Tilting control method of aircraft and electronic equipment

Abstract

The invention provides a tilting control method of an aircraft and computer equipment, and relates to the technical field of aircrafts, and the method comprises the steps: generating a current tilting control instruction of a target aircraft according to a preset tilting path of the target aircraft, and obtaining a current tilting state of the target aircraft under the current tilting control instruction; according to the current tilting state of the target aircraft and the boundary of the tilting corridor, the current tilting control instruction is adjusted, a next tilting control instruction is obtained, and the next tilting control instruction is used for controlling the tilting mechanism at the next moment. The tilting transition requirement of the target aircraft in the tilting process and the boundary protection of the tilting corridor are met.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to a tilt control method and computer equipment for an aircraft. Background Art

[0002] Tilt transition technology is a key aspect in the design and operation of aircraft, which involves the transition of an aircraft from one flight mode to another. This process is essential to ensure the stability and controllability of the aircraft.

[0003] At present, the tilt transition technology mainly relies on the flight control system to gradually adjust the engine thrust direction or the tilt angle of the rotor / wing according to the linear relationship between airspeed and tilt angle or the maximum rate of the tilt mechanism according to the preset program and the data provided by the airspeed sensor. When the aircraft's airspeed reaches a certain value, the system will trigger the next tilt action until the aircraft enters the level flight mode.

[0004] However, since the aircraft may experience interference such as acceleration, deceleration, and reversal during the tilting process, or have different tilt transition balancing requirements at different stages of the tilting, the airspeed corresponding transition cannot flexibly achieve the tilt transition requirements and tilt corridor boundary protection at different stages. Summary of the invention

[0005] The purpose of the present application is to provide a method and electronic equipment for controlling the tilt of an aircraft in response to the above-mentioned deficiencies in the prior art, which meet the requirements of the tilt transition of the target aircraft during the tilt process and the boundary protection of the tilt corridor.

[0006] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows:

[0007] In a first aspect, an embodiment of the present application provides a method for controlling the tilt of an aircraft, the method comprising:

[0008] Generate a current tilt control instruction for the target aircraft according to a preset tilt path of the target aircraft; the preset tilt path is a tilt path generated in advance according to the boundary of the tilt corridor of the target aircraft;

[0009] Acquire a current tilt state of the target aircraft under the current tilt control instruction;

[0010] According to the current tilt state of the target aircraft and the boundary of the tilt corridor, the current tilt control instruction is adjusted to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment.

[0011] Optionally, generating a current tilt control instruction of the target aircraft according to a preset tilt path of the target aircraft includes:

[0012] A current tilt control instruction of the target aircraft is generated according to the preset tilt path and the preset tilt control constraint of the tilt mechanism.

[0013] Optionally, adjusting the current tilt control instruction according to the current tilt state of the target aircraft and the boundary of the tilt corridor to obtain the next tilt control instruction includes:

[0014] According to the current tilt state, the boundary of the tilt corridor and the preset tilt control constraint of the tilt mechanism, the current tilt control instruction is adjusted to obtain the next tilt control instruction.

[0015] Optionally, the current tilt state includes: the current state of a plurality of tilt units in the tilt mechanism; the preset tilt control constraint of the tilt mechanism is a control constraint between the plurality of tilt units;

[0016] The step of adjusting the current tilt control instruction according to the current tilt state, the boundary of the tilt corridor, and the preset tilt control constraint of the tilt mechanism to obtain the next tilt control instruction includes:

[0017] Obtaining a target flight state corresponding to the current tilt control instruction;

[0018] generating a current control deviation of the target aircraft according to the target flight state and the current flight state of the target aircraft;

[0019] Calculating a total control increment of the target aircraft according to the current control deviation;

[0020] According to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the control constraints between the plurality of tilting units, respectively distribute the control efficiency of the total control increment to obtain the control increments of the plurality of tilting units;

[0021] The next tilt control instruction is generated according to the control increments of the plurality of tilt units.

[0022] Optionally, the target flight state includes: a target flight speed and a target flight acceleration; the current flight state includes: a current flight speed and a current flight acceleration;

[0023] The step of generating a current control deviation of the target aircraft according to the target flight state and the current flight state of the target aircraft comprises:

[0024] According to the target flight speed and the target flight acceleration, the current flight speed and the current flight acceleration, the current acceleration deviation and the current angular acceleration deviation of the target aircraft are generated respectively, and the current control deviation includes: the current acceleration deviation and the current angular acceleration deviation.

[0025] Optionally, the current control deviation includes: a current acceleration deviation and a current angular acceleration deviation;

[0026] Calculating the total control increment of the target aircraft according to the current control deviation includes:

[0027] According to the current acceleration deviation and the current angular acceleration deviation, a total force control increment and a total torque control increment of the target aircraft are calculated, and the total control increment includes: the total force control increment and the total torque control increment.

[0028] Optionally, the total control increment includes: a total force control increment and a total torque control increment; the control constraint includes: a torque control constraint and a force control constraint; the control increment of each tilt unit includes: a torque control increment and a force control increment;

[0029] The method of allocating control efficiency to the total control increments according to the current states of the plurality of tilting units, the boundaries of the tilting corridors, and the control constraints between the plurality of tilting units to obtain the control increments of the plurality of tilting units includes:

[0030] According to the current states of the plurality of tilting units, the boundary of the tilting corridor and the torque control constraint, the total torque control increment is allocated with control efficiency to obtain the torque control increments of the plurality of tilting units;

[0031] The force control increments of the plurality of tilting units are respectively determined according to the torque control increments of the plurality of tilting units and the force control constraints.

[0032] Optionally, the plurality of tilting units include: rotors, wings and control surfaces;

[0033] The step of performing control efficiency distribution on the total torque control increment according to the current states of the plurality of tilting units, the boundary of the tilting corridor and the torque control constraint to obtain the torque control increments of the plurality of tilting units includes:

[0034] Calculating initial torque control increments of the rotor, wing and control surface respectively according to the current states of the rotor, wing and control surface and the boundary of the tilt corridor;

[0035] According to the torque control constraint, the initial torque control increments of the rotor, wing and control surface are constrained to obtain the torque control increments of the rotor, wing and control surface.

[0036] Optionally, the current state of the rotor includes: the rotor vector center and the current rotor moment; the current state of the wing includes: the wing forward tilt angle, the wing forward moment, the wing backward tilt angle and the wing backward moment; the current state of the rudder includes: the rudder surface dynamic pressure, the rudder surface relative chord length, the rudder surface relative area and the rudder surface incremental deflection value;

[0037] The calculating the initial torque control increments of the rotor, wing and control surface respectively according to the current states of the rotor, wing and control surface and the boundary of the tilt corridor comprises:

[0038] Calculating an initial torque control increment of the rotor according to the rotor vector center, the current torque of the rotor, and the boundary of the tilt corridor;

[0039] Calculating an initial moment control increment of the wing according to the wing forward tilt angle, the wing forward moment, the wing backward tilt angle, the wing backward moment and a boundary of the tilt corridor;

[0040] The initial torque control increment of the rudder surface is calculated according to the dynamic pressure of the rudder surface, the relative chord length of the rudder surface, the relative area of ​​the rudder surface, the incremental deflection value of the rudder surface, the preset rudder surface aerodynamic pitch moment coefficient and the boundary of the tilt corridor.

[0041] In a second aspect, another embodiment of the present application provides a tilt control device for an aircraft, the device comprising:

[0042] A generating module, used for generating a current tilt control instruction of the target aircraft according to a preset tilt path of the target aircraft; the preset tilt path is a tilt path generated in advance according to the boundary of the tilt corridor of the target aircraft;

[0043] An acquisition module, used for acquiring a current tilt state of the target aircraft under the current tilt control instruction;

[0044] An adjustment module is used to adjust the current tilt control instruction according to the current tilt state of the target aircraft and the boundary of the tilt corridor to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment.

[0045] In the third aspect, another embodiment of the present application provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the memory through the bus, and the processor executes the machine-readable instructions to perform the steps of the aircraft tilt control method as described in any of the first aspects above.

[0046] In a fourth aspect, another embodiment of the present application provides a storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the method for tilt control of an aircraft as described in any one of the above-mentioned first aspects are executed.

[0047] The beneficial effects of this application are:

[0048] The present application provides a method and electronic device for controlling the tilting of an aircraft. According to the preset tilting path of the target aircraft, a current tilting control instruction of the target aircraft is generated, and the current tilting state of the target aircraft under the current tilting control instruction is obtained; according to the current tilting state of the target aircraft and the boundary of the tilting corridor, the current tilting control instruction is adjusted to obtain the next tilting control instruction, and the next tilting control instruction is used to control the tilting mechanism at the next moment. The present application generates a corresponding tilting path based on the tilting corridor, and generates the current tilting control instruction of the target aircraft according to the tilting path, which can ensure that the target aircraft flies within the tilting corridor, thereby determining the current tilting state of the target aircraft according to the tilting control instruction, and determining the next tilting control instruction of the target aircraft at the same time, and can timely adjust the target aircraft to ensure the flight quality of the target aircraft. At the same time, it meets the tilting transition requirements of the target aircraft during the tilting process and the boundary protection of the tilting corridor. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application 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 paying creative work.

[0050] Figure 1 A schematic diagram of a flow chart of a tilt control method for an aircraft provided in an embodiment of the present application;

[0051] Figure 2 A schematic diagram of a preset tilt path provided in an embodiment of the present application;

[0052] Figure 3Another process for determining the next tilt control instruction in a tilt control method of an aircraft provided in an embodiment of the present application;

[0053] Figure 4 A schematic diagram of a flow chart for determining a control increment in a tilt control method for an aircraft provided in an embodiment of the present application;

[0054] Figure 5 A schematic diagram of a flow chart for determining a torque control increment in a tilt control method for an aircraft provided in an embodiment of the present application;

[0055] Figure 6 A schematic diagram of the structure of a tilt control device for an aircraft provided in an embodiment of the present application;

[0056] Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0057] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the present application, or remove one or more operations from the flowchart.

[0058] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0059] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0060] In order to clearly describe the tilt control method of an aircraft provided in an embodiment of the present application, the method provided in an embodiment of the present application is explained below in conjunction with multiple drawings. Figure 1 A schematic diagram of a flow chart of a tilt control method for an aircraft provided in an embodiment of the present application, such as Figure 1 As shown, the method includes:

[0061] Step 101: Generate a current tilt control instruction for the target aircraft according to a preset tilt path of the target aircraft.

[0062] Among them, the preset tilt path is a tilt path generated in advance according to the boundary of the tilt corridor of the target aircraft. The horizontal coordinate of the preset tilt path is the speed of the target aircraft, and the vertical coordinate is the tilt angle of the target aircraft. That is to say, the preset tilt path is composed of the coordinates of the speeds and tilt angles of multiple aircraft, and the current tilt control instruction is generated by the speed and tilt angle of the aircraft in the preset tilt path. The tilt corridor is an area where the aircraft action is normal and the flight quality is not affected, and the mapping relationship between the preset tilt angle and the speed range of the preset speed. The tilt corridor calculates the six aerodynamic components through the difference model through the configuration parameters of the target aircraft, and generates a nonlinear underdetermined set of equations of the three-axis force and torque of the target aircraft according to the six components of the aerodynamic force and the control efficiency matrix. Determine the correlation relationship between the tilt angle-flight speed-angle of attack, and determine the schematic diagram of the tilt corridor of the target aircraft according to the correlation relationship between the tilt angle-flight speed-angle of attack. The tilt path is a reference path generated according to the midline of the rural boundary of the tilt corridor. The present application is suitable for when the tilt angle of the target aircraft is in the range of 20-80 degrees.

[0063] Indicatively, Figure 2 A schematic diagram of a preset tilt path provided in an embodiment of the present application, such as Figure 2 As shown, the horizontal coordinate of the preset tilt path is speed, and the vertical coordinate is the tilt angle. The shaded part in the figure is the tilt corridor, which is a range within the normal range of aircraft movement and where the flight quality is not affected. It is a mapping relationship between the preset tilt angle and the speed range of the preset speed. The areas on both sides of the tilt corridor are suboptimal tilt areas where the flight quality of the aircraft is affected. The tilt path is a reference path obtained by taking the midline of the upper and lower boundaries of the tilt corridor. The line in the middle of the tilt corridor in the figure is the tilt path. It is worth noting that the tilt corridor can be an interval of any shape, which is not limited in the embodiment of the present application. It is specifically determined according to the configuration parameters of the aircraft. The present application only takes a quadrilateral as an example for illustration.

[0064] Step 102: Obtain the current tilt state of the target aircraft under the current tilt control instruction.

[0065] The current tilt state includes the tilt state of the entire target aircraft and the tilt state of the tilt mechanism in the target aircraft.

[0066] Optionally, the current tilt state of the target aircraft under the current tilt control instruction is determined by installing sensors such as gyroscopes, accelerometers, angle sensors, and position sensors on the target aircraft and the tilt mechanism of the target aircraft. The tilt state can be determined based on the pitch angle, roll angle, heading angle of the target aircraft and the tilt angle or angular velocity of the tilt mechanism. The method for determining the tilt state is only described by taking the above method as an example and is determined according to actual conditions.

[0067] Step 103: According to the current tilt state of the target aircraft and the boundary of the tilt corridor, the current tilt control instruction is adjusted to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment.

[0068] Optionally, if the current tilt state of the target aircraft is outside the boundary of the tilt corridor, the current control instruction is adjusted according to the preset tilt path to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment so that the current tilt state of the target flight is within the boundary of the tilt corridor. Specifically, the current control instruction can be adjusted according to the preset tilt path through an inverse control restriction or a preset restriction control structure to obtain the next tilt control instruction.

[0069] In an embodiment of the present application, according to the preset tilt path of the target aircraft, the current tilt control instruction of the target aircraft is generated, and the current tilt state of the target aircraft under the current tilt control instruction is obtained; according to the current tilt state of the target aircraft and the boundary of the tilt corridor, the current tilt control instruction is adjusted to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment. The present application generates a corresponding tilt path based on the tilt corridor, and generates the current tilt control instruction of the target aircraft according to the tilt path, which can ensure that the target aircraft flies within the tilt corridor, thereby determining the current tilt state of the target aircraft according to the tilt control instruction, and determining the next tilt control instruction of the target aircraft at the same time, which can adjust the target aircraft in time, and ensure the flight quality of the target aircraft. At the same time, it meets the tilt transition requirements of the target aircraft during the tilt process and the boundary protection of the tilt corridor.

[0070] Based on the above embodiment, the present application further provides a process for determining a current tilt control instruction in a tilt control method of an aircraft. In the above step 102, a current tilt control instruction of a target aircraft is generated according to a preset tilt path of the target aircraft, including:

[0071] A current tilt control instruction for the target aircraft is generated according to a preset tilt path and a preset tilt control constraint of the tilt mechanism.

[0072] Among them, the preset tilt control can be used to constrain the distribution of force between the tilt mechanisms, or the distribution of torque, or the speed and acceleration of each tilt mechanism, which is determined according to the actual usage scenario and is not limited in the embodiments of the present application.

[0073] In the embodiment of the present application, the current tilt control instruction of the target aircraft is generated according to the preset tilt path and the preset tilt control constraint of the tilt mechanism, which can accurately control the tilt mechanism of the aircraft, reduce the flight error of the aircraft, and improve the safety of the aircraft during flight.

[0074] On the basis of the above embodiment, the present application further provides a process for determining the next tilt control instruction in a tilt control method of an aircraft. In the above step 103, the current tilt control instruction is adjusted according to the current tilt state of the target aircraft and the boundary of the tilt corridor to obtain the next tilt control instruction, including:

[0075] According to the current tilt state, the boundary of the tilt corridor and the preset tilt control constraints of the tilt mechanism, the current tilt control instruction is adjusted to obtain the next tilt control instruction.

[0076] Optionally, if the current tilt state of the target aircraft is outside the boundary of the tilt corridor, the current control instruction is adjusted according to the preset tilt path so that the adjusted instruction meets the preset tilt control constraint, thereby obtaining the next tilt control instruction.

[0077] In an embodiment of the present application, the current tilt control instruction is adjusted according to the current tilt state, the boundary of the tilt corridor and the preset tilt control constraints of the tilt mechanism to obtain the next tilt control instruction.

[0078] Based on the above embodiment, the current tilt state includes: the current state of multiple tilt units in the tilt mechanism; the preset tilt control constraint of the tilt mechanism is the control constraint between the multiple tilt units; the present application provides another process for determining the next tilt control instruction in the tilt control method of the aircraft, Figure 3 Another process for determining the next tilt control instruction in a tilt control method of an aircraft provided in an embodiment of the present application is as follows: Figure 3 As shown, in the above, according to the current tilt state, the boundary of the tilt corridor and the preset tilt control constraint of the tilt mechanism, the current tilt control instruction is adjusted to obtain the next tilt control instruction, including:

[0079] Step 301: Obtain the target flight state corresponding to the current tilt control instruction.

[0080] The target flight state is the flight state of the target aircraft corresponding to the current tilt control instruction. The target flight state may include: speed, acceleration, angular acceleration, roll angle, pitch angle, yaw angle, etc., which is not limited in the embodiment of the present application.

[0081] Optionally, a current tilt control instruction is obtained, and a corresponding flight state of the target aircraft is determined as a target flight state according to the current tilt instruction.

[0082] Step 302: Generate a current control deviation of the target aircraft according to the target flight state and the current flight state of the target aircraft.

[0083] The current control deviation is the deviation between the current flight state of the target aircraft and the target flight state. The current flight state of the target aircraft can be corrected to the target flight state according to the control deviation. For example, if the goal is to maintain a specific airspeed, the control deviation may be the difference between the target airspeed and the current airspeed.

[0084] Optionally, according to the target flight state and the current flight state of the target aircraft, a deviation value between the current flight state of the target aircraft and the target flight state is determined, and the deviation value is used as the current control deviation of the target aircraft.

[0085] Step 303: Calculate the total control increment of the target aircraft according to the current control deviation.

[0086] The total control increment is used to control the target aircraft so that the target aircraft reaches the target flight state.

[0087] For example, the total control increment of the target aircraft is calculated according to the current control deviation and the preset control law, wherein the preset control law may be proportional-integral-differential control, linear quadratic regulator, model predictive control, etc., which is not limited in the embodiment of the present application.

[0088] Step 304: According to the current states of the multiple tilting units, the boundaries of the tilting corridors and the control constraints between the multiple tilting units, the control efficiency is respectively distributed to the total control increment to obtain the control increments of the multiple tilting units.

[0089] Among them, the control constraints between multiple tilting units can be used to constrain the classification of forces and distribution of torques between multiple tilting units, and the embodiments of the present application do not impose any restrictions on this.

[0090] Optionally, according to the current states of the multiple tilt units, the boundaries of the tilt corridors, and the control constraints between the multiple tilt units, the total control increments are respectively allocated control efficiency to obtain the control increments of the multiple tilt units. The allocation of the total control increments satisfies the control constraints between the multiple tilt units, and the tilt state of the target aircraft is within the boundaries of the tilt corridor. The control increments of the multiple tilt units are used to control the multiple tilt units respectively, so that the target flight state reaches the target flight state.

[0091] Step 305: Generate the next tilt control instruction according to the control increments of the multiple tilt units.

[0092] Optionally, a dynamic model corresponding to the target aircraft is established according to the target aircraft, and the next tilt control instruction is determined according to the control increments of multiple tilt units through the dynamic model corresponding to the target aircraft.

[0093] In an embodiment of the present application, the current control deviation of the target aircraft is generated according to the target flight state and the current flight state of the target aircraft, and the total control increment of the target aircraft is calculated according to the current control deviation. According to the current states of multiple tilt units, the boundaries of the tilt corridor, and the control constraints between multiple tilt units, the control efficiency of the total control increment is respectively allocated to obtain the control increments of multiple tilt units, and the next tilt control instruction is generated. The present application can more accurately adjust the state of the aircraft to achieve the predetermined flight target so that the target aircraft meets the boundary protection of the tilt corridor.

[0094] On the basis of the above embodiment, the target flight state includes: target flight speed and target flight acceleration; the current flight state includes: current flight speed and current flight acceleration. The present application also provides a process for determining the current control deviation in a tilt control method of an aircraft. In the above step 302, the current control deviation of the target aircraft is generated according to the target flight state and the current flight state of the target aircraft, including:

[0095] According to the target flight speed and the target flight acceleration, the current flight speed and the current flight acceleration, the current acceleration deviation and the current angular acceleration deviation of the target aircraft are generated respectively.

[0096] The current control deviation includes: the current acceleration deviation and the current angular acceleration deviation. The target flight speed is the flight speed of the target aircraft under the preset control instruction; the target flight acceleration is the flight acceleration of the target aircraft under the preset control instruction; the current flight speed is the actual flight speed of the target aircraft; and the current flight acceleration is the actual flight acceleration of the target aircraft.

[0097] Optionally, the flight speed deviation is determined according to the target flight speed and the current flight speed of the target aircraft, and the current acceleration deviation of the target aircraft is determined according to the flight speed deviation by a preset outer loop controller, wherein the preset outer loop controller is implemented based on a preset proportional-integral-differential algorithm.

[0098] Optionally, the flight acceleration deviation is determined according to the target flight acceleration and the current flight acceleration of the target aircraft, and the current angular acceleration deviation of the target aircraft is determined according to the flight acceleration deviation by a preset inner loop controller, wherein the preset inner loop controller is implemented based on a preset proportional-integral-differential algorithm.

[0099] In the embodiment of the present application, the current acceleration deviation and the current angular acceleration deviation of the target aircraft are generated respectively according to the target flight speed and the target flight acceleration, the current flight speed and the current flight acceleration, so that the tilt mechanism of the aircraft can be controlled more accurately to meet the tilt transition requirements of the aircraft during the tilt process.

[0100] Based on the above embodiment, the current control deviation includes: the current acceleration deviation and the current angular acceleration deviation. The present application also provides a process for determining the total control amount in the tilt control method of an aircraft. In the above step 302, the total control increment of the target aircraft is calculated according to the current control deviation, including:

[0101] According to the current acceleration deviation and the current angular acceleration deviation, the total force control increment and the total torque control increment of the target aircraft are calculated.

[0102] The total control increment includes: the total force control increment and the total torque control increment.

[0103] Optionally, the total force control increment of the target aircraft is calculated according to the current acceleration deviation. Specifically, the total force control increment of the target aircraft can be calculated according to the acceleration deviation through a control law.

[0104] Optionally, the total torque control increment of the target aircraft is calculated according to the current angular acceleration deviation. Specifically, the total torque control increment of the target aircraft can be calculated according to the angular acceleration deviation through a control law.

[0105] In an embodiment of the present application, the total force control increment and the total torque control increment of the target aircraft are calculated based on the current acceleration deviation and the current angular acceleration deviation.

[0106] Based on the above embodiment, the total control increment includes: the total force control increment and the total torque control increment; the control constraint includes: the torque control constraint and the force control constraint; the control increment of each tilt unit includes: the torque control increment and the force control increment. The present application also provides a process for determining the control increment in the tilt control method of an aircraft, Figure 4 A schematic diagram of a flow chart for determining a control increment in a tilt control method of an aircraft provided in an embodiment of the present application, such as Figure 4 As shown, in the above step 304, according to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the control constraints between the plurality of tilting units, the total control increment is respectively allocated the control efficiency to obtain the control increments of the plurality of tilting units, including:

[0107] Step 401: According to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the torque control constraints, the control efficiency is distributed on the total torque control increment to obtain the torque control increments of the plurality of tilting units.

[0108] Among them, the torque control constraint is used to indicate that the total torque control amount is equal to the sum of the torque control increments of multiple tilt units, or the range of the torque control increments of the tilt units, or the rate of change of the torque control increments of the tilt units.

[0109] Optionally, according to the current states of the multiple tilt units, the boundaries of the tilt corridor and the torque control constraints, the total torque control increment is distributed in terms of control efficiency to obtain the torque control increments of the multiple tilt units. The total control increment is the sum of the torque control increments between the multiple tilt units, and the tilt state of the target aircraft is within the boundaries of the tilt corridor. The control increments of the multiple tilt units are used to control the multiple tilt units respectively, so that the target flight state reaches the target flight state.

[0110] Step 402: Determine the force control increments of the plurality of tilting units respectively according to the torque control increments and force control constraints of the plurality of tilting units.

[0111] The force control constraint is used to indicate that the total force control amount is equal to the sum of the force control increments of multiple tilt units, or the range of the force control increments of the tilt units, or the rate of change of the force control increments of the tilt units.

[0112] Optionally, the calculated force control increments of the multiple tilt units are determined according to the torque control increments of the multiple tilt units and the force arms of the multiple tilt units, and the force control increments of the multiple tilt units are determined according to the calculated force control increments of the multiple tilt units and the force control constraints. The force arms of the multiple tilt units are determined according to the actual parameters of the aircraft, and the embodiments of the present application do not limit this.

[0113] In the embodiment of the present application, according to the current state of multiple tilt units, the boundary of the tilt corridor and the torque control constraint, the total torque control increment is allocated for control efficiency, and the torque control increment of multiple tilt units is obtained. According to the force control constraint, the force control increment of multiple tilt units is determined respectively. The present application ensures that each tilt unit is allocated according to the most optimized torque, so as to reach the target flight state faster, making the tilt transition of the target aircraft more flexible.

[0114] Based on the above embodiment, the plurality of tilt units include: rotors, wings and control surfaces. The present application also provides a process for determining a torque control increment in a tilt control method of an aircraft, Figure 5 A schematic diagram of a flow chart for determining a torque control increment in a tilt control method of an aircraft provided in an embodiment of the present application, such as Figure 5 As shown, in the above step 401, according to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the torque control constraints, the total torque control increment is allocated with control efficiency to obtain the torque control increments of the plurality of tilting units, including:

[0115] Step 501: Calculate the initial torque control increments of the rotor, wing and control surface according to the current states of the rotor, wing and control surface and the boundary of the tilt corridor.

[0116] Optionally, the initial torque control increment of the rotor is calculated based on the current state of the rotor and the boundary of the tilt corridor; the initial torque control increment of the wing is calculated based on the current state of the wing and the boundary of the tilt corridor; the initial torque control increment of the control surface is calculated based on the current state of the control surface and the boundary of the tilt corridor.

[0117] Step 502: constrain the initial torque control increments of the rotor, wing and control surface according to the torque control constraints to obtain the torque control increments of the rotor, wing and control surface.

[0118] Among them, the torque control constraint is that the torque control increment is equal to the sum of the rotor control increment, the wing control increment and the control surface control increment. Correspondingly, the force control constraint is that the force control increment is equal to the sum of the rotor control increment, the wing control increment and the control surface control increment. Among them, the rotor torque control increment is the sum of the rotor speed torque control increment and the rotor pitch control increment.

[0119] Optionally, the initial torque control increments of the rotor, wing and control surface are constrained according to the torque control constraint so that the torque control increment is equal to the sum of the rotor torque control increment, the wing torque control increment and the control surface torque control increment.

[0120] For example, when the rotor torque control increment, the wing torque control increment and the rudder torque control increment are dM_rotor, dM_tilt and dM_ruder respectively, and the torque control increment is dm_control, then dm_control = dM_rotor + dM_tilt + dM_ruder.

[0121] For example, when the rotor force control increment, the wing force control increment and the rudder force control increment are dF_rotor, dF_tilt and dF_ruder respectively, the force control increment is dF_control. Then dF_control = dF_rotor + dF_tilt + dF_ruder.

[0122] In the embodiment of the present application, according to the current state of the rotor, wing and control surface, and the boundary of the tilt corridor, the initial torque control increments of the rotor, wing and control surface are calculated respectively; according to the torque control constraint, the initial torque control increments of the rotor, wing and control surface are constrained to obtain the torque control increments of the rotor, wing and control surface. The present application constrains the torque of the execution unit through the torque constraint condition, which can more accurately control the state of the aircraft, thereby improving the performance of the aircraft.

[0123] On the basis of the above embodiments, the current state of the rotor includes: the rotor vector center and the current rotor torque; the current state of the wing includes: the wing forward tilt angle, the wing forward torque, the wing backward tilt angle and the wing backward torque; the current state of the rudder includes: the rudder dynamic pressure, the rudder relative chord length, the rudder relative area and the rudder incremental deflection value. To this end, the present application provides a process for determining the initial torque control increment in the tilt control method of an aircraft. In the above steps, the initial torque control increments of the rotor, wing and rudder are calculated according to the current states of the rotor, wing and rudder, and the boundary of the tilt corridor, including:

[0124] The initial torque control increment of the rotor is calculated based on the rotor vector center and the boundaries of the rotor current torque and tilt corridor.

[0125] Optionally, the initial torque control increment of the rotor is calculated by formula (1) according to the rotor vector center and the current torque of the rotor. And the initial torque control increment of the rotor is adjusted according to the boundary of the tilt corridor so that the current tilt state of the target aircraft is within the boundary of the tilt corridor.

[0126] dM_totor=p_rotor×F_rotor (1)

[0127] Among them, p_rotor is the rotor vector center, F_rotor is the current torque of the rotor, and dM_rotor is the initial torque control increment of the rotor.

[0128] The initial moment control increment of the wing is calculated according to the wing forward tilt angle, the wing forward moment, the wing backward tilt angle, the wing backward moment and the boundary of the tilt corridor.

[0129] Optionally, the initial moment control increment of the wing is calculated according to the wing forward tilt angle, the wing forward moment, the wing backward tilt angle, the wing backward moment and formula (2). And the initial moment control increment of the wing is adjusted by the boundary of the tilt corridor so that the current tilt state of the target aircraft is within the boundary of the tilt corridor.

[0130] dM_tilt=dp_tilt_forward×F_tilt_forward+dp_tilt_back×dF_tilt_back(2)

[0131] Among them, dp_tilt_forward is the forward tilt angle of the wing, F_tilt_forward is the forward moment of the wing, dp_tilt_back is the backward tilt angle of the wing, dF_tilt_back is the backward moment of the wing, and dM_tilt is dM_tilt.

[0132] The initial torque control increment of the rudder surface is calculated according to the dynamic pressure of the rudder surface, the relative chord length of the rudder surface, the relative area of ​​the rudder surface, the incremental deflection value of the rudder surface, the preset rudder surface aerodynamic pitch moment coefficient and the boundary of the tilt corridor.

[0133] Optionally, the initial torque control increment of the rudder surface is calculated according to the dynamic pressure of the rudder surface, the relative chord length of the rudder surface, the relative area of ​​the rudder surface, the incremental deflection value of the rudder surface, the preset aerodynamic pitch moment coefficient of the rudder surface and formula (3). And the initial torque control increment of the rudder surface is adjusted according to the boundary of the tilt corridor so that the current tilt state of the target aircraft is within the boundary of the tilt corridor.

[0134] dM_ruder=ps×cm_ruder×C×S×d_ruder (3)

[0135] Among them, ps is the dynamic pressure of the rudder surface, C is the relative chord length of the rudder surface, S is the relative area of ​​the rudder surface, d_ruder is the incremental deflection value of the rudder surface, cm_ruder is the preset rudder surface aerodynamic pitch moment coefficient, and dM_ruder is the initial torque control increment of the rudder surface.

[0136] In the embodiment of the present application, the initial torque control increments of the rotor, wing and control surface are calculated respectively according to the current state of the rotor, wing and control surface and the boundary of the tilt corridor. The present application can accurately determine the initial torque control increments of the rotor, wing and control surface, and the boundary of the tilt corridor can prevent the control surface from exceeding its safe operating range, thereby improving the safety of the aircraft.

[0137] Based on the same inventive concept, an embodiment of the present application also provides a tilt control device for an aircraft corresponding to the tilt control method for an aircraft. Since the principle of solving the problem by the device in the embodiment of the present application is similar to the tilt control method for the aircraft in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0138] Figure 6 A schematic diagram of the structure of a tilt control device for an aircraft provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, the device includes: a generating module 601, an acquiring module 602, and an adjusting module 603; wherein the generating module 601 is used to generate a current tilt control instruction of the target aircraft according to a preset tilt path of the target aircraft; the preset tilt path is a tilt path generated in advance according to the boundary of the tilt corridor of the target aircraft;

[0139] An acquisition module 602 is used to acquire the current tilt state of the target aircraft under the current tilt control instruction;

[0140] The adjustment module 603 is used to adjust the current tilt control instruction according to the current tilt state of the target aircraft and the boundary of the tilt corridor to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment.

[0141] Optionally, the generating module 601 is specifically configured to:

[0142] A current tilt control instruction for the target aircraft is generated according to a preset tilt path and a preset tilt control constraint of the tilt mechanism.

[0143] Optionally, the adjustment module 603 is specifically configured to:

[0144] According to the current tilt state, the boundary of the tilt corridor and the preset tilt control constraints of the tilt mechanism, the current tilt control instruction is adjusted to obtain the next tilt control instruction.

[0145] Optionally, the current tilt state includes: the current state of multiple tilt units in the tilt mechanism; the preset tilt control constraint of the tilt mechanism is the control constraint between the multiple tilt units; the adjustment module 603 is specifically used to:

[0146] Get the target flight status corresponding to the current tilt control command;

[0147] generating a current control deviation of the target aircraft according to the target flight state and the current flight state of the target aircraft;

[0148] Calculate the total control increment of the target aircraft based on the current control deviation;

[0149] According to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the control constraints between the plurality of tilting units, the control efficiency is respectively distributed to the total control increment to obtain the control increments of the plurality of tilting units;

[0150] The next tilt control instruction is generated based on the control increments of multiple tilt units.

[0151] Optionally, the target flight state includes: a target flight speed and a target flight acceleration; the current flight state includes: a current flight speed and a current flight acceleration; the adjustment module 603 is specifically used to:

[0152] According to the target flight speed and target flight acceleration, the current flight speed and the current flight acceleration, the current acceleration deviation and the current angular acceleration deviation of the target aircraft are generated respectively. The current control deviation includes: the current acceleration deviation and the current angular acceleration deviation.

[0153] Optionally, the current control deviation includes: a current acceleration deviation and a current angular acceleration deviation; the adjustment module 603 is specifically used to:

[0154] According to the current acceleration deviation and the current angular acceleration deviation, the total force control increment and the total torque control increment of the target aircraft are calculated. The total control increment includes: the total force control increment and the total torque control increment.

[0155] Optionally, the total control increment includes: a total force control increment and a total torque control increment; the control constraint includes: a torque control constraint and a force control constraint; the control increment of each tilt unit includes: a torque control increment and a force control increment; the adjustment module 603 is specifically used to:

[0156] According to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the torque control constraints, the control efficiency is distributed on the total torque control increment to obtain the torque control increments of the plurality of tilting units;

[0157] The force control increments of the multiple tilting units are determined respectively according to the torque control increments and force control constraints of the multiple tilting units.

[0158] Optionally, the plurality of tilting units include: a rotor, a wing and a control surface; and the adjustment module 603 is specifically used for:

[0159] According to the current states of the rotor, wing and control surface and the boundary of the tilt corridor, the initial torque control increments of the rotor, wing and control surface are calculated respectively;

[0160] According to the torque control constraint, the initial torque control increments of the rotor, wing and control surface are constrained to obtain the torque control increments of the rotor, wing and control surface.

[0161] Optionally, the current state of the rotor includes: the rotor vector center and the current rotor moment; the current state of the wing includes: the wing forward tilt angle, the wing forward moment, the wing backward tilt angle and the wing backward moment; the current state of the rudder includes: the rudder surface dynamic pressure, the rudder surface relative chord length, the rudder surface relative area and the rudder surface incremental deflection value; the adjustment module 603 is specifically used to:

[0162] Calculate the initial torque control increment of the rotor according to the rotor vector center and the current torque of the rotor and the boundary of the tilt corridor;

[0163] Calculate the initial moment control increment of the wing according to the wing forward tilt angle, the wing forward moment, the wing backward tilt angle, the wing backward moment and the boundary of the tilt corridor;

[0164] The initial torque control increment of the rudder surface is calculated according to the dynamic pressure of the rudder surface, the relative chord length of the rudder surface, the relative area of ​​the rudder surface, the incremental deflection value of the rudder surface, the preset rudder surface aerodynamic pitch moment coefficient and the boundary of the tilt corridor.

[0165] For descriptions of the processing flow of each module in the device and the interaction flow between each module, reference may be made to the relevant descriptions in the above method embodiment, which will not be described in detail here.

[0166] The embodiment of the present application also provides an electronic device, Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is shown in FIG. Figure 7 As shown, the electronic device includes: a processor 701, a memory 702, and optionally, a bus 703. The memory 702 stores machine-readable instructions executable by the processor 701. When the computer device is running, the processor 701 communicates with the memory 702 through the bus 703. When the machine-readable instructions are executed by the processor 701, the steps of the above-mentioned aircraft tilt control method are executed. Among them, the electronic device can be a computer device that is connected to the aircraft for communication, or a non-control device corresponding to the target aircraft, or a flight controller integrated on the aircraft, and the embodiment of the present application does not limit this.

[0167] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned aircraft tilt control method are executed.

[0168] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the method embodiment, and will not be repeated in this application. In the several embodiments provided in this application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0169] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or part of the technical solution that contributes to the prior art or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), disk or optical disk and other media that can store program code.

[0170] The above are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. A method for controlling the tilt of an aircraft, characterized in that: The method comprises: Generate a current tilt control instruction for the target aircraft according to a preset tilt path of the target aircraft; the preset tilt path is a tilt path generated in advance according to the boundary of the tilt corridor of the target aircraft; Acquire a current tilt state of the target aircraft under the current tilt control instruction; According to the current tilt state of the target aircraft and the boundary of the tilt corridor, the current tilt control instruction is adjusted to obtain the next tilt control instruction, and the next tilt control instruction is used to control the tilt mechanism at the next moment.

2. The method according to claim 1, characterized in that The step of generating a current tilt control instruction of the target aircraft according to a preset tilt path of the target aircraft comprises: A current tilt control instruction of the target aircraft is generated according to the preset tilt path and the preset tilt control constraint of the tilt mechanism.

3. The method according to claim 1, characterized in that The step of adjusting the current tilt control instruction according to the current tilt state of the target aircraft and the boundary of the tilt corridor to obtain the next tilt control instruction includes: According to the current tilt state, the boundary of the tilt corridor and the preset tilt control constraint of the tilt mechanism, the current tilt control instruction is adjusted to obtain the next tilt control instruction.

4. The method according to claim 3, characterized in that: The current tilt state includes: the current state of a plurality of tilt units in the tilt mechanism; the preset tilt control constraint of the tilt mechanism is the control constraint between the plurality of tilt units; The step of adjusting the current tilt control instruction according to the current tilt state, the boundary of the tilt corridor, and the preset tilt control constraint of the tilt mechanism to obtain the next tilt control instruction includes: Obtaining a target flight state corresponding to the current tilt control instruction; generating a current control deviation of the target aircraft according to the target flight state and the current flight state of the target aircraft; Calculating a total control increment of the target aircraft according to the current control deviation; According to the current states of the plurality of tilting units, the boundaries of the tilting corridors and the control constraints between the plurality of tilting units, respectively performing control efficiency distribution on the total control increments to obtain the control increments of the plurality of tilting units; The next tilt control instruction is generated according to the control increments of the plurality of tilt units.

5. The method according to claim 4, characterized in that The target flight state includes: target flight speed and target flight acceleration; the current flight state includes: current flight speed and current flight acceleration; The step of generating a current control deviation of the target aircraft according to the target flight state and the current flight state of the target aircraft comprises: According to the target flight speed and the target flight acceleration, the current flight speed and the current flight acceleration, the current acceleration deviation and the current angular acceleration deviation of the target aircraft are generated respectively, and the current control deviation includes: the current acceleration deviation and the current angular acceleration deviation.

6. The method according to claim 4, characterized in that The current control deviation includes: a current acceleration deviation and a current angular acceleration deviation; Calculating the total control increment of the target aircraft according to the current control deviation includes: According to the current acceleration deviation and the current angular acceleration deviation, a total force control increment and a total torque control increment of the target aircraft are calculated, and the total control increment includes: the total force control increment and the total torque control increment.

7. The method according to claim 4, characterized in that The total control increment includes: a total force control increment and a total torque control increment; the control constraints include: a torque control constraint and a force control constraint; the control increment of each tilting unit includes: a torque control increment and a force control increment; The method of allocating control efficiency to the total control increments according to the current states of the plurality of tilting units, the boundaries of the tilting corridors, and the control constraints between the plurality of tilting units to obtain the control increments of the plurality of tilting units includes: According to the current states of the plurality of tilting units, the boundary of the tilting corridor and the torque control constraint, the total torque control increment is allocated with control efficiency to obtain the torque control increments of the plurality of tilting units; The force control increments of the plurality of tilting units are respectively determined according to the torque control increments of the plurality of tilting units and the force control constraints.

8. The method according to claim 7, characterized in that The plurality of tilting units include: rotors, wings and control surfaces; The step of performing control efficiency distribution on the total torque control increment according to the current states of the plurality of tilting units, the boundary of the tilting corridor and the torque control constraint to obtain the torque control increments of the plurality of tilting units includes: Calculating initial torque control increments of the rotor, wing and control surface respectively according to the current states of the rotor, wing and control surface and the boundary of the tilt corridor; According to the torque control constraint, the initial torque control increments of the rotor, wing and control surface are constrained to obtain the torque control increments of the rotor, wing and control surface.

9. The method according to claim 8, characterized in that The current state of the rotor includes: the rotor vector center and the current rotor moment; the current state of the wing includes: the wing forward tilt angle, the wing forward moment, the wing backward tilt angle and the wing backward moment; the current state of the rudder includes: the rudder surface dynamic pressure, the rudder surface relative chord length, the rudder surface relative area and the rudder surface incremental deflection value; The calculating the initial torque control increments of the rotor, wing and control surface respectively according to the current states of the rotor, wing and control surface and the boundary of the tilt corridor comprises: Calculating an initial torque control increment of the rotor according to the rotor vector center, the current torque of the rotor, and the boundary of the tilt corridor; Calculating an initial moment control increment of the wing according to the wing forward tilt angle, the wing forward moment, the wing backward tilt angle, the wing backward moment and a boundary of the tilt corridor; The initial torque control increment of the rudder surface is calculated according to the dynamic pressure of the rudder surface, the relative chord length of the rudder surface, the relative area of ​​the rudder surface, the incremental deflection value of the rudder surface, the preset rudder surface aerodynamic pitch moment coefficient and the boundary of the tilt corridor.

10. An electronic device, characterized in that: The electronic device includes: a processor, a memory and a bus, the memory has machine-readable instructions executable by the processor, when the electronic device is running, the processor and the memory communicate through the bus, and the processor executes the machine-readable instructions to perform the tilt control method of the aircraft as described in any one of claims 1-9 above.

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