Flying car safety protection method and equipment based on liquid attitude control power system and medium

Abstract

The invention discloses an aerocar safety protection method and equipment based on a liquid attitude control power system and a medium, and relates to the technical field of flight control and safety protection. The method comprises the following steps: arranging a liquid attitude control power system on the hovercar; acquiring attitude information of the hovercar; the attitude information comprises an attitude angular rate and an attitude angle; and judging the working state of the hovercar according to the attitude information, controlling the rotating speeds and the rotating speed difference of the four groups of rotors when judging that the four groups of rotors L1-L4 work normally, and switching the liquid attitude control power system from a silent mode to a working mode when judging that any one of the four groups of rotors L1-L4 fails to work or severe weather exists. And controlling the four groups of attitude control spray pipes by using an attitude control engine switch control algorithm to obtain a flight body attitude control strategy scheme in a safety protection working mode so as to complete flight control of the hovercar. According to the invention, direct force control can be carried out by using the liquid attitude control power system, and real-time stability and accurate control of the attitude of the flying body in the flying process, especially before landing, can be realized.

Description

Technical Field

[0001] The present invention relates to the field of flight control and safety protection technology, and in particular to a flying car safety protection method, equipment and medium based on a liquid attitude control power system. Background Art

[0002] At present, while people are enjoying the convenient travel experience brought by cars, they are also increasingly aware of the road traffic congestion problem caused by the increase in the number of cars in cities. In order to improve travel efficiency and alleviate traffic congestion, the concept of urban three-dimensional transportation has gradually become richer. In addition to the widely mature transportation systems such as underground rail transportation and ground road transportation, low-altitude flight is gradually entering the public's field of vision, especially in recent years, with the breakthrough development of new technologies, new materials and upstream and downstream industrial chains such as new energy power technology, modern automobile electrification and intelligent technology, automatic driving and autonomous navigation technology, and superimposed with policy support and application scenario demand incentives, flying cars are ushering in a golden period of technology and industrial development with their dual-mode switching characteristics that can realize ground road driving and vertical take-off and low-altitude flight.

[0003] Although the taxiing take-off and landing fixed-wing flying car has high horizontal cruising efficiency, it is impossible to build a large number of airports due to the shortage of urban land resources, so its application is greatly restricted. Rotor-type flying cars can achieve electric vertical take-off and landing, with a wider application environment, which conforms to the modern urban three-dimensional transportation concept. Rotor-type flying cars are divided into two categories: integrated and split. In order to reduce the requirements of the flying part's load on the rotor take-off power and energy, the split flying car separates the manned cockpit from the ground vehicle chassis during take-off. After the flight is completed, it re-docking with the ground vehicle part that stays on the ground before ground driving; the integrated flying car does not have a separation and combination process, and ground driving and low-altitude flight are the same structural combination; at the same time, there is also a form in which the ground vehicle is used as the mother cabin of the eVTOL (electric Vertical Take-off and Landing, electric vertical take-off and landing aircraft), and the aircraft cabin and the land cockpit are completely independent. Whether it is an integrated flying car, a split flying car or an eVTOL, the most important safety requirement for its manned flying cabin is to be able to land as smoothly and controllably as possible under various uncertain disturbance environments and functional failure conditions of the flying body, and to ensure the personal safety of the cabin crew and ground personnel in the landing area.

[0004] In order to improve the safety performance of the entire process of takeoff, flight and landing of flying cars / eVTOL, several commonly used safety protection schemes include: redundant design of important nodes such as power systems and motors to meet the safety requirements of single-point failures; additional design of parachute systems, air cushion systems, buffer energy absorption devices, etc., to reduce the landing speed of the flying body and reduce the impact of landing in the forced landing mode. When the available deceleration time is long enough, the parachute can effectively reduce the landing speed of the flying body during the forced landing process, but it is impossible to achieve precise control of the landing posture of the flying body, especially the landing posture; after the parachute is opened, the flying body is basically in an uncontrolled floating state, and the landing points are scattered over a large range, which will pose a certain safety threat to the ground ecology and living environment. The air cushion system and buffer energy absorption device belong to passive safety protection schemes, and the actual safety protection effect is greatly affected by the landing posture of the flying body. Therefore, when the rotor fails to generate the aerodynamic force of the corresponding channel to balance the stability and control the posture of the flying body, the current safety protection method of the flying car in the fault mode lacks a solution for accurately controlling the posture of the flying body in the air and providing the desired stable posture for the landing of the flying body. Summary of the invention

[0005] The purpose of the present invention is to provide a flying car safety protection method, equipment and medium based on a liquid attitude control power system, which can use the liquid attitude control power system to perform direct force control, thereby achieving real-time stabilization and precise control of the attitude of the flying body during the flight process, especially before landing.

[0006] To achieve the above object, the present invention provides the following solutions:

[0007] A flying car safety protection method based on a liquid attitude control power system, comprising:

[0008] A liquid attitude control power system is arranged on the flying car; the liquid attitude control power system includes four groups of equipment from T1 to T4; each group of equipment includes a plurality of attitude control nozzles placed on the bottom support surface of the flying car, and the nozzle of each attitude control nozzle is vertically downward; the flying car also includes four groups of rotors from L1 to L4;

[0009] Acquiring attitude information of the flying car; the attitude information includes attitude angular rate and attitude angle;

[0010] The working state of the flying car is judged according to the attitude information. When it is determined that the four groups of rotors L1 to L4 are working normally, the rotation speed and the rotation speed difference of the four groups of rotors are controlled. When it is determined that any of the four groups of rotors L1 to L4 fails to work or there is bad weather, the liquid attitude control power system is switched from the silent mode to the working mode, and the four groups of attitude control nozzles are controlled by the attitude control engine switch control algorithm to obtain the flight body attitude control strategy solution under the safety protection working mode, thereby completing the flight control of the flying car.

[0011] Optionally, the flying car includes an integrated flying car, a split flying car, an electric vertical take-off and landing aircraft, and a flying body with the same working mode.

[0012] Optionally, the liquid attitude control power system is independent of the flying car rotor control system and other internal safety protection systems in terms of working mode and has no closed-loop coupling.

[0013] Optionally, the flight body attitude control strategy scheme in the safety protection working mode includes:

[0014] When the flying car encounters bad weather or rotor failure during flight, an emergency landing is performed to start the liquid attitude control power system, and the real-time roll angle, pitch angle and heading angle as well as the attitude angular rate around each coordinate axis of the flying body coordinate system are obtained according to the inertial navigation system carried by the flying body. A three-channel attitude motion control scheme is adopted to increase the attitude control damping characteristics of each channel, and at the same time stabilize the attitude angle near the set attitude angle value. The attitude motion correction network design algorithm is used to calculate the attitude control engine switch control instructions of the corresponding channel, and then the attitude control engine channel control instructions are signal integrated to obtain the switch control instructions of the attitude control engines of the four groups of equipment T1 to T4, and the attitude control nozzles of each group are controlled to execute actions according to the switch control instructions.

[0015] Optionally, the process of each group of attitude control nozzles performing an action is:

[0016] When the liquid attitude control power system is in working mode, the engine of each attitude control nozzle receives the opening and closing control instructions in real time, controls the corresponding solenoid valve to perform the switching action, and the monopropellant stored in the tank is ejected at high speed from the corresponding attitude control nozzle through the pipeline, generating a numerically stable reaction thrust, and the thrust action point is located at the throat of the attitude control nozzle. There is a force arm relative to the center of mass of the flying car. Therefore, after the attitude control nozzle is turned on, a control torque relative to the center of mass of the flying car is formed, and a resultant torque is formed by the independent action of a single attitude control nozzle or the combined action of multiple attitude control nozzles, thereby realizing the attitude motion control of the flying body.

[0017] Optionally, the specific processing process of the attitude control engine switch control algorithm includes:

[0018] Based on the preset correction network parameters and switch threshold values, the roll channel and pitch channel control instructions are generated, and then the signal is integrated to obtain the attitude control engine start and stop control instructions of the four groups of equipment T1 to T4, and the corresponding attitude control nozzles are controlled to execute the switch action to generate the required control force and control torque.

[0019] The present invention also provides an electronic device, including a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the above-mentioned flying car safety protection method based on the liquid attitude control power system.

[0020] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the flying car safety protection method based on the liquid attitude control power system as described above.

[0021] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0022] The present invention discloses a flying car safety protection method, device and medium based on a liquid attitude control power system. The method includes arranging a liquid attitude control power system on a flying car; obtaining attitude information of the flying car; the attitude information includes attitude angular rate and attitude angle; judging the working state of the flying car according to the attitude information, and when it is determined that the four groups of rotors L1 to L4 are all working normally, controlling the rotation speed and rotation speed difference of the four groups of rotors; when it is determined that any of the four groups of rotors L1 to L4 is out of work or there is bad weather, the liquid attitude control power system is switched from silent mode to working mode, and the four groups of attitude control nozzles are controlled by using the attitude control engine switch control algorithm, and the attitude control strategy of the flying body in the safety protection working mode is obtained to complete the flight control of the flying car. The present invention can use the liquid attitude control power system for direct force control, and realize the real-time stability and precise control of the attitude of the flying body during the flight process, especially before landing. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0024] Figure 1 This is a schematic diagram of the structure of a four-axis rotor flying car in this embodiment;

[0025] Figure 2 The definition of the flight body coordinate system OXYZ and the layout diagram of the liquid attitude control power system in this embodiment;

[0026] Figure 3 This is a thrust variation curve diagram of a certain type of liquid attitude control engine during the opening and closing process in this embodiment;

[0027] Figure 4This is a principle block diagram of the attitude control algorithm of the liquid attitude control power of the flying car in this embodiment;

[0028] Figure 5 This is a curve diagram of the mathematical simulation results of the rolling angle of the flying body in this embodiment;

[0029] Figure 6 This is a graph showing the mathematical simulation results of the pitch angle of the flying body in this embodiment;

[0030] Figure 7 This is a graph showing the mathematical simulation results of the three-channel attitude angular rate of the flying body in this embodiment;

[0031] Figure 8 Schematic diagram of mathematical simulation results of switch control instructions of attitude control engines T1 to T4 in this embodiment. DETAILED DESCRIPTION

[0032] 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.

[0033] The purpose of the present invention is to provide a flying car safety protection method, equipment and medium based on a liquid attitude control power system, which can use the liquid attitude control power system to perform direct force control, thereby achieving real-time stabilization and precise control of the attitude of the flying body during the flight process, especially before landing.

[0034] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] The present invention provides a flying car safety protection method based on a liquid attitude control power system, comprising:

[0036] First, a liquid attitude control power system is arranged on the flying car; the liquid attitude control power system includes four groups of equipment from T1 to T4; each group of equipment includes a plurality of attitude control nozzles placed on the bottom support surface of the flying car, and the nozzle of each attitude control nozzle is vertically downward; the flying car also includes four groups of rotors from L1 to L4.

[0037] Then, the attitude information of the flying car is obtained; the attitude information includes the attitude angular rate and the attitude angle, and the working state of the flying car is judged according to the attitude information. When it is determined that the four groups of rotors L1 to L4 are working normally, the rotation speed and the rotation speed difference of the four groups of rotors are controlled. When it is determined that any of the four groups of rotors L1 to L4 fails to work or there is bad weather, the liquid attitude control power system is switched from the silent mode to the working mode, and the four groups of attitude control nozzles are controlled by using the attitude control engine switch control algorithm, so as to obtain the flight body attitude control strategy scheme under the safety protection working mode, and complete the flight control of the flying car.

[0038] Based on the above content, the flying car safety protection method disclosed in this embodiment further includes arranging a set of single-component liquid attitude control power system in the flying car, setting a number of attitude control nozzles installed on the bottom support surface of the flying car, and using the attitude control algorithm to form control instructions to control the switch action of each attitude control nozzle to generate direct force. The control force and the corresponding control torque are numerically stable and are not affected by the atmospheric environmental conditions of the flight. The real-time stability and precise control of the attitude of the flying body before landing can be achieved during the flight process, especially before landing. In addition, the flying car described in this embodiment includes a generally integrated flying car, a split flying car, an eVTOL, and other various flying bodies with the same or similar working modes.

[0039] like Figure 1 As shown in the figure, a typical four-axis rotor flying car structure is cited, and four sets of rotors L1 to L4 are defined in the figure. During the flight of the flying car, the attitude angular rate of the rolling angle, pitch angle and heading angle of the flying body and the stable control of the attitude angle are achieved by controlling the speed and speed difference of the four sets of rotors. At the same time, the aerodynamic force of the flying body and its own gravity are combined to form the vector motion of the center of mass in three-dimensional space.

[0040] In order to facilitate the derivation, calculation and analysis of the forces and moments acting on the flying body of the flying car, a flying body coordinate system OXYZ is established, and the coordinate origin O is taken as the actual center of mass of the flying body; when the flying body is in a horizontal state, the OX axis is located in the longitudinal vertical plane of the flying body along the horizontal positive front direction as positive, the OY axis is positive when looking from the back to the front in the horizontal plane and points to the left as positive, and the OZ axis points upward to form a right-handed rectangular coordinate system, as shown in Figure 2 shown.

[0041] exist Figure 2L1~L4 are four sets of rotors, T1~T4 are four sets of attitude control engines of the liquid attitude control power system, which are installed on the bottom plane of the cockpit of the flying body, and the nozzle nozzle is vertically downward. After the liquid attitude control power system is triggered, each attitude control engine receives the opening and closing control instructions in real time, controls the corresponding solenoid valve to perform the switch action, and the monopropellant stored in the tank is ejected at high speed through the corresponding attitude control nozzle through the pipeline, generating a numerically stable reaction thrust in a very short time. The thrust action point is located at the throat of the attitude control nozzle, and there is a force arm relative to the center of mass of the flying car. Therefore, after the attitude control nozzle is opened, a control torque relative to the center of mass is formed on the flying car. The attitude motion control of the flying body is realized by forming a combined torque through the independent action of a single attitude control nozzle or the combined action of multiple attitude control nozzles.

[0042] Among them, the monopropellant uses non-toxic and non-polluting clean room-temperature industrial-grade liquid propellant, which has high performance and strong price advantages. Unlike the rotor that generates aerodynamic lift and torque through relative airflow rotation, the attitude control nozzle can directly generate reaction control force and torque after the liquid attitude control power system executes the start control command without the participation of other external media, so it is called direct force control.

[0043] Generally, the thrust establishment characteristics of liquid attitude control engines have the following transfer function structure properties:

[0044]

[0045] In the formula, τ is the pure delay time constant, and T is the first-order inertia link time constant. Taking a certain type of attitude control engine with a rated thrust of 2300N in ground state as an example, τ = 0.039s, T = 0.005s, the response characteristic curve to the attitude control engine switch control command is as follows: Figure 3 shown.

[0046] The response characteristic indicators T90 (the time from receiving the opening action command to the thrust rising to 90% of the rated thrust in the opening process) and T10 (the time from receiving the closing action command to the thrust falling to 10% of the rated thrust in the closing process) of the above-mentioned attitude control engine to the switch control step command are 50ms. Therefore, the response speed of the control force and control torque for flight body attitude control using a liquid attitude control power system is much higher than the response speed of generating control force and control torque by controlling the rotor speed.

[0047] based on Figure 2The establishment form of the flight body coordinate system and the installation arrangement of attitude control engines T1~T4 are shown, and the flight body attitude control strategy scheme under the safety protection working mode is designed. When the flying car encounters bad weather or rotor failure during flight, the liquid attitude control power system is started for emergency landing. According to the inertial navigation system (INS) carried by the flying body, the real-time roll angle, pitch angle and heading angle as well as the attitude angular rate around each coordinate axis of the flight body coordinate system are obtained. A three-channel attitude motion control scheme is adopted to increase the attitude control damping characteristics of each channel, and at the same time, the attitude angle is stabilized near the desired attitude angle value. Using a mature attitude motion correction network design algorithm, the attitude control engine switch control command of the corresponding channel is calculated, and then the attitude control engine channel control command is signal integrated to obtain the switch control command of the attitude control engine T1~T4 and then execute the action.

[0048] According to the coordinate system definition, attitude control engines T1 and T2 are turned on at the same time to generate control torque to increase the pitch angle of the flying body, and T3 and T4 are turned on at the same time to reduce the pitch angle of the flying body; attitude control engines T1 and T4 are turned on at the same time to increase the positive rolling angle of the flying body around the OX axis, and T2 and T3 are turned on at the same time to reduce the negative rolling angle of the flying body around the OX axis; after the rolling channel rolls a certain angle, the movement of the flying body in the lift surface can produce the center of mass movement of the heading plane, that is, the center of mass maneuver in the heading direction is achieved through the BTT (Bank-to-Turn) method. A liquid attitude control power system is introduced to stably control the attitude of the flying car. According to the attitude information of the inertial navigation system carried by the flying car itself, the switch control command signal of each attitude control engine is calculated through the attitude control algorithm. The attitude control engine executes the control command to turn on and off, and the flying car flying body obtains the required control force and control torque.

[0049] The working mode of the liquid attitude control power system is independent of the flying car rotor control system and other safety protection systems and has no closed-loop coupling. Therefore, adding a set of liquid attitude control power system to the flying car can further improve the overall reliability of the flying body's attitude control safety protection. For multi-rotor flying cars, when one or several rotor controls fail and it is impossible to achieve the synchronous stability of the flying body's roll, pitch and heading attitude simply by controlling the speed and speed difference of the remaining rotors that can work normally, or when encountering a strong convective flight environment and the rapidity of the rotor control cannot meet the rapidity requirements of the three-channel attitude stability, the flying body will face the danger of uncontrolled attitude rolling. When the attitude of the flying body rolls over a large range and at a large angular rate, the effectiveness of the rotor control itself will also introduce greater uncertainty. In the emergency landing mode, even if the flying car cabin lands at a relatively low speed under the condition that the passive safety protection schemes such as parachutes / buffer airbags work normally, if the landing attitude cannot be guaranteed, there will be unpredictable risks to the personal safety and experience of the flying car drivers and passengers. After the introduction of direct force control of liquid attitude control power, the attitude of the flying body can be precisely controlled from the forced landing to the landing of the flying car, and the attitude of the flying body can be stabilized at a small angular rate in real time and kept near the desired attitude angle value. If it is supplemented by high-level intelligent navigation systems such as ground terrain perception, the active control of the three-channel attitude of the landing point position and landing time can be realized, which can further improve the safety of the flying car's forced landing and avoid unnecessary safety threats to the personnel and environment in the landing area.

[0050] In a broader sense, the direct force control of the liquid attitude control power of the flying car can not only be used for attitude control during forced landing, but the attitude control engine can also work intermittently at the same time under the condition of ensuring attitude stability, which can be used for the speed control process of the flying body's landing deceleration. In other flight processes outside the forced landing mode, the combined switching action of the attitude control engine and the rapidity of its control force and control torque response can be used for various safety protection scenarios and driving experience such as autonomous emergency avoidance of obstacles and other flying objects, rapid increase in flight altitude, etc. during aerial flight.

[0051] As a specific embodiment, the following example is provided.

[0052] Based on the above-mentioned direct force control scheme of liquid attitude control power for flying cars, a set of typical flight object shape and quality parameters and attitude control engine related parameters are used to design the attitude control system control algorithm and control parameters. A six-degree-of-freedom mathematical simulation of the closed-loop system is carried out in the Matlab / Simulink computational simulation environment to verify and assess the feasibility, rationality and actual attitude control effect of applying the liquid attitude control power system to the safety protection control of flying cars.

[0053] Flying car adoption Figure 1 The quadcopter structure shown in the figure has a typical state selected for the solidification of the flight body shape and quality parameters. The mass m = 1500 kg. The moment of inertia and product of inertia of the flying car about each axis of the flight body coordinate system OXYZ are: xx =303.75kg·m 2 , J yy =798.26kg·m 2 , J zz =843.75kg·m 2 , J xy =J yx =16.20kg·m 2 , J yz =J zy =-8.44kg·m 2 , J xz =J zx =-42.68kg·m 2 , then the inertia tensor matrix J is as follows:

[0054]

[0055] The attitude control engines T1~T4 of the liquid attitude control power system are arranged in the installation surface parallel to the XOY plane of the flight body coordinate system, and the nozzles are vertically downward. The thrust is taken as the ground thrust of 2300N. The position coordinates of the thrust action point in the flight body coordinate system are:

[0056] T1: [1.32; 0.68; -0.30];

[0057] T2: [1.32;-0.68;-0.30];

[0058] T3: [-1.32;-0.68;-0.30];

[0059] T4: [-1.32; 0.68; -0.30];

[0060] The unit of the above data is m.

[0061] Assume that the flying car is in a stable hovering state, the four rotors L1~L4 work normally and the lift generated is 3675N. At this time, the total lift of the flying body is balanced with the gravity. The position coordinates of the lift points generated by the rotors L1~L4 in the flying body coordinate system are:

[0062] L1: [1.40; 0.90; 1.45];

[0063] L2: [1.40; -0.90; 1.45];

[0064] L3:[-1.40;-0.90;1.45];

[0065] L4: [-1.40; 0.90; 1.45];

[0066] The unit of the above data is m.

[0067] In the fault mode, rotor L1 fails, and the lift drops to zero within 1 second and no longer generates lift. At this time, the flying body not only experiences a downward movement of the center of mass, but also an attitude roll and pitch movement. If the lift is changed by adjusting the rotation speed of rotors L2 to L4 to control the attitude and center of mass of the flying body, the flying body is very likely to produce violent attitude large-scale cross-linking oscillations in the air, considering the serious coupling of flight dynamics and kinematics between channels and the large hysteresis characteristics of the rotor aerodynamic lift. The large-scale attitude change will lead to more complex aerodynamic lift change characteristics, inducing further attitude oscillations, resulting in a sharp increase in the risk of attitude divergence and loss of control of the flying body.

[0068] After the introduction of liquid attitude control power direct force control, the flying car navigation system obtains the real-time attitude angle and attitude angular rate of the flying body. The flight control system determines that the attitude control power system switches from silent mode to working mode after the rotor fails based on the attitude information. The attitude control engine switch control algorithm is loaded and run in the flying car central control unit module as part of the flight control software. The principle block diagram of the attitude control algorithm of the flying car liquid attitude control power is as follows: Figure 4 shown.

[0069] Where the correction network transfer function has the following form:

[0070]

[0071] The calculation results of the correction network are compared with the designed switch threshold values, and the output values ​​are the switch control quantities of the corresponding channels -1, 0 and 1; the signal synthesis of the switch control quantities of each channel is performed to obtain the on / off control instructions of the attitude control engines T1~T4, thereby generating the required control force and control torque, and stabilizing the actual attitude angle of the flight body near the desired ideal attitude angle.

[0072] A six-degree-of-freedom mathematical simulation model of the flying state of the flying car is established. The above numerical values ​​are used in Matlab / Simulink software to build a calculation model of the weight of the flying vehicle, the lift and torque calculation model generated by the rotor, and the control force and control torque calculation model of the attitude control engine. The navigation calculation and attitude control system calculation sampling module is built, and the sampling calculation cycle is 10ms. Combined with the mathematical simulation results, the correction network parameters and switch threshold values ​​are iteratively designed, and the roll channel and pitch channel control instructions are generated. After the signal synthesis is performed, the T1~T4 attitude control engine opening and closing control instructions are obtained, and the corresponding nozzle is controlled to perform the switch action to generate the required control force and control torque. After completing the construction of the mathematical simulation model and the realization of the attitude control algorithm, a mathematical simulation is performed to verify the feasibility and effectiveness of the flying car introducing a liquid attitude control power system for attitude stable flight control when the rotor is working abnormally. Under the condition that rotors L1~L4 work normally, the attitude of the flight body remains stable; at 10s, it is assumed that rotor L1 fails and its lift drops rapidly to zero. In order to reduce the attitude torsion torque generated by the aerodynamic torque of the lift of rotor L3 in the symmetrical position on the center of mass of the flight body, the lift generated by rotor L3 is reduced to a smaller value by adjusting the rotation speed. Due to the inherent properties such as the offset of the center of mass of the flight body in three-dimensional space and its uncertainty and the hysteresis characteristics generated by the rotor control torque, the three-channel attitude of the flight body oscillates at a large angle and quickly becomes unstable and divergent in the mathematical simulation without introducing direct force control of liquid attitude control power. Direct force control of liquid attitude control power is introduced, and the flight control system determines that the rotor is abnormal based on the attitude angle and attitude angular rate information obtained by navigation calculation, triggers the operation of the liquid attitude control power system, and executes the attitude control nozzle switch command calculated by the attitude control system. Record the roll angle and pitch angle of the flight body, the three-channel attitude angular rate data, and the switch control commands of the attitude control engine T1~T4 in the mathematical simulation results, see Figures 5 to 8 shown.

[0073] From the six-degree-of-freedom mathematical simulation results, it can be seen that after the liquid attitude control power system is started, the roll angle and pitch angle of the flight body are always kept within a small numerical range, and the three-channel attitude remains stable.

[0074] In addition, liquid attitude control power direct force control can not only be used for attitude stability control of the flying body, but also deeply couples the rotor control with the liquid attitude control power direct force control. By adjusting the rotation speed of the normally working rotor in real time to adjust the lift and torque generated by the rotor, and utilizing the equivalent lift directional force generated by the attitude control engine of the liquid attitude control power system, the flying body can simultaneously obtain relatively ideal attitude control and center of mass control effects, control the flying car to approach a more friendly landing point, and land smoothly at a low speed to achieve a reliable soft landing.

[0075] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0076] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the core idea of ​​the present invention. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A flying car safety protection method based on a liquid attitude control power system, characterized in that: include: A liquid attitude control power system is arranged on the flying car; the liquid attitude control power system includes four groups of equipment from T1 to T4; each group of equipment includes a plurality of attitude control nozzles placed on the bottom support surface of the flying car, and the nozzle of each attitude control nozzle is vertically downward; the flying car also includes four groups of rotors from L1 to L4; Acquiring attitude information of the flying car; the attitude information includes attitude angular rate and attitude angle; The working state of the flying car is judged according to the attitude information. When it is determined that the four groups of rotors L1 to L4 are working normally, the rotation speed and the rotation speed difference of the four groups of rotors are controlled. When it is determined that any of the four groups of rotors L1 to L4 fails to work or there is bad weather, the liquid attitude control power system is switched from the silent mode to the working mode, and the four groups of attitude control nozzles are controlled by the attitude control engine switch control algorithm to obtain the flight body attitude control strategy solution under the safety protection working mode, thereby completing the flight control of the flying car.

2. The flying car safety protection method based on liquid attitude control power system according to claim 1 is characterized in that: The flying car includes an integrated flying car, a split flying car, an electric vertical take-off and landing aircraft, and a flying body with the same working mode.

3. The flying car safety protection method based on liquid attitude control power system according to claim 1 is characterized in that: The liquid attitude control power system is independent of the flying car rotor control system and other internal safety protection systems in terms of working mode and has no closed-loop coupling.

4. The flying car safety protection method based on liquid attitude control power system according to claim 1 is characterized in that: The flight body attitude control strategy scheme in the safety protection working mode includes: When the flying car encounters bad weather or rotor failure during flight, an emergency landing is performed to start the liquid attitude control power system, and the real-time roll angle, pitch angle and heading angle as well as the attitude angular rate around each coordinate axis of the flying body coordinate system are obtained according to the inertial navigation system carried by the flying body. A three-channel attitude motion control scheme is adopted to increase the attitude control damping characteristics of each channel, and at the same time stabilize the attitude angle near the set attitude angle value. The attitude motion correction network design algorithm is used to calculate the attitude control engine switch control instructions of the corresponding channel, and then the attitude control engine channel control instructions are signal integrated to obtain the switch control instructions of the attitude control engines of the four groups of equipment T1 to T4, and the attitude control nozzles of each group are controlled to execute actions according to the switch control instructions.

5. The flying car safety protection method based on liquid attitude control power system according to claim 4 is characterized in that: The process of each group of attitude control nozzles performing actions is as follows: When the liquid attitude control power system is in working mode, the engine of each attitude control nozzle receives the opening and closing control instructions in real time, controls the corresponding solenoid valve to perform the switching action, and the monopropellant stored in the tank is ejected at high speed from the corresponding attitude control nozzle through the pipeline, generating a numerically stable reaction thrust, and the thrust action point is located at the throat of the attitude control nozzle. There is a force arm relative to the center of mass of the flying car. Therefore, after the attitude control nozzle is turned on, a control torque relative to the center of mass of the flying car is formed, and a resultant torque is formed by the independent action of a single attitude control nozzle or the combined action of multiple attitude control nozzles, thereby realizing the attitude motion control of the flying body.

6. The flying car safety protection method based on liquid attitude control power system according to claim 1 is characterized in that: The specific processing process of the attitude control engine switch control algorithm includes: Based on the preset correction network parameters and switch threshold values, the roll channel and pitch channel control instructions are generated, and then the signal is integrated to obtain the attitude control engine start and stop control instructions of the four groups of equipment T1 to T4, and the corresponding attitude control nozzles are controlled to execute the switch action to generate the required control force and control torque.

7. An electronic device, characterized in that: The invention comprises a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the flying car safety protection method based on a liquid attitude control power system according to any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that: It stores a computer program, which, when executed by a processor, implements the flying car safety protection method based on a liquid attitude control power system as described in any one of claims 1 to 6.

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