulation results and send them to the aircraft, and extract deviations from the real-time position and simulation data, and then generate supplementary instructions based on the deviation data and send them to the aircraft for movement stabilization.

[0012] As a further improvement of the present technical solution, S1 establishes a network control connection with the simulated deformable aircraft by setting a remote control handle, and the remote control handle includes a display screen. The user selects a movable path through the display screen of the remote control handle to control the flight, and then extracts parameter data of the simulated deformable aircraft.

[0013] As a further improvement of the technical solution, the step of S1 is as follows:

[0014] S1.1. Analyze the movement form of the aircraft according to the parameter data to obtain the movement form that the aircraft can deform;

[0015] S1.2. Different mobile forms are classified according to the movement mode into flight mode and ground mode, and then summarized to establish an aircraft form database.

[0016] As a further improvement of the technical solution, the steps of S2 are as follows:

[0017] S2.1. The camera scanning device on the surface of the aircraft is automatically turned on during the movement of the aircraft, so that the image scanning device is used to scan and collect images, and then the image scanning data is converted and processed into surrounding environment data;

[0018] S2.2. Environmental modeling is performed based on the surrounding environment data, and then path analysis is performed in the environmental model. At the same time, different movement patterns of the aircraft are simulated and combined with the paths obtained through analysis to perform shuttle movement, and the passable movement paths are extracted to obtain the movable path of the aircraft.

[0019] As a further improvement of the technical solution, the steps of S3 are as follows:

[0020] S3.1. According to the simulation results of S2.2, extract the movement forms that can shuttle in each movable path, and then extract the real-time movement forms of the aircraft;

[0021] S3.2, analyzing the deformation amplitude of the real-time moving form in combination with the qualified moving form, obtaining the deformation amplitude of the difference between each qualified moving form and the real-time moving form, and then performing deformation scoring according to the deformation amplitude;

[0022] The greater the deformation, the lower the score, and the smaller the deformation, the higher the score.

[0023] As a further improvement of the technical solution, the step of S4 is as follows:

[0024] S4.1. Combine the qualified mobile forms with the environmental model to perform predictive performance evaluation, obtain the mobile performance of each qualified mobile form in the movable path, and then perform performance scoring based on the mobile performance;

[0025] The better the mobile performance, the higher the performance score, and the worse the mobile performance, the lower the performance score;

[0026] S4.2. Combine the deformation score and the performance score to comprehensively score each movable path and each qualified moving form, and then select the one with the highest comprehensive score, and retain the qualified moving form with the highest comprehensive score in each movable path.

[0027] As a further improvement of the technical solution, the step of S5 is as follows:

[0028] S5.1. Analyze the user's operation behavior on the remote controller to obtain the movable path selected by the user, then generate a navigation path based on the selected movable path combined with the real-time position of the aircraft, and then simulate the aircraft to perform deformation movement simulation based on the navigation path. When the simulation result shows that the movable path can be reached, the simulation data is retained. On the contrary, when the simulation result shows that the movable path cannot be reached, the navigation path is replanned to perform deformation movement simulation.

[0029] S5.2. According to S5.1, the simulation data is retained to generate control instructions, and then the control instructions are sent to the aircraft to control the movement. At the same time, the deviation is extracted based on the simulation data combined with the real-time position of the aircraft. When there is a deviation between the real-time position and the simulation data, the deviation data is extracted, and correction analysis is performed based on the deviation data. Based on the analysis results, supplementary instructions are generated and sent to the aircraft for movement stabilization. Conversely, when there is no deviation between the real-time position and the simulation data, monitoring is continued.

[0030] As a further improvement of the technical solution, in S5.1, when the real-time state of the aircraft is the flight mode, when generating the navigation path, the qualified moving form corresponding to the movable path is the ground mode, that is, according to the landing point selected around the movable path, the aircraft first arrives at the landing point to complete the transformation, and then moves to the movable path through the landing point;

[0031] When the qualified mobile form corresponding to the movable path is the flight mode, the real-time position is directly combined with the movable path to perform the shortest path planning, so that the aircraft flies straight to the landing point;

[0032] When the real-time status of the aircraft is ground mode, when generating the navigation path, the qualified movement form corresponding to the movable path is ground mode, that is, the real-time position is directly combined with the movable path to perform the shortest path planning, so that the aircraft moves in a straight line toward the movable path;

[0033] When the qualified moving form corresponding to the movable path is the flight mode, first select a position where take-off deformation can be performed, and then fly and move toward the movable path.

[0034] The second object of the present invention is to provide a simulated deformable aircraft, including a simulated deformable aircraft control method as described in any one of the above, including an aircraft body, wings are arranged at the four corners of the aircraft body, and tires are arranged on the outer layer of the wings.

[0035] Compared with the prior art, the present invention has the following beneficial effects:

[0036] 1. A simulated deformable aircraft and control method, which uses a camera scanning device on the surface of the aircraft to scan and collect images, and converts them into surrounding environment data, and then performs environmental modeling to provide the aircraft with comprehensive environmental information. This enables the aircraft to understand the surrounding obstacle distribution, terrain and other flight environment factors in real time, make response decisions in advance, effectively avoid the occurrence of collision accidents, and greatly improve the safety of flight. At the same time, deviations are extracted in real time based on the simulation data combined with the real-time position of the aircraft. Once a deviation is found, a correction analysis is immediately performed and a supplementary instruction is generated and sent to the aircraft for movement stabilization. Even if it is affected by external interference or changes in its own performance, it can quickly adjust to restore a stable flight state, effectively reducing flight risks.

[0037] 2. A simulated deformable aircraft and a control method. The simulated deformable aircraft has a variety of deformable moving forms and can select the most suitable moving form according to different mission requirements and environmental conditions. When high-speed flight is required, it can switch to flight mode to obtain faster speed and longer range. In complex terrain or narrow space, it can adopt ground driving mode or other suitable forms for movement. This diverse selection of moving forms improves the adaptability and passability of the aircraft in different scenarios, enabling it to better complete various complex tasks.

[0038] 3. A simulated deformable aircraft and control method, which generates a navigation path by combining the real-time position of the aircraft and the movable path selected by the user, and continuously optimizes it during the simulation process. Through performance evaluation and comprehensive scoring of different mobile forms, the optimal mobile path and form combination are selected to achieve the most efficient flight. This not only reduces flight time and energy consumption, but also improves the efficiency and success rate of mission execution, enabling the aircraft to complete more tasks in a shorter time, bringing higher value to practical applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is the overall flow chart of the present invention;

[0040] Figure 2 A flowchart of obtaining a mobile form that can be deformed by an aircraft according to the present invention;

[0041] Figure 3 A flowchart of the present invention for converting image scanning data into surrounding environment data;

[0042] Figure 4 A flowchart of extracting the real-time moving form of an aircraft according to the present invention;

[0043] Figure 5 A flowchart of retaining a qualified moving form with the highest comprehensive score in each movable path of the present invention;

[0044] Figure 6 A flowchart of the present invention for replanning the navigation path and performing deformation movement simulation;

[0045] Figure 7 It is a structural schematic diagram of the simulated deformable aircraft of the present invention. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only 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 ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0047] like Figure 1 - Figure 6 As shown, one of the purposes of the present invention is to provide a control method for a simulated deformable aircraft, comprising the following steps:

[0048] S1. Obtaining the parameter data of the aircraft, and classifying the movement forms of the aircraft into flight mode and ground mode according to the parameter data, and then summarizing and establishing an aircraft form database;

[0049] S1 establishes a network control connection with the simulated deformable aircraft by setting a remote control handle. At the same time, the remote control handle includes a display screen. The user selects a movable path through the display screen of the remote control handle to control the flight, and then extracts parameter data of the simulated deformable aircraft.

[0050] The steps of S1 are as follows:

[0051] S1.1. Analyze the movement form of the aircraft according to the parameter data to obtain the movement form that the aircraft can deform;

[0052] S1.2. Different mobile forms are classified into flight mode and ground mode according to the movement mode, and then the aircraft form database is established. The specific steps are as follows:

[0053] Data collection: Obtain various parameter data from the simulated deformable aircraft, including position coordinates, velocity vector, acceleration vector, attitude angle, and morphological parameters of each component;

[0054] Morphological analysis and recognition: Build a pattern recognition model, take the parameter changes of the deformable component as input, and train the model to recognize different movement patterns;

[0055] Flight mode classification: When the wings are in a specific extended state with a high speed and a relatively stable attitude, it can be judged as a fixed-wing flight mode;

[0056] If the aircraft's rotor speed is high and the lift generated is sufficient to support its flight, and attitude control is mainly achieved through changes in the rotor speed and angle, it can be classified as a rotor flight mode;

[0057] When the power output of the aircraft's power system is low, the aircraft mainly relies on the balance between gravity and air resistance to maintain flight, and the attitude angle adjustment is relatively gentle, it can be judged as a gliding flight mode;

[0058] Ground mode classification: If the landing gear of the aircraft is in the down position and the aircraft is moving on the ground by rotating the wheels, it can be judged as wheeled driving mode;

[0059] When the aircraft lands on two wheels and the two wheels take turns to leave the ground, its walking process can be described by the kinematic model and can be judged as a walking mode;

[0060] Database design: Select the MySQL database management system to enter the different movement patterns and related information obtained from the analysis into the database. With further testing and analysis of the aircraft, the data in the database will be continuously updated to improve the accuracy and completeness of the data.

[0061] S2. Perform aerial measurement and reconnaissance during the movement of the aircraft to obtain the aircraft's surrounding environment data, and then extract the movable path by combining the surrounding environment data with the aircraft morphology database;

[0062] The steps of S2 are as follows:

[0063] S2.1. The camera scanning device on the surface of the aircraft is automatically turned on during the movement of the aircraft, so that the image scanning device is used to scan and collect images, and then the image scanning data is converted and processed into surrounding environment data. The specific steps are as follows:

[0064] Automatic start trigger: When the aircraft starts to move, the aircraft's motion sensor triggers the camera scanning device to automatically start;

[0065] Image acquisition: The camera scanning device starts to continuously capture images of the surrounding environment at a set frame rate. Different shooting modes can be used, such as panoramic shooting, multi-angle shooting, etc., to obtain more comprehensive environmental information. For environments with high dynamic range, automatic exposure adjustment technology can be used to ensure that the brightness and contrast of the image are within a reasonable range;

[0066] Environmental data generation: Perform preprocessing operations such as denoising and enhancement on the collected images to improve image quality, and then extract key features from the preprocessed images to identify and analyze the surrounding environment. Then, based on the identified objects and features, combined with the position, posture and other information of the aircraft, the surrounding environment data is generated.

[0067] S2.2. Perform environmental modeling based on the surrounding environment data, and then perform path analysis in the environmental model. Simulate different movement patterns of the aircraft and combine the paths obtained by analysis to perform shuttle movement. Extract the passable movement paths to obtain the movable path of the aircraft. The specific steps are as follows:

[0068] Environmental modeling: Classify and organize the acquired surrounding environment data, including terrain data, obstacle distribution, etc. According to the characteristics and needs of the environment, select the geometric map method for modeling. For the geometric map method, use the geometric information in the surrounding environment data to build the objects and terrain models in the environment. For example, according to the coordinates and size of the building, draw polygons to represent the outline of the building; according to the terrain height data, generate a three-dimensional terrain model;

[0069] Path analysis: Convert the environment model into a data structure suitable for the path analysis algorithm. Using the Dijkstra algorithm or the A* algorithm, the environment model can be represented as a weighted graph, where nodes represent location points in the environment, edges represent the connection relationship between nodes, and edge weights can represent the distance between nodes, difficulty of travel, etc.

[0070] Simulate the shuttle movement of different movement forms of the aircraft in combination with the path: Determine different movement forms according to the design and function of the aircraft, define the corresponding motion model and parameters for each movement form, and for each target position, calculate the motion parameters required to reach the target point according to the current position and movement form of the aircraft. Then, based on the calculated motion parameters, simulate the movement process of the aircraft in the environment. At the same time, during the simulated movement process, record the movement state of the aircraft and the interaction with the environment. Based on the recorded information, evaluate the feasibility of the paths under different movement forms.

[0071] Extracting movable paths: Based on the evaluation results during the simulated movement process, filter out the movable paths that can be passed.

[0072] S3, extracting the qualified moving form corresponding to the movable path, and performing deformation amplitude analysis based on the real-time moving form of the aircraft combined with the qualified moving form, and then performing deformation scoring based on the deformation amplitude;

[0073] The steps for S3 are as follows:

[0074] S3.1. According to the simulation results of S2.2, extract the movement forms that can shuttle in each movable path, and then extract the real-time movement forms of the aircraft;

[0075] S3.2, analyzing the deformation amplitude of the real-time moving form in combination with the qualified moving form, obtaining the deformation amplitude of the difference between each qualified moving form and the real-time moving form, and then performing deformation scoring according to the deformation amplitude;

[0076] The greater the deformation, the lower the score, and the smaller the deformation, the higher the score. The specific steps are as follows:

[0077] Data collation: collate the data of each movable path in the simulation results, and then determine what kind of movement form is qualified on a specific path based on the mission requirements and the performance characteristics of the aircraft. For example, for a path that requires high-speed crossing of a narrow passage, the flying form may be more suitable, while for a path that requires slow movement on complex terrain, the ground driving form may be better;

[0078] Extracting the real-time movement form of the aircraft: Using sensors on the aircraft to collect the aircraft's status data in real time, including but not limited to speed, acceleration, attitude angle, and the shape parameters of each component, etc., and using the pre-established movement form recognition model based on the collected real-time data to determine the real-time movement form of the aircraft;

[0079] Deformation amplitude analysis: For each qualified movement form and real-time movement form, extract key features for comparison, calculate the difference between the qualified movement form and the real-time movement form. For the wing angle feature, if the wing angle of the qualified movement form is A and the wing angle of the real-time movement form is B, the deformation amplitude of the wing angle can be expressed as |AB|, and the formula is as follows:

[0080]

[0081] Where n is the number of features, w i is the weight of the i-th feature, d i is the difference between the qualified mobile form and the real-time mobile form in this feature, and D is the overall deformation amplitude;

[0082] Calculate the score: According to the relationship between the deformation amplitude and the score, determine the specific scoring rules. You can set a deformation amplitude threshold. When the deformation amplitude is less than the threshold, a higher score is given. When the deformation amplitude is greater than the threshold, the score decreases linearly with the increase of the deformation amplitude. Then, according to the determined scoring rules and the calculated deformation amplitude, score each combination of qualified movement form and real-time movement form.

[0083] Assume the highest frequency is S max , the lowest score is S min , the deformation amplitude threshold is D threshold , the score is S, which is expressed as follows:

[0084] when hour, ;

[0085] when hour, , where D max is the upper limit of deformation amplitude.

[0086] S4, combining the qualified mobile form with the surrounding environment data to perform prediction performance evaluation, and scoring the performance according to the predicted performance, and then selecting the qualified mobile form for the movable path according to the deformation score and the performance score;

[0087] The steps of S4 are as follows:

[0088] S4.1. Combine the qualified mobile forms with the environmental model to perform predictive performance evaluation, obtain the mobile performance of each qualified mobile form in the movable path, and then perform performance scoring based on the mobile performance;

[0089] The better the mobile performance, the higher the performance score, and the worse the mobile performance, the lower the performance score. The formula for speed-related indicators is as follows:

[0090]

[0091] Among them, v avg is the average speed, v i is the instantaneous speed of each point on the path, n is the number of speed measurement points on the path, and the average speed of the aircraft in the process of traveling along the movable path under a specific qualified mobile form is calculated;

[0092]

[0093] Among them, α v For speed stability, the speed fluctuation is measured by calculating the standard deviation of the speed. The smaller the standard deviation, the higher the speed stability.

[0094] The energy consumption index formula is as follows:

[0095]

[0096] Where E is the total energy consumption, P i is the motor power at different stages, t i is the corresponding running time, m is the number of stages, and the total energy consumption on the entire path is calculated based on the power system parameters and running time of the aircraft in this mobile form. The energy consumption can be calculated based on the motor power and running time;

[0097]

[0098] Among them, β is the energy efficiency, W is the effective energy consumption, which is defined as the ratio of the useful work done to complete the path to the total energy consumption. The effective energy consumption can be calculated based on factors such as the displacement of the aircraft and the resistance overcome.

[0099] The obstacle avoidance capability index formula is as follows:

[0100]

[0101] Among them, n success is the number of successful obstacle avoidances, n total is the total number of obstacles encountered, P success For the obstacle avoidance success rate, the ratio of the number of times the aircraft successfully avoided obstacles to the total number of times it encountered obstacles during the simulation was counted;

[0102]

[0103] Among them, t avg is the average time it takes for the aircraft to successfully avoid an obstacle after encountering it, t j is the time spent on each obstacle avoidance, k is the number of obstacle avoidances;

[0104] Simulate the movement process: Use the environment model and the dynamics model of the aircraft to simulate the movement of each qualified movement form on the corresponding movable path for multiple times. During the simulation process, record the state parameters of the aircraft and the interaction data with the environment. Then, based on the data recorded during the simulation process and according to the above-defined movement performance indicator formula, calculate the various indicator values ​​of each qualified movement form in the movable path.

[0105] Performance score: According to the task requirements and the importance of different mobile performance indicators, the weight of each indicator and the range and level of scoring are determined. For each qualified mobile form, the comprehensive performance score is calculated based on the values ​​of each mobile performance indicator and the corresponding weight. The formula is as follows:

[0106]

[0107] Among them, S is the comprehensive performance score, w i is the i-th index value, M i is the standardized score of the i-th mobile performance indicator, and a higher S score indicates better performance.

[0108] S4.2. Combine the deformation score and the performance score to comprehensively score each movable path and each qualified mobile form, and then select the highest comprehensive score, and retain the qualified mobile form with the highest comprehensive score in each movable path. The formula is as follows:

[0109]

[0110] Among them, C h It is a comprehensive score combining deformation score and performance score. x Deformation score, C y To score the performance, z x is the deformation score weight, z y The weight of the performance score is determined based on actual needs and the importance attached to deformation and performance.

[0111] For each movable path, traverse all qualified mobile forms and their corresponding comprehensive scores on the path, compare the comprehensive scores of each qualified mobile form, find the qualified mobile form with the highest comprehensive score, and mark other qualified mobile forms with lower comprehensive scores on the path as not retained.

[0112] S5. Perform deformation movement simulation according to the movable path corresponding to the flight mission and the real-time position of the aircraft, generate control instructions based on the simulation results and send them to the aircraft, and extract deviations from the real-time position and simulation data, and then generate supplementary instructions based on the deviation data and send them to the aircraft for movement stabilization.

[0113] The steps of S5 are as follows:

[0114] S5.1. Analyze the user's operation behavior on the remote controller to obtain the movable path selected by the user, then generate a navigation path based on the selected movable path combined with the real-time position of the aircraft, and then simulate the aircraft to perform deformation movement simulation based on the navigation path. When the simulation result shows that the movable path can be reached, the simulation data is retained. On the contrary, when the simulation result shows that the movable path cannot be reached, the navigation path is replanned to perform deformation movement simulation.

[0115] In S5.1, when the real-time state of the aircraft is in flight mode, when generating the navigation path, the qualified moving form corresponding to the movable path is the ground mode, that is, according to the landing point selected around the movable path, the aircraft first arrives at the landing point to complete the transformation, and then moves to the movable path through the landing point;

[0116] When the qualified mobile form corresponding to the movable path is the flight mode, the real-time position is directly combined with the movable path to perform the shortest path planning, so that the aircraft flies straight to the landing point;

[0117] When the real-time status of the aircraft is ground mode, when generating the navigation path, the qualified movement form corresponding to the movable path is ground mode, that is, the real-time position is directly combined with the movable path to perform the shortest path planning, so that the aircraft moves in a straight line toward the movable path;

[0118] When the qualified moving form corresponding to the movable path is the flight mode, first select a position where take-off deformation can be performed, and then fly and move toward the movable path.

[0119] S5.2. According to S5.1, the simulation data is retained to generate control instructions, and then the control instructions are sent to the aircraft to control movement. At the same time, deviation extraction is performed based on the simulation data combined with the real-time position of the aircraft. When there is a deviation between the real-time position and the simulation data, the deviation data is extracted, and correction analysis is performed based on the deviation data. Supplementary instructions are generated based on the analysis results and sent to the aircraft for movement stabilization. Conversely, when there is no deviation between the real-time position and the simulation data, monitoring is continued. The specific steps are as follows:

[0120] Deviation threshold setting: Set a reasonable deviation threshold according to the aircraft's control accuracy requirements and the actual flight environment;

[0121] Deviation analysis and correction command generation: When there is a deviation between the real-time position and the simulation data, analyze the cause and trend of the deviation, which may be caused by external environmental interference (wind field, airflow, etc.), changes in the aircraft's own performance (power system failure, component wear, etc.), or inaccurate execution of control commands.

[0122] Generate corresponding correction instructions based on the deviation analysis results. For example, if the position deviation is mainly an offset in a certain direction, you can generate an instruction to adjust the flight direction and speed to reduce the deviation; if the attitude deviation is large, you may need to generate instructions to adjust the various control surfaces of the aircraft (such as rudders and wings) to correct the attitude. The generation of correction instructions can be based on some simple control algorithms or empirical models, which are determined according to the characteristics and control methods of the aircraft. The correction instructions are sent to the aircraft so that it can adjust the flight status in time to achieve mobile stability.

[0123] When there is no deviation between the real-time position and the simulation data, continue to monitor the real-time position and status of the aircraft, and extract and judge the deviation again according to the predetermined time interval or event trigger mechanism (such as after flying a certain distance).

[0124] The second object of the present invention is to provide a simulated deformable aircraft, including any one of the above-mentioned simulated deformable aircraft control methods, including an aircraft body, wings are arranged at the four corners of the aircraft body, and tires are arranged on the outer layer of the wings;

[0125] like Figure 7 As shown, the wings can rotate on the surface of the aircraft to form a vertical or parallel position with the aircraft. When the aircraft needs to switch from the flight mode to the ground mode, the four wings are rotated downward in sequence, so that the tires on the wing surface contact the ground, so that the wings drive the aircraft to move on the ground in the manner of wheels;

[0126] When the aircraft needs to switch from ground mode to flight mode, the four wings are rotated upward in sequence so that the wings can drive the aircraft body to float in the air and the tires do not touch the ground.

[0127] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and descriptions are only preferred examples of the present invention and are not intended to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A control method for a simulated deformable aircraft, characterized in that: The following steps are involved: S1. Obtaining the parameter data of the aircraft, and classifying the movement forms of the aircraft into flight mode and ground mode according to the parameter data, and then summarizing and establishing an aircraft form database; S2. Perform aerial measurement and reconnaissance during the movement of the aircraft to obtain the aircraft's surrounding environment data, and then extract the movable path by combining the surrounding environment data with the aircraft morphology database; The steps of S2 are as follows: S2.

1. The camera scanning device on the surface of the aircraft is automatically turned on during the movement of the aircraft, so that the image scanning device is used to scan and collect images, and then the image scanning data is converted and processed into surrounding environment data; S2.2, environmental modeling is performed based on the surrounding environment data, and then path analysis is performed in the environmental model. At the same time, different movement patterns of the aircraft are simulated and combined with the paths obtained by analysis to shuttle movement, and the passable movement paths are extracted to obtain the movable path of the aircraft; S3, extracting the qualified moving form corresponding to the movable path, and performing deformation amplitude analysis based on the real-time moving form of the aircraft combined with the qualified moving form, and then performing deformation scoring based on the deformation amplitude; The steps of S3 are as follows: S3.

1. According to the simulation results of S2.2, extract the movement forms that can shuttle in each movable path, and then extract the real-time movement forms of the aircraft; S3.2, analyzing the deformation amplitude of the real-time moving form in combination with the qualified moving form, obtaining the deformation amplitude of the difference between each qualified moving form and the real-time moving form, and then performing deformation scoring according to the deformation amplitude; The greater the deformation, the lower the score, and the smaller the deformation, the higher the score; S4, combining the qualified mobile form with the surrounding environment data to perform prediction performance evaluation, and scoring the performance according to the predicted performance, and then selecting the qualified mobile form for the movable path according to the deformation score and the performance score; The steps of S4 are as follows: S4.

1. Combine the qualified mobile forms with the environmental model to perform predictive performance evaluation, obtain the mobile performance of each qualified mobile form in the movable path, and then perform performance scoring based on the mobile performance; The better the mobile performance, the higher the performance score, and the worse the mobile performance, the lower the performance score; S4.

2. Comprehensively score each movable path and each qualified movable form by combining the deformation score and the performance score, and then select the one with the highest comprehensive score, and retain the qualified movable form with the highest comprehensive score in each movable path; S5. Perform deformation movement simulation according to the movable path corresponding to the flight mission and the real-time position of the aircraft, generate control instructions based on the simulation results and send them to the aircraft, and extract deviations from the real-time position and simulation data, and then generate supplementary instructions based on the deviation data and send them to the aircraft for movement stabilization.

2. A control method for a simulated deformable aircraft according to claim 1, characterized in that: The S1 establishes a network control connection with the simulated deformable aircraft by setting a remote control handle, and the remote control handle includes a display screen. The user selects a movable path through the display screen of the remote control handle to control the flight, and then extracts parameter data of the simulated deformable aircraft.

3. The control method of a simulated deformable aircraft according to claim 1, characterized in that: The steps of S1 are as follows: S1.

1. Analyze the movement form of the aircraft according to the parameter data to obtain the movement form that the aircraft can deform; S1.

2. Different mobile forms are classified according to the movement mode into flight mode and ground mode, and then summarized to establish an aircraft form database.

4. The control method of a simulated deformable aircraft according to claim 1, characterized in that: The steps of S5 are as follows: S5.

1. Analyze the user's operation behavior on the remote controller to obtain the movable path selected by the user, then generate a navigation path based on the selected movable path combined with the real-time position of the aircraft, and then simulate the aircraft to perform deformation movement simulation based on the navigation path. When the simulation result shows that the movable path can be reached, the simulation data is retained. Conversely, when the simulation result shows that the movable path cannot be reached, the navigation path is replanned to perform deformation movement simulation; S5.

2. According to S5.1, the simulation data is retained to generate control instructions, and then the control instructions are sent to the aircraft to control the movement. At the same time, the deviation is extracted based on the simulation data combined with the real-time position of the aircraft. When there is a deviation between the real-time position and the simulation data, the deviation data is extracted, and correction analysis is performed based on the deviation data. Based on the analysis results, supplementary instructions are generated and sent to the aircraft for movement stabilization. Conversely, when there is no deviation between the real-time position and the simulation data, monitoring is continued.

5. A control method for a simulated deformable aircraft according to claim 4, characterized in that: In S5.1, when the real-time state of the aircraft is the flight mode, when the navigation path is generated, the qualified moving form corresponding to the movable path is the ground mode, then according to selecting a landing point around the movable path, the aircraft first arrives at the landing point to complete the transformation, and then moves to the movable path through the landing point; When the qualified mobile form corresponding to the movable path is the flight mode, the real-time position is directly combined with the movable path to perform the shortest path planning, so that the aircraft flies straight to the landing point; When the real-time status of the aircraft is ground mode, when generating the navigation path, the qualified movement form corresponding to the movable path is ground mode, the real-time position is directly combined with the movable path to perform the shortest path planning, so that the aircraft moves in a straight line toward the movable path; When the qualified moving form corresponding to the movable path is the flight mode, first select a position where take-off deformation can be performed, and then fly and move toward the movable path.

6. A simulated deformable aircraft, used to implement a simulated deformable aircraft control method as claimed in any one of claims 1 to 5, characterized in that: The invention comprises an aircraft body, wherein wings are arranged at the four corners of the aircraft body, and tires are arranged on the outer layer of the wings.

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