Aircraft vertical take-off process control method and system and storage medium

Abstract

The invention discloses an aircraft vertical takeoff process control method and system and a storage medium, and realizes stable transition of an aircraft from vertical takeoff to flight in an advancing direction through accurate control of the rotating speed of a tilting rotor and optimization of a tilting process. In the transition process of the aircraft, by reducing the rotating speed of the tilting rotor wings, the influence of aerodynamic disturbance generated by the tilting rotor wings on the wings and the aircraft body is avoided, so that the flight comfort and safety are improved; meanwhile, the flight speed and the flight height of the aircraft in the transition period are maintained by depending on the propelling propellers, the design of a flight control system is simplified, and the complexity and the redundancy of the control system are reduced; the aircraft adopting the takeoff process control method has higher safety, stability and comfort, and is suitable for various application scenes including the fields of urban air traffic and emergency rescue.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft control, and in particular relates to an aircraft vertical take-off process control method, system and storage medium. Background Art

[0002] In recent years, vertical take-off and landing vehicles (VTOL) have gained wide attention in many fields such as civil, military and logistics. Especially in the fields of urban air traffic and emergency rescue, VTOL technology is expected to solve problems such as traffic congestion and rapid response. Since VTOL aircraft can take off and land vertically without relying on runways, they have significant advantages in scenes with complex terrain or limited space. Research on this type of aircraft has been carried out worldwide, especially in personal travel and drone logistics. It has broad application prospects. However, the existing vertical take-off and landing technology still faces many challenges such as efficiency and control complexity. Vertical take-off and landing aircraft can be roughly divided into three layout forms: multi-rotor, compound wing and tilt-rotor.

[0003] Aircraft with a compound wing layout generally have two sets of independently working drive systems: a lift rotor group and a thrust propeller. The lift rotor group is responsible for the vertical take-off and landing of the aircraft. After the aircraft leaves the ground, the thrust propeller is responsible for propelling the aircraft forward. When the aircraft relies on the thrust propeller to fly, the lift propeller is shut down and does not work. A representative example of an aircraft with a compound wing layout is the application text of a helicopter with application number 202310497595.5, which uses a lift rotor group and a thrust propeller system to be responsible for vertical take-off and landing and forward flight respectively. However, the main drawback of this design is that the lift rotor group no longer works during the horizontal flight phase, becoming a "dead weight", which seriously affects the flight efficiency and range.

[0004] A tilt-rotor aircraft has a set of rotors that can be tilted at different angles. Before takeoff, the wing surface of the tilt-rotor is basically parallel to the horizontal plane. When the aircraft is ready to take off, the tilt-rotor gradually increases its rotation speed to generate lift, and the aircraft takes off vertically. After the aircraft leaves the ground, the wing surface of the tilt-rotor gradually tilts from being parallel to the horizontal plane to being perpendicular to the horizontal plane. In this process, part of the lift of the tilt-rotor is converted into power to propel the aircraft forward until all the lift is used to propel the aircraft forward. Although the tilt-rotor layout simplifies the system design, the airflow generated during its transition process places extremely high demands on the control of the aircraft. For example, in the application text of the tilt-rotor multi-rotor aircraft with application number 201610386679.1, the aerodynamic disturbance of the tilt-rotor will affect the fuselage, thereby reducing flight comfort and safety.

[0005] The existing tilt control strategy has the following problems: 1. During the tilt process, the aerodynamic coupling between the rotor, wing and fuselage is strong, and the aerodynamic interference is very serious; 2. The tilt transition process is difficult to control. In a tilt-rotor aircraft, the strong airflow disturbances generated during the tilt process often affect the stability of the aircraft. For example, the additional aerodynamic interference on the wings and fuselage will increase the complexity of the flight control system, thereby increasing the difficulty of design and debugging. This not only reduces the ride comfort of passengers, but also increases the requirements for redundancy and safety of the flight control system. Therefore, it is difficult for existing technologies to simultaneously meet the requirements of smooth flight and safety control during transition, and further improvement is needed. Summary of the invention

[0006] The present invention provides a method, system and storage medium for controlling the vertical take-off process of an aircraft, which can solve the problems of poor stability, low comfort and complex flight control of existing tilt-rotor aircraft during take-off, landing and transition. The control method significantly improves the performance of the aircraft by controlling the deceleration of the tilt-rotor and optimizing the tilting process.

[0007] To solve the above problems, the technical solution provided by the present invention is as follows:

[0008] An embodiment of the present invention provides a method for controlling a vertical take-off process of an aircraft, comprising:

[0009] Step S1, providing an aircraft, wherein a control system and a sensor for real-time monitoring of the aircraft status are provided in the aircraft, and the aircraft is provided with a propulsion propeller and a plurality of tilt-rotors;

[0010] Aircraft takeoff preparation: During the aircraft takeoff preparation stage, the wing surface of the tilt-rotor is parallel to the horizontal plane, and the tilt-rotor is in a standby state; the aircraft is in the takeoff position, the control system enters a ready state, and the aircraft completes all preparations before takeoff;

[0011] Step S2, the tilt-rotor is started and the rotation speed is gradually increased: when the aircraft starts to take off, the tilt-rotor is gradually started, and the rotation speed of the rotor is gradually increased from a low speed to generate sufficient lift to push the aircraft off the ground; in this process, the rotation speed control of the tilt-rotor is a key parameter, and the state of the aircraft is monitored in real time by a sensor to ensure that the rotation speed of the tilt-rotor can adapt to the weight of the aircraft and environmental conditions and provide sufficient vertical lift, wherein the tilt-rotor is parallel to the horizontal plane, or at a preset first preset angle with the horizontal plane;

[0012] Step S3, aircraft lift-off detection: when the tilt-rotor rotation speed reaches a preset value, the lift generated by the aircraft is greater than its weight, and the aircraft begins to rise vertically; at this time, the aircraft status monitoring sensor monitors in real time whether it has completely left the ground, and after the lift-off state is confirmed, the aircraft continues to rise at a stable speed;

[0013] Step S4, the propulsion propeller is started and the speed is gradually increased: when the aircraft leaves the ground and rises to a certain height, the propulsion propeller is started, and the propulsion propeller is responsible for gradually increasing the speed of the aircraft in the forward direction, so that it gradually transitions from a static state to a state with a certain flying speed; in this process, the speed increase of the propulsion propeller needs to be coordinated with the flight altitude of the aircraft, the speed change of the tilt rotor and the overall attitude of the aircraft to ensure the stability of the flight attitude of the aircraft;

[0014] Step S5, aircraft airspeed detection: after the propulsion propeller starts to provide thrust, the aircraft enters the airspeed monitoring stage; the control system detects the aircraft's airspeed through a sensor, and when the aircraft's airspeed reaches a set critical value, that is, greater than the stall speed, the control system enters the next step of operation; at this point, the aircraft has a certain flight capability;

[0015] Step S6, the tilt-rotor deceleration: when the aircraft reaches a certain airspeed, the control system begins to gradually reduce the rotation speed of the tilt-rotor; the rotation speed of the tilt-rotor is gradually reduced to a preset safety level, ensuring that the tilt-rotor minimizes the airflow interference of the aircraft during the tilting process, effectively avoiding the airflow impact of the conventional tilt-rotor on the wing and fuselage when rotating at high speed, thereby improving the flight comfort;

[0016] Step S7, the tilt rotor tilts: after the tilt rotor is decelerated to a specified rotation speed, the tilt rotor begins to gradually perform a tilt operation; the tilt process gradually changes from the wing surface of the tilt rotor being parallel to the horizontal plane to being perpendicular to the horizontal plane at a second preset angle; during the tilt process, the tilt rotor does not do work relative to the aircraft; through precise angle control and rotation speed adjustment, the tilt transition of the tilt rotor has a minimal impact on the overall aerodynamic characteristics of the aircraft, ensuring a smooth flight process;

[0017] Step S8, the rotation speed of the tilt-rotor is increased again: when the tilt-rotor is completed, the wing surface of the tilt-rotor has formed a second preset angle with the horizontal plane in the vertical direction, and the function of the tilt-rotor is changed from providing vertical lift to auxiliary propulsion; the control system gradually increases the rotation speed of the tilt-rotor again, so that it and the propulsion propeller jointly provide flight thrust in the forward direction, thereby improving the flight speed and efficiency of the aircraft;

[0018] Step S9, the aircraft enters flight mode: after the tilt-rotor is raised to the specified speed again, the aircraft fully enters the flight state; at this time, the tilt-rotor and the propulsion propeller work together on the aircraft's propulsion system to provide sufficient flight thrust in the forward direction, so that the aircraft moves forward at a stable speed and altitude; the sensor will continue to monitor the flight status of the aircraft to ensure its safety and stability.

[0019] In an optional embodiment of the present invention, the onboard computer in step S1 performs self-inspection on the actuators and sensors, and the sensors include: inertial measurement unit, air pressure sensor, temperature sensor, speed sensor, oil level sensor, navigation sensor, radar and laser sensor, optical sensor, strain sensor, height sensor and load sensor.

[0020] In an optional embodiment of the present invention, in step S2, the rotation speed of the tilt-rotor is measured by a rotation speed sensor built into the drive motor, and the rotation speed of the tilt-rotor is gradually increased according to a preset curve. The preset first preset angle in step S2 is -30° to 30°.

[0021] In an optional embodiment of the present invention, in step S3, the control system determines the lift-off status of the aircraft through feedback from the altitude sensor and the load sensor. When the value measured by the altitude sensor exceeds a certain threshold, or the contact force detected by the load sensor is reduced to zero, the control system determines that the aircraft has left the ground; otherwise, the control system controls the tilt-rotor speed to further increase so that the aircraft obtains more lift until it leaves the ground.

[0022] In an optional embodiment of the present invention, in step S4, the rotation speed of the propulsion propeller is gradually increased according to a preset curve.

[0023] In an optional embodiment of the present invention, in step S4, when the propulsion propeller is started and the rotation speed is gradually increased, the propulsion propeller is started before leaving the ground.

[0024] In an optional embodiment of the present invention, the second preset angle in step S7 is -30° to 30°, and in step S9, when the aircraft enters a horizontal flight mode, the aircraft flies forward solely relying on the power of the tilt rotor or the propulsion propeller.

[0025] In an optional embodiment of the present invention, step S3 further includes: a wind energy suction pump and an air tank are arranged at the bottom of the aircraft, and gas is continuously ejected downward through the air tank jet port to provide lift support for the aircraft to take off vertically.

[0026] According to the above-mentioned aircraft vertical take-off process control method, the present invention also provides an aircraft vertical take-off process control system, including:

[0027] The aircraft preparation module is used for the aircraft preparation stage, the wing surface of the tilt rotor is parallel to the horizontal plane, and the tilt rotor is in a standby state; the aircraft is in the take-off position, the control system enters the preparation state, and the aircraft completes all preparations before take-off;

[0028] The tilt-rotor start-up and speed-gradually increasing module is used for gradually starting the tilt-rotor when the aircraft starts to take off, and gradually increasing the rotor speed from a low speed to generate sufficient lift to push the aircraft off the ground; in this process, the speed control of the tilt-rotor is a key parameter, and the state of the aircraft is monitored in real time by a sensor to ensure that the tilt-rotor speed can adapt to the weight of the aircraft and environmental conditions and provide sufficient vertical lift, wherein the tilt-rotor is parallel to the horizontal plane, or at a preset first preset angle with the horizontal plane, and the preset first preset angle is -30° to 30°;

[0029] The aircraft lift-off detection module is used to detect when the tilt-rotor rotation speed reaches a preset value and the lift generated by the aircraft is greater than its weight, and the aircraft begins to rise vertically; at this time, the aircraft status monitoring sensor monitors in real time whether it has completely left the ground, and after the lift-off state is confirmed, the aircraft continues to rise at a stable speed;

[0030] The propulsion propeller is started and the speed is gradually increased. The module is used to start the propulsion propeller after the aircraft leaves the ground and rises to a certain height. The propulsion propeller is responsible for gradually increasing the speed of the aircraft in the forward direction, so that it gradually transitions from a static state to a state with a certain flying speed. In this process, the speed increase of the propulsion propeller needs to be coordinated with the flight altitude of the aircraft, the speed change of the tilt rotor and the overall attitude of the aircraft to ensure the stability of the flight attitude of the aircraft;

[0031] The aircraft airspeed detection module is used to enter the airspeed monitoring stage of the aircraft after the propulsion propeller starts to provide thrust; the control system detects the airspeed of the aircraft through the sensor, and when the airspeed of the aircraft reaches a set critical value, that is, greater than the stall speed, the control system enters the next step of operation; at this time, the aircraft has a certain flight capability;

[0032] The tilt-rotor deceleration module is used for the control system to gradually reduce the rotation speed of the tilt-rotor when the aircraft reaches a certain airspeed; the rotation speed of the tilt-rotor is gradually reduced to a preset safety level to ensure that the tilt-rotor minimizes the airflow interference of the aircraft during the tilting process, effectively avoiding the airflow impact of the traditional tilt-rotor on the wing and fuselage when rotating at high speed, thereby improving the flight comfort;

[0033] The tilt-rotor tilt module is used for gradually performing the tilt operation after the tilt-rotor is decelerated to a specified rotation speed; the tilt process gradually changes from the wing surface of the tilt-rotor being parallel to the horizontal plane to being perpendicular to the horizontal plane at a second preset angle, and the second preset angle is -30° to 30°; during the tilt process, the tilt-rotor does not do work relative to the aircraft; through precise angle control and rotation speed adjustment, the tilt transition of the tilt-rotor has the minimum impact on the overall aerodynamic characteristics of the aircraft, ensuring a smooth flight process;

[0034] The tilt-rotor speed increasing module is used for when the tilt-rotor completes the tilting and the wing surface of the tilt-rotor has formed a second preset angle with the horizontal plane in the vertical direction, at which time the function of the tilt-rotor changes from providing vertical lift to auxiliary propulsion; the control system gradually increases the speed of the tilt-rotor again, so that it and the propulsion propeller jointly provide flight thrust in the forward direction, thereby improving the flight speed and efficiency of the aircraft;

[0035] The aircraft enters the flight mode module, which is used to fully enter the flight state after the tilt-rotor is re-raised to the specified speed; at this time, the tilt-rotor and the propulsion propeller work together on the aircraft's propulsion system to provide sufficient flight thrust in the forward direction, so that the aircraft moves forward at a stable speed and altitude; the sensor will continue to monitor the flight state of the aircraft to ensure its safety and stability.

[0036] A control system for an aircraft vertical take-off process also includes an auxiliary lift module, which includes a wind energy suction pump and an air tank arranged at the bottom of the aircraft. Gas is continuously ejected downward through the air outlet of the air tank to provide lift support for the vertical landing of the aircraft.

[0037] An embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, the steps of a method for controlling a vertical take-off process of an aircraft as described in the above embodiment are implemented.

[0038] Compared with the prior art, the embodiments of the present invention provide a method, system and storage medium for controlling a vertical take-off process of an aircraft, which have the following beneficial effects:

[0039] (1) The present invention improves flight comfort. During the transition process of existing tilt-rotor aircraft, the rotor usually needs to maintain the rotation speed and increase the pitch, and continuously output power to the aircraft to generate sufficient lift to balance the aircraft's own weight and the power for forward flight. In this case, the airflow disturbance caused by the high-speed rotation of the tilt-rotor can easily affect the fuselage and wings of the aircraft, resulting in unstable flight, which in turn affects the riding comfort of passengers. The present invention gradually reduces the rotation speed of the tilt-rotor after the aircraft reaches a certain airspeed, thereby reducing the interference of the tilt-rotor on the airflow, making the tilt transition process smoother, thereby significantly improving riding comfort.

[0040] (2) The present invention simplifies the design of the flight control system. In the prior art, the tilt-rotor needs to be responsible for maintaining the flight altitude and propulsion speed of the aircraft at the same time during the transition phase, which increases the difficulty of designing the flight control system and is prone to system redundancy problems. In contrast, the present invention relies on the propulsion propeller to provide thrust to the aircraft during the transition process to maintain the speed and altitude of the aircraft. The tilt-rotor maintains a low speed during the tilting process and does not interfere with the attitude control of the aircraft, which simplifies the design of the flight control system, reduces the need for control system redundancy, and reduces the complexity of the system.

[0041] (3) The present invention improves the energy efficiency of the aircraft. In existing composite wing layout aircraft, the lift rotor stops working during the horizontal flight phase and becomes a "dead weight", which greatly reduces the energy efficiency of the aircraft. In the present invention, the tilt rotor increases its rotation speed again after the tilt is completed, and participates in the propulsion work during the horizontal flight phase, thus preventing the rotor from becoming a burden. Such a design improves the overall energy utilization efficiency of the aircraft and extends the endurance of the aircraft, and is particularly suitable for long-distance flight missions.

[0042] (4) The present invention has a simple structure and is easy to implement. The control method of the present invention can be implemented on the basis of the existing tilt-rotor aircraft structure by rationally designing the deceleration, tilting and re-acceleration process of the tilt-rotor without introducing additional complex structures or new components. This not only reduces the manufacturing and maintenance costs of the aircraft, but also reduces the failure rate and improves the reliability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0044] Figure 1 A schematic diagram of the structure of an aircraft provided in an embodiment of the present application.

[0045] Figure 2 A flowchart of a method for controlling the vertical take-off process of an aircraft provided in an embodiment of the present application.

[0046] Figure 3 A schematic diagram of a storage medium for an aircraft vertical take-off process control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0048] The present invention provides a method for controlling the vertical take-off process of an aircraft, aiming to solve the problems of aerodynamic disturbance, flight control complexity and flight safety in the transition process of existing tilt-rotor aircraft. The method for controlling the take-off and landing process ensures that the aircraft is more stable, safe and efficient during the transition process between vertical take-off and landing and horizontal flight through reasonable rotor speed control and tilt process design. The specific technical solution is as follows:

[0049] like Figure 1 As shown, a propulsion propeller 3 may be provided at the front or / and rear of the fuselage of the aircraft 1, and a plurality of tilt-rotors 4 may be symmetrically provided on the wings 2 on both sides of the aircraft 1. In other embodiments, a plurality of tilt-rotors may be provided at the front or / and rear of the fuselage of the aircraft, and propulsion propellers may be symmetrically provided on the wings on both sides of the aircraft. The propulsion propellers and tilt-rotors may be installed according to specific circumstances and needs, and are not specifically limited here.

[0050] like Figure 2 As shown, an embodiment of the present invention provides a method for controlling a vertical take-off process of an aircraft, comprising:

[0051] Step S1, providing an aircraft, wherein a control system and a sensor for real-time monitoring of the aircraft status are provided in the aircraft, and the aircraft is provided with a propulsion propeller and a plurality of tilt-rotors;

[0052] Aircraft takeoff preparation: During the aircraft takeoff preparation stage, the wing surface of the tilt-rotor is parallel to the horizontal plane, and the tilt-rotor is in a standby state; the aircraft is in the takeoff position, the control system enters a ready state, and the aircraft completes all preparations before takeoff;

[0053] Step S2, the tilt-rotor is started and the rotation speed is gradually increased: when the aircraft starts to take off, the tilt-rotor is gradually started, and the rotation speed of the rotor is gradually increased from a low speed to generate sufficient lift to push the aircraft off the ground; in this process, the rotation speed control of the tilt-rotor is a key parameter, and the state of the aircraft is monitored in real time by a sensor to ensure that the rotation speed of the tilt-rotor can adapt to the weight of the aircraft and environmental conditions and provide sufficient vertical lift, wherein the tilt-rotor is parallel to the horizontal plane, or at a preset first preset angle with the horizontal plane;

[0054] Step S3, aircraft lift-off detection: when the tilt-rotor rotation speed reaches a preset value, the lift generated by the aircraft is greater than its weight, and the aircraft begins to rise vertically; at this time, the aircraft status monitoring sensor monitors in real time whether it has completely left the ground, and after the lift-off state is confirmed, the aircraft continues to rise at a stable speed;

[0055] Step S4, the propulsion propeller is started and the speed is gradually increased: when the aircraft leaves the ground and rises to a certain height, the propulsion propeller is started, and the propulsion propeller is responsible for gradually increasing the speed of the aircraft in the forward direction, so that it gradually transitions from a static state to a state with a certain flying speed; in this process, the speed increase of the propulsion propeller needs to be coordinated with the flight altitude of the aircraft, the speed change of the tilt rotor and the overall attitude of the aircraft to ensure the stability of the flight attitude of the aircraft;

[0056] Step S5, aircraft airspeed detection: after the propulsion propeller starts to provide thrust, the aircraft enters the airspeed monitoring stage; the control system detects the aircraft's airspeed through a sensor, and when the aircraft's airspeed reaches a set critical value, that is, greater than the stall speed, the control system enters the next step of operation; at this point, the aircraft has a certain flight capability;

[0057] Step S6, the tilt-rotor deceleration: when the aircraft reaches a certain airspeed, the control system begins to gradually reduce the rotation speed of the tilt-rotor; the rotation speed of the tilt-rotor is gradually reduced to a preset safety level, ensuring that the tilt-rotor minimizes the airflow interference of the aircraft during the tilting process, effectively avoiding the airflow impact of the conventional tilt-rotor on the wing and fuselage when rotating at high speed, thereby improving the flight comfort;

[0058] Step S7, the tilt rotor tilts: after the tilt rotor is decelerated to a specified rotation speed, the tilt rotor begins to gradually perform a tilt operation; the tilt process gradually changes from the wing surface of the tilt rotor being parallel to the horizontal plane to being perpendicular to the horizontal plane at a second preset angle; during the tilt process, the tilt rotor does not do work relative to the aircraft; through precise angle control and rotation speed adjustment, the tilt transition of the tilt rotor has a minimal impact on the overall aerodynamic characteristics of the aircraft, ensuring a smooth flight process;

[0059] Step S8, the rotation speed of the tilt-rotor is increased again: when the tilt-rotor is completed, the wing surface of the tilt-rotor has formed a second preset angle with the horizontal plane in the vertical direction, and the function of the tilt-rotor is changed from providing vertical lift to auxiliary propulsion; the control system gradually increases the rotation speed of the tilt-rotor again, so that it and the propulsion propeller jointly provide flight thrust in the forward direction, thereby improving the flight speed and efficiency of the aircraft;

[0060] Step S9, the aircraft enters flight mode: after the tilt-rotor is raised to the specified speed again, the aircraft fully enters the flight state; at this time, the tilt-rotor and the propulsion propeller work together on the aircraft's propulsion system to provide sufficient flight thrust in the forward direction, so that the aircraft moves forward at a stable speed and altitude; the sensor will continue to monitor the flight status of the aircraft to ensure its safety and stability.

[0061] Preferably, the preset first preset angle in step S2 is -30° to 30°. In step S4, when the propulsion propeller is started and the speed is gradually increased, the propulsion propeller can be started before leaving the ground without affecting the flight result. In the deceleration process of the tilt-rotor in step S6, the deceleration of the tilt-rotor does not necessarily need to be stopped, and it can also run at a low speed, and the tilt-rotor can also not be decelerated at all. At this time, since both the tilt-rotor and the propulsion propeller need power, the total power demand increases. The second preset angle in step S7 is -30° to 30°. In step S9, when the aircraft enters the horizontal flight mode, the aircraft relies solely on the power of the tilt-rotor or the propulsion propeller to fly forward. At this time, the power device that does not generate thrust can stop working. Step S3 also includes: a wind energy suction pump and an air tank are arranged at the bottom of the aircraft, and gas is continuously ejected downward through the air tank jet port to provide lift support for the vertical take-off of the aircraft.

[0062] The sensors used to monitor the status of the aircraft in real time in step S1 mainly include: Inertial Measurement Unit (IMU): including accelerometers and gyroscopes, used to measure the acceleration, angular velocity and attitude of the aircraft. Air pressure sensor: used to measure altitude and atmospheric pressure to help the aircraft maintain the correct altitude. Temperature sensor: monitors the temperature of the engine and other key components to prevent overheating. Speed ​​sensor: including pitot tube and GPS module, real-time monitoring of flight speed and heading. Fuel level sensor: used to monitor fuel or battery power in real time to ensure that the aircraft operates within a safe range. Navigation sensor: such as GPS, GLONASS, etc., provides location and navigation information. Radar and laser sensors: used for obstacle detection and avoidance. Optical sensor: used to monitor the external environment, such as image recognition and visual navigation. Strain sensor: monitors the stress and deformation of the fuselage structure to ensure structural safety. When the value measured by the altitude sensor exceeds a certain threshold, or the contact force detected by the load sensor is reduced to zero, the control system determines that the aircraft has left the ground.

[0063] Sensors are installed in the aircraft at the following locations: Inertial measurement units (IMUs) are usually installed near the center of gravity of the fuselage to improve the accuracy of attitude and motion measurements. Speed ​​sensors (such as pitot tubes) and air pressure sensors are usually installed on the wings and tail to measure the speed and altitude of the aircraft. Air pressure sensors and altitude sensors can be installed on the bottom to ensure accuracy at different flight altitudes. Tilt rotor and propeller drive motors have built-in speed sensors. Tilt actuator angle sensors are installed on the shaft connecting the fixed end and the rotating end of the actuator.

[0064] During the vertical take-off and landing phase, the lift provided by the tilt-rotor needs to be greater than the weight of the aircraft. If the aircraft weighs 1000kg, the lift needs to be greater than 1000kg.

[0065] In step S1, the control system is composed of a cockpit control device, an onboard computer, sensors, a tilt-rotor actuator, a tilt-rotor assembly, a propeller, an aircraft control surface, and necessary mechanical and electrical mechanisms to control the flight of the aircraft. Among them, according to the requirements of manned or unmanned control, the flight control command is issued by the cockpit control device or the onboard computer. The actuator includes a tilt-rotor actuator, a tilt-rotor assembly, a propeller, and an aircraft control surface. Various sensors, such as accelerometers, gyroscopes, pitot tubes, GPS modules, etc., provide control feedback signals to the onboard computer.

[0066] In this embodiment, the vertical take-off and landing aircraft is configured as follows: total length 6m, wingspan 8.8m, height 1.6m; maximum take-off weight 1000kg, empty weight 700kg; the tilt-rotor is composed of a 100kw drive motor and a tilt-rotor (two-blade propeller) with a diameter of 1.6m; the propulsion propeller is composed of a 70kw drive motor and a propulsion propeller (two-blade propeller) with a diameter of 1.2m.

[0067] The specific process of takeoff is as follows:

[0068] Step S1: The aircraft is ready to take off

[0069] The onboard computer performs a self-check on the actuators and sensors, the wing surface of the tilt-rotor is basically level with the ground, and the aircraft enters a state ready for takeoff.

[0070] Step S2: The tilt rotor starts and gradually increases the speed.

[0071] In this step, the speed of the tiltrotor is gradually increased to generate enough lift to lift the aircraft off the ground. This process can be achieved through a preset speed increase curve. If the aircraft takeoff weight is estimated to be 1000kg, a 100kw drive motor can be selected with a 1.6m diameter tiltrotor (two-blade propeller). When the tiltrotor speed is around 2500rpm, the lift generated can lift the aircraft off the ground. The tiltrotor speed is measured by the built-in speed sensor of the drive motor. The tiltrotor speed rises in a straight line at 45° to the time axis.

[0072] Step S3: Whether the aircraft leaves the ground

[0073] The flight control system determines the lift-off status of the aircraft through feedback from altitude sensors (such as altimeters or barometers) and load sensors. When the value measured by the altitude sensor exceeds a certain threshold, or the contact force detected by the load sensor decreases to zero, the control system determines that the aircraft has left the ground. Conversely, the control system controls the tilt-rotor speed to further increase so that the aircraft gains more lift until it leaves the ground. In order to avoid possible collisions with high-rise buildings on the ground, the threshold of the altitude sensor is generally set at around 200m.

[0074] Step S4, the propeller is started and the speed is gradually increased

[0075] The flight control system activates the propeller to provide forward thrust and help the aircraft accelerate. The propeller speed can be gradually increased according to a preset curve. If the aircraft takeoff weight is estimated to be 1000kg, a 70kw drive motor can be selected with a 1.2m diameter propeller (two-blade propeller). When the propeller speed is around 3000rpm, the thrust generated can make the aircraft exceed the stall speed (about 60km / h). The propeller speed is measured by the built-in speed sensor of the drive motor. The propeller speed rises in a straight line at 45° with the time axis.

[0076] Step S5: Is the aircraft airspeed greater than the stall speed?

[0077] The flight control system uses an airspeed sensor (such as a pitot tube or laser speed meter) to determine whether the aircraft's airspeed has exceeded the stall speed. When the flight speed exceeds the stall speed, the flight control system determines that the lift generated by the wing is sufficient to support the aircraft's stable flight. Otherwise, the flight control system controls the propulsion propeller speed to further increase, causing the aircraft to accelerate further.

[0078] Step S6, deceleration of the tilt rotor

[0079] This step is the key point of this patent. According to the feedback from the airspeed sensor, after judging that the flight speed is far away from the stall range, the flight control system sends a control command to the tilt-rotor drive motor to quickly reduce the rotor speed to a lower speed (less than 100 rpm) or stop, reducing or eliminating the aerodynamic coupling between the rotor and the wing and fuselage.

[0080] Step S7, tilt rotor tilt

[0081] The flight control system controls the tilt rotor surface to tilt 90°. The flight control system ensures that the tilt angle of the tilt rotor meets the requirements based on the feedback signal of the angle sensor installed on the tilt actuator, thereby improving control accuracy and safety.

[0082] Step S8: The tilt rotor speed is increased again

[0083] The flight control system controls the tilt-rotor speed to increase again, providing additional auxiliary thrust for horizontal flight. The tilt-rotor gradually accelerates to about 80% of the vertical take-off stage. If the take-off weight of the aircraft is estimated to be 1000kg, the cruising speed of the aircraft can be increased to 300-400km / h.

[0084] Step S9: The aircraft flies forward

[0085] The flight control system can adjust the rotor thrust in real time based on feedback from airspeed and attitude sensors to ensure flight stability and safety.

[0086] According to the above-mentioned aircraft vertical take-off process control method, the present invention also provides an aircraft vertical take-off process control system, including:

[0087] The aircraft preparation module is used for the aircraft preparation stage, the wing surface of the tilt rotor is parallel to the horizontal plane, and the tilt rotor is in a standby state; the aircraft is in the take-off position, the control system enters the preparation state, and the aircraft completes all preparations before take-off;

[0088] The tilt-rotor start-up and speed-gradually increasing module is used for gradually starting the tilt-rotor when the aircraft starts to take off, and gradually increasing the rotor speed from a low speed to generate sufficient lift to push the aircraft off the ground; in this process, the speed control of the tilt-rotor is a key parameter, and the state of the aircraft is monitored in real time by a sensor to ensure that the tilt-rotor speed can adapt to the weight of the aircraft and environmental conditions and provide sufficient vertical lift, wherein the tilt-rotor is parallel to the horizontal plane, or at a preset first preset angle with the horizontal plane, and the preset first preset angle is -30° to 30°;

[0089] The aircraft lift-off detection module is used to detect when the tilt-rotor rotation speed reaches a preset value and the lift generated by the aircraft is greater than its weight, and the aircraft begins to rise vertically; at this time, the aircraft status monitoring sensor monitors in real time whether it has completely left the ground, and after the lift-off state is confirmed, the aircraft continues to rise at a stable speed;

[0090] The propulsion propeller is started and the speed is gradually increased. The module is used to start the propulsion propeller after the aircraft leaves the ground and rises to a certain height. The propulsion propeller is responsible for gradually increasing the speed of the aircraft in the forward direction, so that it gradually transitions from a static state to a state with a certain flying speed. In this process, the speed increase of the propulsion propeller needs to be coordinated with the flight altitude of the aircraft, the speed change of the tilt rotor and the overall attitude of the aircraft to ensure the stability of the flight attitude of the aircraft;

[0091] The aircraft airspeed detection module is used to enter the airspeed monitoring stage of the aircraft after the propulsion propeller starts to provide thrust; the control system detects the airspeed of the aircraft through the sensor, and when the airspeed of the aircraft reaches a set critical value, that is, greater than the stall speed, the control system enters the next step of operation; at this time, the aircraft has a certain flight capability;

[0092] The tilt-rotor deceleration module is used for the control system to gradually reduce the rotation speed of the tilt-rotor when the aircraft reaches a certain airspeed; the rotation speed of the tilt-rotor is gradually reduced to a preset safety level to ensure that the tilt-rotor minimizes the airflow interference of the aircraft during the tilting process, effectively avoiding the airflow impact of the traditional tilt-rotor on the wing and fuselage when rotating at high speed, thereby improving the flight comfort;

[0093] The tilt-rotor tilt module is used for gradually performing the tilt operation after the tilt-rotor is decelerated to a specified rotation speed; the tilt process gradually changes from the wing surface of the tilt-rotor being parallel to the horizontal plane to being perpendicular to the horizontal plane at a second preset angle, and the second preset angle is -30° to 30°; during the tilt process, the tilt-rotor does not do work relative to the aircraft; through precise angle control and rotation speed adjustment, the tilt transition of the tilt-rotor has the minimum impact on the overall aerodynamic characteristics of the aircraft, ensuring a smooth flight process;

[0094] The tilt-rotor speed increasing module is used for when the tilt-rotor completes the tilting and the wing surface of the tilt-rotor has formed a second preset angle with the horizontal plane in the vertical direction, at which time the function of the tilt-rotor changes from providing vertical lift to auxiliary propulsion; the control system gradually increases the speed of the tilt-rotor again, so that it and the propulsion propeller jointly provide flight thrust in the forward direction, thereby improving the flight speed and efficiency of the aircraft;

[0095] The aircraft enters the flight mode module, which is used to fully enter the flight state after the tilt-rotor is re-raised to the specified speed; at this time, the tilt-rotor and the propulsion propeller work together on the aircraft's propulsion system to provide sufficient flight thrust in the forward direction, so that the aircraft moves forward at a stable speed and altitude; the sensor will continue to monitor the flight state of the aircraft to ensure its safety and stability.

[0096] An aircraft vertical take-off process control system also includes an auxiliary lift module, which includes a wind energy suction pump and an air tank arranged at the bottom of the aircraft. Gas is continuously ejected downward through the air outlet of the air tank to provide lift support for the vertical take-off of the aircraft.

[0097] An embodiment of the present invention further 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 steps of a method for controlling a vertical take-off process of an aircraft as described in the above embodiment are implemented.

[0098] like Figure 3As shown, when the processor 30 executes the computer program 32, the steps of a method for controlling the vertical take-off process of an aircraft in the above embodiment are implemented. The processor 30 can be a central processing unit, or other general-purpose processors, digital signal processors, application-specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The memory 31 can be an internal storage unit, hard disk or memory of a server of an aircraft vertical take-off process control system. The memory 31 can also be an external storage device of the server, or a plug-in hard disk, smart memory card, secure digital card, flash memory card, etc. Further, the memory 31 can also include both the internal storage unit of the server and the external storage device. The memory 31 is used to store computer programs and other programs and data required by electronic devices. The memory 31 can also be used to temporarily store data that has been output or is to be output. The input and output device 33 can be used to receive input digital or character information. Specifically, the input and output device 33 can also include but is not limited to one or more of a keyboard, a mouse, a joystick, etc. The display device 34 may be used to display information input by the user or information provided to the user and various menus of the terminal. The display device 34 may include a display panel, and optionally, a liquid crystal display may be used.

[0099] In summary, although the present invention has been disclosed as above in terms of preferred embodiments, the above preferred embodiments are not intended to limit the present invention. A person skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be based on the scope defined in the claims.

Claims

1. A method for controlling a vertical take-off process of an aircraft, characterized in that: include: Step S1, providing an aircraft, wherein a control system and a sensor for real-time monitoring of the aircraft status are provided in the aircraft, and the aircraft is provided with a propulsion propeller and a plurality of tilt-rotors; Aircraft takeoff preparation: During the aircraft takeoff preparation stage, the wing surface of the tilt-rotor is parallel to the horizontal plane, and the tilt-rotor is in a standby state; the aircraft is in the takeoff position, the control system enters a ready state, and the aircraft completes all preparations before takeoff; Step S2, the tilt rotor is started and the rotation speed is gradually increased: when the aircraft starts to take off, the tilt rotor is gradually started, and the rotation speed of the rotor is gradually increased from a low speed to generate sufficient lift to propel the aircraft off the ground; In this process, the rotation speed control of the tilt-rotor is a key parameter, and the state of the aircraft is monitored in real time by a sensor to ensure that the rotation speed of the tilt-rotor can adapt to the weight of the aircraft and environmental conditions and provide sufficient vertical lift, wherein the tilt-rotor is parallel to the horizontal plane or at a preset first preset angle to the horizontal plane; Step S3, aircraft lift-off detection: when the tilt-rotor rotation speed reaches a preset value, the lift generated by the aircraft is greater than its weight, and the aircraft begins to rise vertically; at this time, the aircraft status monitoring sensor monitors in real time whether it has completely left the ground, and after the lift-off state is confirmed, the aircraft continues to rise at a stable speed; Step S4, the propulsion propeller is started and the speed is gradually increased: when the aircraft leaves the ground and rises to a certain height, the propulsion propeller is started, and the propulsion propeller is responsible for gradually increasing the speed of the aircraft in the forward direction, so that it gradually transitions from a static state to a state with a certain flying speed; in this process, the speed increase of the propulsion propeller needs to be coordinated with the flight altitude of the aircraft, the speed change of the tilt rotor and the overall attitude of the aircraft to ensure the stability of the flight attitude of the aircraft; Step S5, aircraft airspeed detection: after the propulsion propeller starts to provide thrust, the aircraft enters the airspeed monitoring stage; the control system detects the aircraft's airspeed through a sensor, and when the aircraft's airspeed reaches a set critical value, that is, greater than the stall speed, the control system enters the next step of operation; at this point, the aircraft has a certain flight capability; Step S6, the tilt-rotor deceleration: when the aircraft reaches a certain airspeed, the control system begins to gradually reduce the rotation speed of the tilt-rotor; the rotation speed of the tilt-rotor is gradually reduced to a preset safety level, ensuring that the tilt-rotor minimizes the airflow interference of the aircraft during the tilting process, effectively avoiding the airflow impact of the conventional tilt-rotor on the wing and fuselage when rotating at high speed, thereby improving the flight comfort; Step S7, the tilt rotor tilts: after the tilt rotor is decelerated to a specified rotation speed, the tilt rotor begins to gradually perform a tilt operation; the tilt process gradually changes from the wing surface of the tilt rotor being parallel to the horizontal plane to being perpendicular to the horizontal plane at a second preset angle; during the tilt process, the tilt rotor does not do work relative to the aircraft; through precise angle control and rotation speed adjustment, the tilt transition of the tilt rotor has a minimal impact on the overall aerodynamic characteristics of the aircraft, ensuring a smooth flight process; Step S8, the rotation speed of the tilt-rotor is increased again: when the tilt-rotor is completed, the wing surface of the tilt-rotor has formed a second preset angle with the horizontal plane in the vertical direction, and the function of the tilt-rotor is changed from providing vertical lift to auxiliary propulsion; the control system gradually increases the rotation speed of the tilt-rotor again, so that it and the propulsion propeller jointly provide flight thrust in the forward direction, thereby improving the flight speed and efficiency of the aircraft; Step S9, the aircraft enters flight mode: after the tilt-rotor is raised to the specified speed again, the aircraft fully enters the flight state; at this time, the tilt-rotor and the propulsion propeller work together on the aircraft's propulsion system to provide sufficient flight thrust in the forward direction, so that the aircraft moves forward at a stable speed and altitude; the sensor will continue to monitor the flight status of the aircraft to ensure its safety and stability.

2. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: The onboard computer in step S1 performs self-checks on the actuators and sensors, including: inertial measurement unit, air pressure sensor, temperature sensor, speed sensor, fuel level sensor, navigation sensor, radar and laser sensor, optical sensor, strain sensor, altitude sensor and load sensor.

3. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: In step S2, the rotation speed of the tilt rotor is measured by a rotation speed sensor built into the drive motor, and the rotation speed of the tilt rotor is gradually increased according to a preset curve. The preset first preset angle in step S2 is -30° to 30°.

4. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: In step S3, the control system determines the lift-off status of the aircraft through feedback from the altitude sensor and the load sensor. When the value measured by the altitude sensor exceeds a certain threshold, or the contact force detected by the load sensor decreases to zero, the control system determines that the aircraft has left the ground; otherwise, the control system controls the tilt-rotor speed to further increase so that the aircraft obtains more lift until it leaves the ground.

5. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: In step S4, the rotation speed of the propulsion propeller is gradually increased according to a preset curve.

6. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: In step S4, during the process of starting the propulsion propeller and gradually increasing the rotation speed, the propulsion propeller is started before leaving the ground.

7. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: The second preset angle in step S7 is -30° to 30°. In step S9, when the aircraft enters the horizontal flight mode, the aircraft flies forward solely relying on the power of the tilt rotor or the propulsion propeller.

8. The method for controlling a vertical take-off process of an aircraft according to claim 1, characterized in that: Step S3 also includes: a wind energy suction pump and an air tank are arranged at the bottom of the aircraft, and gas is continuously ejected downward through the air outlet of the air tank to provide lift support for the vertical take-off of the aircraft.

9. An aircraft vertical take-off process control system, characterized in that: include: An aircraft preparation take-off module, used for making the wing surface of the tilt-rotor parallel to the horizontal plane and the tilt-rotor in a standby state during the aircraft preparation take-off stage; The aircraft is in the take-off position, the control system enters the ready state, and the aircraft completes all preparations before take-off; The tilt-rotor start-up and speed-gradually increasing module is used when the aircraft starts to take off, the tilt-rotor is gradually started, and the rotor speed is gradually increased from a low speed to generate sufficient lift to propel the aircraft off the ground; In this process, the speed control of the tilt-rotor is a key parameter, and the state of the aircraft is monitored in real time by a sensor to ensure that the speed of the tilt-rotor can adapt to the weight of the aircraft and environmental conditions and provide sufficient vertical lift, wherein the tilt-rotor is parallel to the horizontal plane, or at a preset first preset angle to the horizontal plane, and the preset first preset angle is -30° to 30°; The aircraft lift-off detection module is used to detect when the tilt-rotor rotation speed reaches a preset value and the lift generated by the aircraft is greater than its weight, and the aircraft begins to rise vertically; at this time, the aircraft status monitoring sensor monitors in real time whether it has completely left the ground, and after the lift-off state is confirmed, the aircraft continues to rise at a stable speed; The propulsion propeller is started and the speed is gradually increased. The module is used to start the propulsion propeller after the aircraft leaves the ground and rises to a certain height. The propulsion propeller is responsible for gradually increasing the speed of the aircraft in the forward direction, so that it gradually transitions from a static state to a state with a certain flying speed. In this process, the speed increase of the propulsion propeller needs to be coordinated with the flight altitude of the aircraft, the speed change of the tilt rotor and the overall attitude of the aircraft to ensure the stability of the flight attitude of the aircraft; The aircraft airspeed detection module is used to enter the airspeed monitoring stage of the aircraft after the propulsion propeller starts to provide thrust; the control system detects the airspeed of the aircraft through the sensor, and when the airspeed of the aircraft reaches a set critical value, that is, greater than the stall speed, the control system enters the next step of operation; at this time, the aircraft has a certain flight capability; The tilt-rotor deceleration module is used for the control system to gradually reduce the rotation speed of the tilt-rotor when the aircraft reaches a certain airspeed; the rotation speed of the tilt-rotor is gradually reduced to a preset safety level to ensure that the tilt-rotor minimizes the airflow interference of the aircraft during the tilting process, effectively avoiding the airflow impact of the traditional tilt-rotor on the wing and fuselage when rotating at high speed, thereby improving the flight comfort; The tilt-rotor tilt module is used for gradually performing the tilt operation after the tilt-rotor is decelerated to a specified rotation speed; the tilt process gradually changes from the wing surface of the tilt-rotor being parallel to the horizontal plane to being perpendicular to the horizontal plane at a second preset angle, and the second preset angle is -30° to 30°; during the tilt process, the tilt-rotor does not do work relative to the aircraft; through precise angle control and rotation speed adjustment, the tilt transition of the tilt-rotor has the minimum impact on the overall aerodynamic characteristics of the aircraft, ensuring a smooth flight process; The tilt-rotor speed increasing module is used for when the tilt-rotor completes the tilting and the wing surface of the tilt-rotor has formed a second preset angle with the horizontal plane in the vertical direction, at which time the function of the tilt-rotor changes from providing vertical lift to auxiliary propulsion; the control system gradually increases the speed of the tilt-rotor again, so that it and the propulsion propeller jointly provide flight thrust in the forward direction, thereby improving the flight speed and efficiency of the aircraft; The aircraft enters the flight mode module, which is used to fully enter the flight state after the tilt-rotor is re-raised to the specified speed; at this time, the tilt-rotor and the propulsion propeller work together on the aircraft's propulsion system to provide sufficient flight thrust in the forward direction, so that the aircraft moves forward at a stable speed and altitude; the sensor will continue to monitor the flight state of the aircraft to ensure its safety and stability.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method for controlling a vertical take-off process of an aircraft as claimed in any one of claims 1 to 8 are implemented.

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