Synchronous control method and device, aircraft and computer readable storage medium

Abstract

The invention provides a synchronous control method and device, an aircraft and a computer readable storage medium, and relates to the field of control. Firstly, an attitude transformation instruction is responded, and a rotating speed control instruction and a propeller pitch control instruction are obtained; then, based on the propeller pitch control instruction, the propeller pitch of the propeller is adjusted to be the target propeller pitch; and when the propeller pitch is adjusted, a pre-constructed motor control model is utilized, and the motor is subjected to driving control once based on an angular speed control instruction obtained through conversion of the rotating speed control instruction every preset operation period, so that the rotating speed of the propeller driven by the motor reaches the target rotating speed. According to the invention, when driving control is carried out in the current operation period, error correction is carried out by using the disturbance data of the previous operation period, and the disturbance data can reflect external interference caused by pitch change; therefore, the stability and accuracy of controlling the propeller pitch and the rotating speed of the propeller at the same time can be effectively ensured by using the disturbance data for error correction.

Description

Technical Field

[0001] The present invention relates to the field of control, and in particular to a synchronous control method, device, aircraft and computer-readable storage medium. Background Art

[0002] A tiltrotor aircraft is a special type of aircraft that combines the features of a helicopter and a fixed-wing aircraft. This aircraft can take off and land vertically like a helicopter during takeoff, landing, and low-altitude flight, and fly like a fixed-wing aircraft during high-speed cruising.

[0003] When a tiltrotor aircraft changes its attitude in the air, it usually involves pitch adjustment (the pitch is the angle between the chord line of the propeller blade profile and the disc plane (blade tip trajectory plane)) and propeller speed adjustment. The pitch adjustment will affect the propeller speed adjustment to a certain extent. Therefore, how to synchronously achieve stable control of the pitch and propeller speed is a problem that needs to be considered. Summary of the invention

[0004] The object of the present invention is to provide a synchronous control method, device, aircraft and computer-readable storage medium to improve the problems existing in the prior art.

[0005] The embodiments of the present invention can be implemented as follows:

[0006] In a first aspect, the present invention provides a synchronization control method, comprising:

[0007] Responding to attitude change commands, obtaining speed control commands and pitch control commands;

[0008] Based on the pitch control instruction, adjusting the pitch of the propeller to a target pitch;

[0009] While adjusting the pitch, a pre-constructed motor control model is used to drive and control the motor once every preset operating cycle based on the angular velocity control instruction converted from the rotational speed control instruction, so that the motor drives the propeller to reach the target speed; wherein, when driving and controlling in the current operating cycle, the disturbance data of the previous operating cycle is used to perform error correction, and the disturbance data reflects the external interference caused by the pitch change.

[0010] Optionally, the motor control model includes a speed control model and a drive control model; the speed control model includes an angular velocity control model and an observation model;

[0011] The step of performing a drive control on the motor based on the angular velocity control instruction converted from the rotation speed control instruction comprises:

[0012] Obtain the status data and disturbance data of the previous operation cycle;

[0013] Inputting the angular velocity control instruction and the state data and disturbance data of the previous operation cycle into the angular velocity control model to obtain the driving current;

[0014] Inputting the driving current into the driving control model to obtain a driving signal;

[0015] Using the driving signal to drive the motor to rotate, and collecting the actual angular velocity of the motor;

[0016] The driving current and the actual angular velocity are input into the observation model to obtain state data and disturbance data of the current operation cycle.

[0017] Optionally, the angular velocity control model includes an angular velocity controller;

[0018] The step of inputting the angular velocity control instruction and the state data and disturbance data of the previous operation cycle into the angular velocity control model to obtain the driving current comprises:

[0019] Subtracting the angular velocity control instruction from the state data of the previous operation cycle and inputting the resultant into the angular velocity controller to obtain a speed loop output;

[0020] The ratio of the disturbance data of the previous operation cycle to the speed loop gain is used as the speed loop compensation;

[0021] The driving current is obtained by subtracting the speed loop output from the speed loop compensation.

[0022] Optionally, the state data includes a first angular velocity observation value and a second angular velocity observation value, and the disturbance data includes a first disturbance error and a second disturbance error;

[0023] The step of subtracting the angular velocity control instruction from the state data of the previous operation cycle and inputting the resultant into the angular velocity controller to obtain the speed loop output comprises:

[0024] The sum of the first angular velocity observation value and the second angular velocity observation value of the previous operation cycle is taken as the total angular velocity observation value;

[0025] Inputting the difference between the angular velocity control instruction and the total angular velocity observation value into the angular velocity controller to obtain the speed loop output;

[0026] The step of using the ratio of the disturbance data of the previous operation cycle to the speed loop gain as the speed loop compensation comprises:

[0027] The sum of the first disturbance error and the second disturbance error of the previous operation cycle is taken as the total disturbance error;

[0028] The product of the inverse of the speed loop gain and the total disturbance error is used as the speed loop compensation.

[0029] Optionally, the observation model includes a first observer and a second observer; the state data includes a first angular velocity observation value and a second angular velocity observation value, and the disturbance data includes a first disturbance error and a second disturbance error;

[0030] The step of inputting the driving current and the actual angular velocity into the observation model to obtain the state data and disturbance data of the current operation cycle includes:

[0031] Inputting the driving current, the actual angular velocity, and the first angular velocity observation value and the first disturbance error of the previous operation cycle into the first observer to obtain the first angular velocity observation value and the first disturbance error of the current operation cycle;

[0032] The driving current, the actual angular velocity, the second angular velocity observation value and the second disturbance error of the previous operation cycle, and the first disturbance error of the current operation cycle are input into the second observer to obtain the second angular velocity observation value and the second disturbance error of the current operation cycle.

[0033] Optionally, the first observer includes a first integrator and a second integrator;

[0034] The step of inputting the driving current, the actual angular velocity, and the first angular velocity observation value and the first disturbance error of the previous operation cycle into the first observer to obtain the first angular velocity observation value and the first disturbance error of the current operation cycle includes:

[0035] Obtaining a speed loop gain, a first observation gain, and a second observation gain;

[0036] Multiplying the driving current by the speed loop gain to obtain a first product;

[0037] Calculating the difference between the first angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a first error;

[0038] multiplying the first error by the first observation gain to obtain a second product;

[0039] Multiplying the first error by the second observation gain, and inputting the inverse of the multiplication result into the first integrator to obtain a first disturbance error of the current operation cycle;

[0040] A first addition and subtraction result is obtained by subtracting the second product from the first product and adding the first disturbance error of the current operation cycle. The first addition and subtraction result is input into the second integrator to obtain a first angular velocity observation value of the current operation cycle.

[0041] Optionally, the second observer includes a third integrator and a fourth integrator;

[0042] The step of inputting the driving current, the actual angular velocity, the second angular velocity observation value and the second disturbance error of the previous operation cycle, and the first disturbance error of the current operation cycle into the second observer to obtain the second angular velocity observation value and the second disturbance error of the current operation cycle includes:

[0043] Obtaining a speed loop gain, a third observation gain, and a fourth observation gain;

[0044] Multiplying the driving current by the speed loop gain to obtain a first product;

[0045] Calculating the difference between the second angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a second error;

[0046] multiplying the second error by the third observation gain to obtain a third product;

[0047] Multiplying the second error by the fourth observation gain, and inputting the inverse of the multiplication result into the third integrator to obtain a second disturbance error of the current operation cycle;

[0048] A second addition and subtraction result is obtained by adding the first disturbance error of the current operating cycle to the first product, subtracting the third product, and then adding the second disturbance error of the current operating cycle. The second addition and subtraction result is input into the fourth integrator to obtain a second angular velocity observation value of the current operating cycle.

[0049] In a second aspect, the present invention provides a synchronous control device, comprising:

[0050] A control response module is used to respond to attitude change instructions and obtain speed control instructions and pitch control instructions;

[0051] A pitch control module, configured to adjust the pitch of the propeller to a target pitch based on the pitch control instruction;

[0052] The motor control module is used to: convert the speed control instruction into an angular velocity control instruction; while adjusting the pitch, use a pre-constructed motor control model to drive and control the motor once every preset operating cycle based on the angular velocity control instruction converted from the speed control instruction, so that the motor drives the propeller to reach a target speed; wherein, when driving and controlling in the current operating cycle, the disturbance data of the previous operating cycle is used to perform error correction, and the disturbance data reflects the external interference caused by the pitch change.

[0053] In a third aspect, the present invention provides an aircraft, comprising: a memory and a processor, wherein the memory stores a software program, and when the aircraft is running, the processor executes the software program to implement the synchronous control method as described in the first aspect above.

[0054] In a fourth aspect, the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the synchronous control method described in the first aspect is implemented.

[0055] Compared with the prior art, the embodiments of the present invention provide a synchronous control method, device, aircraft and computer-readable storage medium, which first respond to the attitude change instruction to obtain the speed control instruction and the pitch control instruction; then adjust the pitch of the propeller to the target pitch based on the pitch control instruction; and while adjusting the pitch, use the pre-constructed motor control model to drive and control the motor once every preset operation cycle based on the angular velocity control instruction converted from the speed control instruction, so that the motor drives the propeller to reach the target speed. In the present invention, when the drive control is performed in the current operation cycle, the disturbance data of the previous operation cycle is used for error correction, and the disturbance data can reflect the external interference caused by the pitch change, so the use of the disturbance data for error correction can effectively ensure the stability and accuracy of the simultaneous control of the pitch and the propeller speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0057] Figure 1 One of the flow charts of a synchronization control method provided by an embodiment of the present invention.

[0058] Figure 2 A structural block diagram of a motor control model provided by an embodiment of the present invention.

[0059] Figure 3 A principle block diagram of a drive control model in a motor control model provided in an embodiment of the present invention.

[0060] Figure 4 This is a principle block diagram of a speed control model in a motor control model provided in an embodiment of the present invention.

[0061] Figure 5 This is a principle block diagram of a first observer provided by an embodiment of the present invention.

[0062] Figure 6 This is a principle block diagram of a second observer provided by an embodiment of the present invention.

[0063] Figure 7 A schematic diagram of the structure of a synchronous control device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0064] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0065] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. 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.

[0066] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0067] In addition, the terms “first”, “second”, etc., if used, are merely used to distinguish between the descriptions and should not be understood as indicating or implying relative importance.

[0068] It should be noted that, in the absence of conflict, the features in the embodiments of the present invention may be combined with each other.

[0069] When a tilt-rotor aircraft changes its attitude in the air, it usually involves the pitch adjustment and speed adjustment of the propeller, and the pitch adjustment will affect the propeller speed adjustment to a certain extent. Among them, the pitch of the propeller can change in the range of 0 to 90 degrees, and the pitch adjustment is to adapt to different flight modes (such as hovering, forward flight, transition flight, etc.). The conversion of these modes requires the motor to be able to quickly adapt to the change of load, so the load characteristic curve of the motor will show a large change. Therefore, when adjusting the pitch, using an ordinary PI (proportional-integral controller) controller to control the speed of the propeller is prone to problems such as slow response, overshoot, and large steady-state fluctuations, resulting in poor speed control effect.

[0070] In the prior art, there are the following two processing methods for simultaneously controlling the propeller speed and pitch.

[0071] Method 1: Through joint control, the load characteristic changes are received in real time during the adjustment process of the two, so as to synchronously adjust the speed control loop control parameters according to the changes in the load characteristics, so as to achieve the problem of controlling the speed. However, this requires joint action with the load controller, mutual coupling, and coordinated control. In this way, the two controllers are connected to receive and analyze the load characteristic changes in real time, which makes the control logic complicated, and the communication is easily disturbed, increasing the risk of interruption or misoperation, and the reliability is not high.

[0072] Method 2: Use auto-disturbance rejection control + various observers or parameter identification methods in the speed loop to find a suitable improved auto-disturbance rejection model, and compensate for different load change characteristics through auto-disturbance rejection to achieve stable speed control. However, whether it is a speed controller with nonlinear auto-disturbance rejection or linear auto-disturbance rejection plus sliding mode, not only the control method becomes complicated, but also the parameters are difficult to adjust. Moreover, when the load characteristics change greatly due to large pitch changes, only the rapidity and stability of the speed loop control can be adjusted. In some complex working conditions (such as large environmental interference or large overall vibration), the speed control stability will deteriorate, and the speed fluctuation will be large.

[0073] In summary, method 1 can maximize the anti-interference performance of the algorithm by adding control logic, reduce the control difficulty, and be able to cope with various load changes, but it increases the complexity of the system and the application scenarios will be limited; method 2 only considers the anti-interference ability during slight load changes. When the load characteristics often change greatly, it is easy to have problems such as speed control errors and large speed fluctuations.

[0074] Based on the discovery of the above technical problems, the inventors have proposed the following technical solutions to solve or improve the above problems through creative work. It should be noted that the defects in the solutions in the above prior art are the results obtained by the inventors after practice and careful research. Therefore, the discovery process of the above problems and the solutions proposed in the embodiments of the present application for the above problems below should all be the contributions made by the inventors to the present application in the process of invention and creation, and should not be understood as technical contents known to those skilled in the art.

[0075] In view of this, an embodiment of the present invention provides a synchronous control method, which can realize stable and rapid control of propeller speed under different pitch changes. The following is a detailed description through embodiments and in conjunction with the attached drawings.

[0076] Please refer to Figure 1 , Figure 1 A flowchart of a synchronous control method provided by an embodiment of the present invention is provided. The execution subject of the method may be an aircraft or a flight control system of the aircraft, and the method includes the following steps S100 to S300.

[0077] S100, responding to an attitude change instruction, obtaining a rotation speed control instruction and a pitch control instruction.

[0078] In this embodiment, the attitude change instruction is generated when the aircraft needs to switch flight modes (such as hovering mode, forward flight mode, transition flight mode, etc.), or the attitude change instruction can be generated when the aircraft senses changes in the external environment, such as encountering strong airflow or strong winds. Both of these situations involve adjustments to the pitch and speed of the propeller. Therefore, based on the attitude change instruction, the speed control instruction and the pitch control instruction can be obtained.

[0079] S200: Based on the pitch control instruction, adjust the pitch of the propeller to a target pitch.

[0080] In this embodiment, the pitch control instruction carries the target pitch that the propeller needs to achieve, and the specific pitch adjustment process is not described in detail here.

[0081] S300, while adjusting the pitch, using a pre-built motor control model, the motor is driven and controlled once every preset operation cycle based on an angular velocity control instruction converted from a rotational speed control instruction, so that the motor drives the propeller to reach a target rotational speed.

[0082] In this embodiment, the speed control instruction is converted into an angular velocity control instruction, wherein the speed control instruction carries the target speed n of the propeller. * , the angular velocity control instruction obtained by conversion is: Then, while adjusting the pitch, the speed of the propeller is controlled. The propeller is selected by the motor, so the motor speed is actually controlled. The control process is: using the pre-built motor control model, the motor is driven and controlled once every preset operating cycle based on the angular velocity control instruction converted from the speed control instruction, so that the speed of the propeller driven by the motor reaches the target speed.

[0083] It can be understood that for the control of the motor, the external interference factors are not constant, so the control of the motor speed is periodically corrected, and when the drive control is performed in the current operation cycle, the disturbance data of the previous operation cycle is used to perform error correction. The disturbance data reflects the external interference caused by the pitch change and the interference caused by the change of the flight environment of the aircraft.

[0084] The synchronous control method provided by the embodiment of the present invention first responds to the attitude change instruction to obtain the speed control instruction and the pitch control instruction; then, based on the pitch control instruction, the pitch of the propeller is adjusted to the target pitch; and while adjusting the pitch, the motor control model is used to drive and control the motor once every preset operation cycle based on the angular velocity control instruction converted from the speed control instruction, so that the motor drives the propeller to reach the target speed. In the present invention, when the drive control is performed in the current operation cycle, the disturbance data of the previous operation cycle is used for error correction, and the disturbance data can reflect the external interference caused by the pitch change, so the use of the disturbance data for error correction can effectively ensure the stability and accuracy of controlling the pitch and propeller speed at the same time.

[0085] For alternative implementations, see Figure 2 The motor control model includes a speed control model and a drive control model, and the speed control model includes an angular velocity control model and an observation model. Therefore, the process of driving the motor based on the angular velocity control instruction converted from the speed control instruction in step S300 may include the following sub-steps S310 to S350.

[0086] S310, obtaining state data and disturbance data of the previous operation cycle.

[0087] S320, inputting the angular velocity control instruction and the state data and disturbance data of the previous operation cycle into the angular velocity control model to obtain the driving current.

[0088] Optionally, the angular velocity control model may include an angular velocity controller, which may adopt, but is not limited to: a proportional (P) algorithm, a proportional-integral (PI) algorithm, a proportional-differential (PD) algorithm, a proportional-integral-differential (PID) algorithm, etc. Correspondingly, the sub-steps of step S320 may include S321 to S323.

[0089] S321, subtracting the angular velocity control instruction from the state data of the previous operation cycle and inputting the result into the angular velocity controller to obtain the speed loop output;

[0090] S322, taking the ratio of the disturbance data of the previous operation cycle to the speed loop gain as the speed loop compensation;

[0091] S323, the driving current is obtained by subtracting the speed loop output from the speed loop compensation.

[0092] S330 , input the driving current into a driving control model to obtain a driving signal.

[0093] S340: Use the driving signal to drive the motor to rotate, and collect the actual angular velocity of the motor.

[0094] In this embodiment, combined with Figure 2 The motor uses a permanent magnet synchronous motor (PMSM), and the driving signal is a UVW signal. The three letters represent the three different phases of the three-phase winding of the motor, namely, U phase, V phase, and W phase. The actual angular velocity of the motor can be determined based on the rotor position θ of the motor collected by the position sensor (Resolver).

[0095] S350, inputting the driving current and the actual angular velocity into the observation model to obtain the state data and disturbance data of the current operation cycle.

[0096] Optionally, observers such as LESO (Linear Extended State Observer) and load torque observer may be used in the observation model. In the case where the observation model includes the first observer and the second observer, the state data includes the first angular velocity observation value and the second angular velocity observation value, and the disturbance data includes the first disturbance error and the second disturbance error. Therefore, the sub-steps of step S350 may include S351-S352.

[0097] S351, input the driving current, the actual angular velocity, and the first angular velocity observation value and the first disturbance error of the previous operation cycle into the first observer to obtain the first angular velocity observation value and the first disturbance error of the current operation cycle.

[0098] S352, input the driving current, the actual angular velocity, the second angular velocity observation value and the second disturbance error of the previous operation cycle, and the first disturbance error of the current operation cycle into the second observer to obtain the second angular velocity observation value and the second disturbance error of the current operation cycle.

[0099] Furthermore, the sub-steps of S321 mentioned above may include S3211 to S3212.

[0100] S3211. Take the sum of the first angular velocity observation value and the second angular velocity observation value of the previous operation cycle as the total angular velocity observation value.

[0101] S3212, input the difference between the angular velocity control command and the total angular velocity observation value into the angular velocity controller to obtain the speed loop output.

[0102] The sub-steps of the above step S322 may include S3221 to S3222.

[0103] S3221. Take the sum of the first disturbance error and the second disturbance error of the previous operation cycle as the total disturbance error.

[0104] S3222. The product of the inverse of the speed loop gain and the total disturbance error is used as the speed loop compensation.

[0105] Optional, in Figure 2 Based on Figure 3 , Figure 3 The principle block diagram of the drive control model is shown in Figure 3 The three-phase AC drive signal is output from the drive module to the PMSM.

[0106] in, Figure 3 The speed control model can adopt the cascade LADRC (Linear Active Disturbance Rejection Control) structure, so in Figure 3 Based on Figure 4 , Figure 4 Figure 2 shows the principle block diagram of the speed control model. Figure 4 It can be seen that when the angle controller adopts the proportional algorithm, the state equation of the angular velocity control model is:

[0107]

[0108] in, Represents the target angular velocity required by the angular velocity control instruction. is the total angular velocity observation value of the previous operation cycle, k p represents the proportional control coefficient, u0 represents the speed loop output; b represents the speed loop gain, b=1.5·Pn·phif / J, Pn is the number of motor pole pairs, phif is the motor rotor flux, J is the overall moment of inertia of the motor and propeller; z2 is the total disturbance error of the previous operating cycle, Represents the drive current of the current operating cycle.

[0109] Optionally, the first observer includes a first integrator and a second integrator, and therefore, the sub-steps of step S351 may include S3511 to S3516.

[0110] S3511, obtain the speed loop gain, the first observation gain and the second observation gain.

[0111] S3512. Multiply the drive current by the speed loop gain to obtain a first product.

[0112] S3513. Calculate the difference between the first angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a first error.

[0113] S3514. Multiply the first error by the first observation gain to obtain a second product.

[0114] S3515. Multiply the first error by the second observation gain, and input the inverse of the multiplication result into the first integrator to obtain the first disturbance error of the current operation cycle.

[0115] S3516. Subtract the second product from the first product and add the first disturbance error of the current operation cycle to obtain a first addition and subtraction result, and input the first addition and subtraction result into the second integrator to obtain a first angular velocity observation value of the current operation cycle.

[0116] In this embodiment, combined with Figure 5 , Figure 5 is the principle block diagram of the first observer, Figure 5 It can be seen that the state equation of the first observer is:

[0117]

[0118] Among them, z 11 Represents the first angular velocity observation value of the previous operation cycle, ω m represents the actual angular velocity of the current operating cycle, e1 represents the first error, z 12 Represents the first disturbance error of the previous operating cycle; β 11 , β 12 Respectively represent the first observation gain and the second observation gain, b represents the speed loop gain, Represents the driving current of the current operating cycle; represents the derivation of the first angular velocity observation value of the current operation cycle, Represents the derivative of the first disturbance error of the current operating cycle.

[0119] Optionally, the second observer includes a third integrator and a fourth integrator, and therefore, the sub-steps of step S352 may include S3521 to S3526.

[0120] S3521. Obtain a speed loop gain, a third observation gain, and a fourth observation gain.

[0121] S3522. Multiply the drive current by the speed loop gain to obtain a first product.

[0122] S3523. Calculate the difference between the second angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a second error.

[0123] S3524. Multiply the second error by the third observation gain to obtain a third product.

[0124] S3525. Multiply the second error by the fourth observation gain, and input the inverse of the multiplication result into the third integrator to obtain the second disturbance error of the current operation cycle.

[0125] S3526. Add the first disturbance error of the current operating cycle to the first product, subtract the third product, and then add the second disturbance error of the current operating cycle to obtain a second addition and subtraction result, input the second addition and subtraction result into the fourth integrator to obtain the second angular velocity observation value of the current operating cycle.

[0126] In this embodiment, combined with Figure 6 , Figure 6 is the principle block diagram of the second observer, Figure 6 It can be seen that the state equation of the second observer is:

[0127]

[0128] Among them, z 21 Represents the second angular velocity observation value of the previous operation cycle, ω m represents the actual angular velocity of the current operating cycle, e2 represents the second error, z 22 Represents the second disturbance error of the previous operation cycle, β 21 , β 22 They represent the third observation gain and the fourth observation gain respectively, b represents the speed loop gain, Represents the driving current of the current operating cycle; 12 Represents the first disturbance error of the current operation cycle; represents the derivation of the second angular velocity observation value of the current operation cycle, Represents the derivative of the second disturbance error of the current operating cycle.

[0129] Among them, the four observer gains satisfy the following conditions:

[0130]

[0131] ω0 is the preset bandwidth of the two observers, and its typical value may be 400.

[0132] In the optional example, the operation cycle can be 1ms or 2ms, etc. After multiple operation cycle iterations, the actual angular velocity ω of the motor m Able to achieve the target angular velocity required by the angular velocity control instruction

[0133] It should be noted that the execution order of each step in the above method embodiment is not limited to that shown in the drawings, and the execution order of each step shall be based on the actual application situation.

[0134] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0135] In the present invention, pitch control and propeller speed control are completely decoupled and do not interfere with each other. In the process of propeller speed control, the two observers of the cascade LADRC are used to estimate the state and disturbance of the motor system in the current operation cycle, and the state and disturbance are substituted into the control process of the next operation cycle to perform error correction, so as to ensure that the propeller speed can be adjusted stably and accurately while the pitch is adjusted;

[0136] The motor control model adopted by the present invention can broaden the operating range of the speed loop to the maximum extent without increasing the algorithm complexity and parameter setting difficulty, and at the same time, does not consider the coordinated control with the variable pitch controller, and also avoids increasing the coupling between the two control systems, and can achieve fast and stable control of the speed loop under different load characteristics with minimal changes;

[0137] Combination Figure 3 , Figure 4 It can be seen that the motor control model adopted by the present invention belongs to a double closed-loop control structure, the outer loop is a cascade linear anti-disturbance control for controlling the propeller speed, and the inner loop is a linear anti-disturbance control current loop for controlling the drive current. Therefore, on the basis of the ordinary linear anti-disturbance control speed loop, the cascade linear anti-disturbance control adopted by the present invention realizes the speed loop control, and the speed loop adaptive load characteristic control of the variable pitch propeller is realized by using the cascade compensation method, so that no matter how the propeller blade pitch changes (0-90° pitch angle), the speed can be quickly and stably controlled.

[0138] In order to execute the corresponding steps in the above method embodiment and various possible implementation modes, an implementation mode of a synchronous control device is provided below.

[0139] See also Figure 7 , Figure 7 The structure diagram of the synchronous control device provided by the embodiment of the present invention is shown. The synchronous control device 200 comprises: a control response module 210 , a pitch control module 220 and a motor control module 230 .

[0140] A control response module 210, for responding to an attitude change instruction to obtain a speed control instruction and a pitch control instruction;

[0141] A pitch control module 220, configured to adjust the pitch of the propeller to a target pitch based on the pitch control instruction;

[0142] The motor control module 230 is used to: convert the speed control instruction into an angular velocity control instruction; while adjusting the pitch, use a pre-constructed motor control model to drive and control the motor once every preset operating cycle based on the angular velocity control instruction converted from the speed control instruction, so that the motor drives the propeller to reach the target speed; wherein, when driving and controlling in the current operating cycle, the disturbance data of the previous operating cycle is used to perform error correction, and the disturbance data reflects the external interference caused by the pitch change.

[0143] Optionally, the motor control model includes a speed control model and a drive control model; the speed control model includes an angular velocity control model and an observation model. The motor control module 230 can be specifically used to: obtain the state data and disturbance data of the previous operation cycle; input the angular velocity control instruction and the state data and disturbance data of the previous operation cycle into the angular velocity control model to obtain the drive current; input the drive current into the drive control model to obtain the drive signal; use the drive signal to drive the motor to rotate, and collect the actual angular velocity of the motor; input the drive current and the actual angular velocity into the observation model to obtain the state data and disturbance data of the current operation cycle.

[0144] Optionally, the angular velocity control model includes an angular velocity controller; the motor control module 230 can be specifically used to: subtract the angular velocity control instruction from the state data of the previous operating cycle and input it into the angular velocity controller to obtain the speed loop output; use the ratio of the disturbance data of the previous operating cycle to the speed loop gain as the speed loop compensation; and subtract the speed loop output from the speed loop compensation to obtain the driving current.

[0145] Optionally, the state data includes a first angular velocity observation value and a second angular velocity observation value, and the disturbance data includes a first disturbance error and a second disturbance error. The motor control module 230 can be specifically used to: take the sum of the first angular velocity observation value and the second angular velocity observation value of the previous operation cycle as the total angular velocity observation value; input the difference between the angular velocity control instruction and the total angular velocity observation value into the angular velocity controller to obtain the speed loop output. The motor control module 230 can be specifically used to: take the sum of the first disturbance error and the second disturbance error of the previous operation cycle as the total disturbance error; take the product of the inverse of the speed loop gain and the total disturbance error as the speed loop compensation.

[0146] Optionally, the observation model includes a first observer and a second observer; the state data includes a first angular velocity observation value and a second angular velocity observation value; and the disturbance data includes a first disturbance error and a second disturbance error.

[0147] The motor control module 230 can be specifically used to: input the driving current, actual angular velocity, and the first angular velocity observation value and the first disturbance error of the previous operating cycle into the first observer to obtain the first angular velocity observation value and the first disturbance error of the current operating cycle; input the driving current, actual angular velocity, the second angular velocity observation value and the second disturbance error of the previous operating cycle, and the first disturbance error of the current operating cycle into the second observer to obtain the second angular velocity observation value and the second disturbance error of the current operating cycle.

[0148] Optionally, the first observer includes a first integrator and a second integrator. The motor control module 230 can be specifically used to: obtain the speed loop gain, the first observation gain and the second observation gain; multiply the drive current by the speed loop gain to obtain a first product; calculate the difference between the first angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a first error; multiply the first error by the first observation gain to obtain a second product; multiply the first error by the second observation gain, and input the inverse of the multiplication result into the first integrator to obtain a first disturbance error of the current operation cycle; subtract the second product from the first product and add the first disturbance error of the current operation cycle to obtain a first addition and subtraction result, and input the first addition and subtraction result into the second integrator to obtain the first angular velocity observation value of the current operation cycle.

[0149] Optionally, the second observer includes a third integrator and a fourth integrator. The motor control module 230 can be specifically used to: obtain the speed loop gain, the third observation gain and the fourth observation gain; multiply the drive current by the speed loop gain to obtain a first product; calculate the difference between the second angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a second error; multiply the second error by the third observation gain to obtain a third product; multiply the second error by the fourth observation gain, and input the inverse of the multiplication result into the third integrator to obtain the second disturbance error of the current operation cycle; use the first disturbance error of the current operation cycle plus the first product, subtract the third product, and then add the second disturbance error of the current operation cycle to obtain a second addition and subtraction result, and input the second addition and subtraction result into the fourth integrator to obtain the second angular velocity observation value of the current operation cycle.

[0150] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the synchronization control device 200 described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0151] An embodiment of the present invention also provides an aircraft, which includes a processor, a memory and a bus, and the processor is connected to the memory via the bus.

[0152] The memory can be used to store software programs, for example, software programs corresponding to the synchronous control device 200 provided in the embodiment of the present invention. The processor executes various functional applications and data processing to implement the synchronous control method provided in the embodiment of the present invention by running the software programs stored in the memory.

[0153] Among them, the memory can be but is not limited to: RAM (Random Access Memory), ROM (Read Only Memory), FLASH (Flash Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electric Erasable Programmable Read-Only Memory), etc.

[0154] The processor can be an integrated circuit chip with signal processing capabilities. The processor can be a general-purpose processor, including: CPU (Central Processing Unit), NP (Network Processor), etc.; it can also be: DSP (Digital Signal Processing), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0155] It can be understood that the aircraft may further include more or fewer components, and each component may be implemented by hardware, software or a combination thereof.

[0156] The embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the synchronization control method disclosed in the above embodiment is implemented. The computer-readable storage medium can be, but is not limited to, various media that can store program codes, such as a USB flash drive, a mobile hard disk, a ROM, a RAM, a PROM, an EPROM, an EEPROM, a FLASH disk, or an optical disk.

[0157] In summary, the embodiments of the present invention provide a synchronous control method, device, aircraft and computer-readable storage medium, which first respond to the attitude change instruction to obtain the speed control instruction and the pitch control instruction; then adjust the pitch of the propeller to the target pitch based on the pitch control instruction; and while adjusting the pitch, use the pre-constructed motor control model to drive and control the motor once every preset operating cycle based on the angular velocity control instruction converted from the speed control instruction, so that the motor drives the propeller to reach the target speed. In the present invention, when the drive control is performed in the current operating cycle, the disturbance data of the previous operating cycle is used for error correction, and the disturbance data can reflect the external interference caused by the pitch change, so the use of the disturbance data for error correction can effectively ensure the stability and accuracy of the simultaneous control of the pitch and propeller speed.

[0158] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A synchronous control method, characterized in that: include: Responding to attitude change commands, obtaining speed control commands and pitch control commands; Based on the pitch control instruction, adjusting the pitch of the propeller to a target pitch; While adjusting the pitch, a pre-constructed motor control model is used to drive and control the motor once every preset operating cycle based on the angular velocity control instruction converted from the rotational speed control instruction, so that the motor drives the propeller to reach the target speed; wherein, when driving and controlling in the current operating cycle, the disturbance data of the previous operating cycle is used to perform error correction, and the disturbance data reflects the external interference caused by the pitch change.

2. The method according to claim 1, characterized in that The motor control model includes a speed control model and a drive control model; the speed control model includes an angular velocity control model and an observation model; The step of performing a drive control on the motor based on the angular velocity control instruction converted from the rotation speed control instruction comprises: Obtain the status data and disturbance data of the previous operation cycle; Inputting the angular velocity control instruction and the state data and disturbance data of the previous operation cycle into the angular velocity control model to obtain the driving current; Inputting the driving current into the driving control model to obtain a driving signal; Using the driving signal to drive the motor to rotate, and collecting the actual angular velocity of the motor; The driving current and the actual angular velocity are input into the observation model to obtain state data and disturbance data of the current operation cycle.

3. The method according to claim 2, characterized in that The angular velocity control model includes an angular velocity controller; The step of inputting the angular velocity control instruction and the state data and disturbance data of the previous operation cycle into the angular velocity control model to obtain the driving current comprises: Subtracting the angular velocity control instruction from the state data of the previous operation cycle and inputting the resultant into the angular velocity controller to obtain a speed loop output; The ratio of the disturbance data of the previous operation cycle to the speed loop gain is used as the speed loop compensation; The driving current is obtained by subtracting the speed loop output from the speed loop compensation.

4. The method according to claim 3, characterized in that The state data includes a first angular velocity observation value and a second angular velocity observation value, and the disturbance data includes a first disturbance error and a second disturbance error; The step of subtracting the angular velocity control instruction from the state data of the previous operation cycle and inputting the resultant into the angular velocity controller to obtain the speed loop output comprises: The sum of the first angular velocity observation value and the second angular velocity observation value of the previous operation cycle is taken as the total angular velocity observation value; Inputting the difference between the angular velocity control instruction and the total angular velocity observation value into the angular velocity controller to obtain the speed loop output; The step of using the ratio of the disturbance data of the previous operation cycle to the speed loop gain as the speed loop compensation comprises: The sum of the first disturbance error and the second disturbance error of the previous operation cycle is taken as the total disturbance error; The product of the inverse of the speed loop gain and the total disturbance error is used as the speed loop compensation.

5. The method according to claim 2, characterized in that: The observation model includes a first observer and a second observer; the state data includes a first angular velocity observation value and a second angular velocity observation value, and the disturbance data includes a first disturbance error and a second disturbance error; The step of inputting the driving current and the actual angular velocity into the observation model to obtain the state data and disturbance data of the current operation cycle includes: Inputting the driving current, the actual angular velocity, and the first angular velocity observation value and the first disturbance error of the previous operation cycle into the first observer to obtain the first angular velocity observation value and the first disturbance error of the current operation cycle; The driving current, the actual angular velocity, the second angular velocity observation value and the second disturbance error of the previous operation cycle, and the first disturbance error of the current operation cycle are input into the second observer to obtain the second angular velocity observation value and the second disturbance error of the current operation cycle.

6. The method according to claim 5, characterized in that The first observer includes a first integrator and a second integrator; The step of inputting the driving current, the actual angular velocity, and the first angular velocity observation value and the first disturbance error of the previous operation cycle into the first observer to obtain the first angular velocity observation value and the first disturbance error of the current operation cycle includes: Obtaining a speed loop gain, a first observation gain, and a second observation gain; Multiplying the driving current by the speed loop gain to obtain a first product; Calculating the difference between the first angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a first error; multiplying the first error by the first observation gain to obtain a second product; Multiplying the first error by the second observation gain, and inputting the inverse of the multiplication result into the first integrator to obtain a first disturbance error of the current operation cycle; A first addition and subtraction result is obtained by subtracting the second product from the first product and adding the first disturbance error of the current operation cycle. The first addition and subtraction result is input into the second integrator to obtain a first angular velocity observation value of the current operation cycle.

7. The method according to claim 5, characterized in that The second observer includes a third integrator and a fourth integrator; The step of inputting the driving current, the actual angular velocity, the second angular velocity observation value and the second disturbance error of the previous operation cycle, and the first disturbance error of the current operation cycle into the second observer to obtain the second angular velocity observation value and the second disturbance error of the current operation cycle includes: Obtaining a speed loop gain, a third observation gain, and a fourth observation gain; Multiplying the driving current by the speed loop gain to obtain a first product; Calculating the difference between the second angular velocity observation value of the previous operation cycle and the actual angular velocity to obtain a second error; multiplying the second error by the third observation gain to obtain a third product; Multiplying the second error by the fourth observation gain, and inputting the inverse of the multiplication result into the third integrator to obtain a second disturbance error of the current operation cycle; A second addition and subtraction result is obtained by adding the first disturbance error of the current operating cycle to the first product, subtracting the third product, and then adding the second disturbance error of the current operating cycle. The second addition and subtraction result is input into the fourth integrator to obtain a second angular velocity observation value of the current operating cycle.

8. A synchronous control device, characterized in that: include: A control response module is used to respond to attitude change instructions and obtain speed control instructions and pitch control instructions; a pitch control module, configured to adjust the pitch of the propeller to a target pitch based on the pitch control instruction; Motor control modules for: Converting the rotation speed control instruction into an angular velocity control instruction; While adjusting the pitch, a pre-constructed motor control model is used to drive and control the motor once every preset operating cycle based on the angular velocity control instruction converted from the rotational speed control instruction, so that the motor drives the propeller to reach the target speed; wherein, when driving and controlling in the current operating cycle, the disturbance data of the previous operating cycle is used to perform error correction, and the disturbance data reflects the external interference caused by the pitch change.

9. An aircraft, characterized in that: include: A memory and a processor, wherein the memory stores a software program, and when the aircraft is running, the processor executes the software program to implement the synchronous control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the synchronous control method according to any one of claims 1 to 7 is implemented.

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