A tilt control method of an aircraft and an electronic device

Abstract

The application provides a tilting control method of an aircraft and a computer device, and relates to the technical field of aircrafts, and the method comprises the following steps: generating a current tilting control instruction of a target aircraft according to a preset tilting path of the target aircraft, and acquiring a current tilting state of the target aircraft under the current tilting control instruction; adjusting the current tilting control instruction according to the current tilting state of the target aircraft and the boundary of a tilting corridor, so as to obtain a next tilting control instruction, and the next tilting control instruction is used for controlling a tilting mechanism at a next moment. The application meets the tilting transition requirement of the target aircraft in the tilting process and the boundary protection of the tilting corridor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft, in particular to a tilt control method of an aircraft and a computer device. BACKGROUND

[0002] In the design and operation of an aircraft, tilt transition technology is a key link, which involves the conversion of an aircraft from one flight mode to another. This process is crucial to ensure the stability and maneuverability of the aircraft.

[0003] Currently, tilt transition technology mainly relies on the flight control system to 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 gradual adjustment of the maximum rate of the tilt mechanism based on the data provided by the airspeed sensor and the preset program. When the airspeed of the aircraft reaches a certain value, the system will trigger the next tilt action until the aircraft completely enters the horizontal flight mode.

[0004] However, due to interference such as acceleration, deceleration, and reversal during the tilt process of the aircraft, or different tilt transition trim requirements at different stages of the tilt, airspeed cannot flexibly achieve tilt transition requirements and boundary protection of the tilt corridor at different stages. SUMMARY

[0005] The purpose of the present application is to overcome the shortcomings of the prior art and provide a tilt control method of an aircraft and an electronic device that meets the tilt transition requirements of the target aircraft during the tilt process and the boundary protection of the tilt corridor.

[0006] To achieve the above purpose, the technical solutions adopted by the embodiments of the present application are as follows:

[0007] In a first aspect, an embodiment of the present application provides a tilt control method of an aircraft, which comprises:

[0008] 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;

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

[0010] 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 a next tilt control instruction, which is used to control the tilt mechanism at the next time.

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

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

[0013] Optionally, the 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 a next tilt control instruction comprises:

[0014] the 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.

[0015] Optionally, the current tilt state comprises current states of a plurality of tilt units in the tilt mechanism, and the preset tilt control constraint of the tilt mechanism is a control constraint between the plurality of tilt units.

[0016] the 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.

[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 a current flight state of the target aircraft;

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

[0020] performing control efficiency distribution on the total control increment according to the current states of the plurality of tilt units, the boundary of the tilt corridor and the control constraint between the plurality of tilt units to obtain control increments of the plurality of tilt units;

[0021] generating the next tilt control instruction according to the control increments of the plurality of tilt units.

[0022] Optionally, the target flight state comprises a target flight speed and a target flight acceleration, and the current flight state comprises a current flight speed and a current flight acceleration.

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

[0024] The current acceleration deviation and the current angular acceleration deviation of the target aircraft are generated according to the target flight speed and the target flight acceleration, the current flight speed and the current flight acceleration, 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] The total control increment of the target aircraft is calculated according to the current control deviation, and the total control increment includes a total force control increment and a total moment control increment.

[0027] The total force control increment and the total moment control increment of the target aircraft are calculated according to the current acceleration deviation and the current angular acceleration deviation, and the total control increment includes the total force control increment and the total moment control increment.

[0028] Optionally, the total control increment includes a total force control increment and a total moment control increment, the control constraint includes a moment control constraint and a force control constraint, and the control increment of each tilting unit includes a moment control increment and a force control increment.

[0029] The control increments of the plurality of tilting units are obtained by performing control efficiency allocation on the total control increment 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, and the control efficiency allocation includes:

[0030] The moment control increments of the plurality of tilting units are obtained by performing control efficiency allocation on the total moment control increment according to the current states of the plurality of tilting units, the boundaries of the tilting corridors, and the moment control constraints.

[0031] The force control increments of the plurality of tilting units are determined according to the moment 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 moment control increments of the plurality of tilting units are obtained by performing control efficiency allocation on the total moment control increment according to the current states of the plurality of tilting units, the boundaries of the tilting corridors, and the moment control constraints.

[0034] The initial moment control increments of the rotors, the wings, and the control surfaces are calculated according to the current states of the rotors, the wings, and the control surfaces, and the boundaries of the tilting corridors.

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

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

[0037] According to the current state of the rotor, the wing and the rudder, and the boundary of the tilt corridor, the initial moment control increments of the rotor, the wing and the rudder are calculated, including:

[0038] According to the rotor vector center and the boundary of the tilt corridor, the initial moment control increment of the rotor is calculated.

[0039] 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, the initial moment control increment of the wing is calculated.

[0040] According to the rudder dynamic pressure, the rudder relative chord length, the rudder relative area, the rudder incremental deflection value, a preset rudder aerodynamic pitching moment coefficient and the boundary of the tilt corridor, the initial moment control increment of the rudder is calculated.

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

[0042] A generating module is configured to generate a current tilt control instruction of a target flying vehicle according to a preset tilt path of the target flying vehicle, wherein the preset tilt path is a tilt path generated in advance according to a boundary of a tilt corridor of the target flying vehicle.

[0043] An obtaining module is configured to obtain a current tilt state of the target flying vehicle under the current tilt control instruction.

[0044] An adjusting module is configured to adjust the current tilt control instruction according to the current tilt state of the target flying vehicle and the boundary of the tilt corridor to obtain a next tilt control instruction, wherein the next tilt control instruction is used to control the tilt mechanism at a next time.

[0045] In a third aspect, another embodiment of the present application provides an electronic device, comprising a processor, a memory and a bus, the memory stores machine readable instructions executable by the processor, 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 tilt control method of the aircraft according to any one of the first aspect.

[0046] In a fourth aspect, another embodiment of the present application provides a storage medium, the storage medium stores a computer program, when the computer program is run by a processor, the steps of the tilt control method of the aircraft according to any one of the first aspect are performed.

[0047] The beneficial effects of the present application are:

[0048] The present application provides a tilt control method of an aircraft and an electronic device, according to a preset tilt path of a target aircraft, a current tilt control instruction of the target aircraft is generated, and a 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 a next tilt control instruction, which 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 a 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, so as to determine the current tilt state of the target aircraft according to the tilt control instruction, and determine the next tilt control instruction of the target aircraft, which can adjust the target aircraft in time and ensure the flight quality of the target aircraft. At the same time, the tilt transition demand of the target aircraft in the tilt process and the boundary protection of the tilt corridor are met. BRIEF DESCRIPTION OF DRAWINGS

[0049] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.

[0050] Figure 1 A flowchart of a tilt control method of an aircraft provided by an embodiment of the present application is shown in the figure;

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

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

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

[0054] Figure 5 A flow of determining moment control increment in a tilt control method of an aircraft provided by an embodiment of the present application;

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

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

[0057] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to 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 description and illustration, 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 according to the actual proportions. The flowcharts show the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowcharts can not be implemented in sequence, and the steps without logical context relationship can be reversed in sequence or implemented simultaneously. In addition, one or more other operations can be added to the flowcharts or one or more operations can be removed from the flowcharts under the guidance of the content of the present application.

[0058] In addition, the described embodiments are only some of the embodiments of the present application, not all the embodiments. The components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different 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 claimed present application, but only represents 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 creative labor are within 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 presence of the features declared thereafter, but does not exclude the addition of other features.

[0060] To clearly describe the tilt control method of an aircraft provided by the embodiments of the present application, the method provided by the embodiments of the present application will be described below in combination with multiple drawings.Figure 1 A flowchart of a tilt control method of an aircraft is provided for an embodiment of the present application, as shown in Figure 1 The method comprises the following steps:

[0061] Step 101, generating a current tilt control instruction of a target aircraft according to a preset tilt path of the target aircraft.

[0062] The preset tilt path is a tilt path generated in advance according to the boundary of the tilt corridor of the target aircraft. The abscissa of the preset tilt path is the speed of the target aircraft, and the ordinate is the tilt angle of the target aircraft. That is, the preset tilt path is composed of a plurality of coordinates of the speed and tilt angle of the 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 a region in which the aircraft motion 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 is calculated by the configuration parameters of the target aircraft, the aerodynamic six components are calculated by the difference model, and the nonlinear underdetermined equation set of the three-axis force and moment of the target aircraft is generated according to the aerodynamic force six components and the control efficiency matrix. The correlation between the tilt angle, the flight speed and the angle of attack is determined, and the tilt corridor diagram of the target aircraft is determined according to the correlation between the tilt angle, the flight speed and the angle of attack. The tilt path is a reference path generated according to the middle line of the lower boundary of the tilt corridor. The present application is suitable for when the tilt angle of the target aircraft is in the interval of 20-80 degrees.

[0063] As shown in the schematic diagram, Figure 2 A schematic diagram of a preset tilt path is provided for an embodiment of the present application, as shown in Figure 2 The abscissa of the preset tilt path is the speed, and the ordinate is the tilt angle. The shaded part in the figure is the tilt corridor, which is a region in which the aircraft motion 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 regions on both sides of the tilt corridor are suboptimal tilt regions in which the flight quality of the aircraft is affected. The tilt path is a reference path obtained by taking the middle line of the upper and lower boundaries of the tilt corridor, and 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, and the present application does not limit this. The specific configuration parameters of the aircraft are determined, and the present application only takes a quadrilateral as an example for illustration.

[0064] Step 102, obtaining 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 target aircraft as a whole 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 gyroscopes, accelerometers, angle sensors, position sensors and other sensors on the target aircraft and the tilt mechanism of the target aircraft. The tilt state can be determined according to the pitch angle, roll angle, heading angle and tilt angle or angular velocity of the tilt mechanism of the target aircraft, and the determination of the tilt state is only an example of the above-mentioned manner, and is determined according to the actual situation.

[0067] In 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 a next tilt control instruction, which is used to control the tilt mechanism at the next time.

[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 a next tilt control instruction, which is used to control the tilt mechanism at the next time, so that the current tilt state of the target aircraft is within the boundary of the tilt corridor. Specifically, the current control instruction can be adjusted according to the preset tilt path by inverse control restriction or preset restriction control structure to obtain a next tilt control instruction.

[0069] In the embodiments of the present application, the current tilt control instruction of the target aircraft is generated according to the preset tilt path of the target aircraft, and the current tilt state of the target aircraft under the current tilt control instruction is obtained. 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 a next tilt control instruction, which is used to control the tilt mechanism at the next time. 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, so that the current tilt state of the target aircraft is determined according to the tilt control instruction, and the next tilt control instruction of the target aircraft is determined, which can adjust the target aircraft in time and ensure the flight quality of the target aircraft. At the same time, the tilt transition requirement of the target aircraft in the tilt process and the boundary protection of the tilt corridor are met.

[0070] On the basis of the above-mentioned embodiments, the present application further provides a process for determining the current tilt control instruction in a tilt control method of an aircraft, and the current tilt control instruction of the target aircraft is generated according to the preset tilt path of the target aircraft in step 102, which includes:

[0071] 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.

[0072] The preset tilting control can be used to constrain the force distribution between the tilting mechanisms, or the moment distribution, or the speed and acceleration of each tilting mechanism, which is determined according to the actual use scene, and the embodiments of the present application do not limit this.

[0073] In the embodiments of the present application, the current tilting control instruction of the target aircraft is generated according to the preset tilting path and the preset tilting control constraint of the tilting mechanism. The tilting mechanism of the aircraft can be accurately controlled, the flight error of the aircraft is reduced, and the safety of the aircraft in the flight process is improved.

[0074] On the basis of the above-mentioned embodiments, the present application further provides a process for determining the next tilting control instruction in the tilting control method of the aircraft, and in the step 103, the current tilting control instruction is adjusted according to the current tilting state of the target aircraft and the boundary of the tilting corridor to obtain the next tilting control instruction, which includes:

[0075] The current tilting control instruction is adjusted according to the current tilting state, the boundary of the tilting corridor and the preset tilting control constraint of the tilting mechanism to obtain the next tilting control instruction.

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

[0077] In the embodiments of the present application, the current tilting control instruction is adjusted according to the current tilting state, the boundary of the tilting corridor and the preset tilting control constraint of the tilting mechanism to obtain the next tilting control instruction.

[0078] On the basis of the above-mentioned embodiments, the current tilting state includes the current state of a plurality of tilting units in the tilting mechanism; the preset tilting control constraint of the tilting mechanism is the control constraint between the plurality of tilting units; and the present application provides another process for determining the next tilting control instruction in the tilting control method of the aircraft, Figure 3 Another process for determining the next tilting control instruction in the tilting control method of the aircraft provided in the embodiments of the present application is as shown in Figure 3 The current tilting control instruction is adjusted according to the current tilting state, the boundary of the tilting corridor and the preset tilting control constraint of the tilting mechanism to obtain the next tilting control instruction, which includes:

[0079] In step 301, the target flight state corresponding to the current tilting control instruction is obtained.

[0080] The target flight state is a flight state of the target aircraft corresponding to the current tilt control instruction. The target flight state can include speed, acceleration, angular acceleration, roll angle, pitch angle, yaw angle, etc., and the embodiments of the present application do not limit this.

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

[0082] Step 302, generating 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 a deviation value of the current flight state of the target aircraft and the target flight state, and 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 target is to maintain a specific airspeed, the control deviation can be the difference between the target airspeed and the current airspeed.

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

[0085] Step 303, calculating a 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 a preset control law. The preset control law can be proportional-integral-derivative control, linear quadratic regulator, model predictive control, etc., and the embodiments of the present application do not limit this.

[0088] Step 304, respectively performing control efficiency distribution on the total control increment according to the current state of the plurality of tilt units, the boundary of the tilt corridor and the control constraint between the plurality of tilt units, to obtain control increments of the plurality of tilt units.

[0089] The control constraint between the plurality of tilt units can be used to constrain the classification of forces between the plurality of tilt units, the distribution of moments, etc., and the embodiments of the present application do not limit this.

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

[0091] In step 305, the next tilting control instruction is generated according to the control increments of the plurality of tilting units.

[0092] Optionally, the next tilting control instruction is determined according to the control increments of the plurality of tilting units through the corresponding dynamic model of the target aircraft.

[0093] In the embodiments 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. The total control increment of the target aircraft is calculated according to the current control deviation. The total control increment is respectively allocated in control efficiency according to the current states of the plurality of tilting units, the boundary of the tilting corridor and the control constraints between the plurality of tilting units, to obtain control increments of the plurality of tilting units. The next tilting 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 satisfies the boundary protection of the tilting corridor.

[0094] On the basis of the above-mentioned embodiments, the target flight state includes a target flight speed and a target flight acceleration; and the current flight state includes a current flight speed and a current flight acceleration. The present application further provides a process for determining a current control deviation in a tilting control method of an aircraft. In 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, which includes:

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

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

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

[0099] In the embodiments of the present application, the current acceleration deviation and the current angular acceleration deviation of the target aircraft are respectively generated according to the target flight speed and the target flight acceleration, and the current flight speed and the current flight acceleration. The tilting mechanism of the aircraft can be more accurately controlled to meet the tilting transition requirements of the aircraft in the tilting process.

[0100] On the basis of the above-mentioned embodiments, the current control deviation includes the current acceleration deviation and the current angular acceleration deviation. The present application further provides a process for determining a total control amount in a tilting control method of an aircraft, and in the above-mentioned step 302, a total control increment of the target aircraft is calculated according to the current control deviation, including:

[0101] The total force control increment and the total moment control increment of the target aircraft are calculated according to the current acceleration deviation and the current angular acceleration deviation.

[0102] The total control increment includes the total force control increment and the total moment 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 by a control law.

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

[0105] In the embodiments of the present application, the total force control increment and the total moment control increment of the target aircraft are calculated according to the current acceleration deviation and the current angular acceleration deviation.

[0106] On the basis of the above-mentioned embodiments, the total control increment includes the total force control increment and the total moment control increment; the control constraint includes the moment control constraint and the force control constraint; and the control increment of each tilting unit includes the moment control increment and the force control increment. The present application further provides a process for determining a control increment in a tilting control method of an aircraft,Figure 4 A flowchart for determining control increments in a tilt control method of an aircraft provided by an embodiment of the present application is shown in FIG. 3. As shown in FIG. 3, the total control increment is distributed in control efficiency in step 304 according to the current state of the plurality of tilt units, the boundary of the tilt corridor, and the control constraints between the plurality of tilt units, to obtain the control increments of the plurality of tilt units, including: Figure 4

[0107] In step 401, the total torque control increment is distributed in control efficiency according to the current state of the plurality of tilt units, the boundary of the tilt corridor, and the torque control constraints, to obtain the torque control increments of the plurality of tilt units.

[0108] The torque control constraints are used to indicate that the total torque control amount is equal to the sum of the torque control increments of the plurality of tilt units, or the range of the torque control increments of the tilt units, or the change rate of the torque control increments of the tilt units.

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

[0110] In step 402, the force control increments of the plurality of tilt units are determined respectively according to the torque control increments of the plurality of tilt units and the force control constraints.

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

[0112] Optionally, the calculated force control increments of the plurality of tilt units are determined according to the torque control increments of the plurality of tilt units and the force arms of the plurality of tilt units, and the force control increments of the plurality of tilt units are determined according to the calculated force control increments of the plurality of tilt units and the force control constraints. The force arms of the plurality of tilt units are determined according to the actual parameters of the aircraft, which is not limited by the embodiments of the present application.

[0113] ​In the embodiment of the present application, the total moment control increment is allocated in control efficiency according to the current state of the plurality of tilting units, the boundary of the tilting corridor and the moment control constraint, to obtain the moment control increment of the plurality of tilting units, and the force control increment of the plurality of tilting units is determined respectively according to the force control constraint. The present application ensures that each tilting unit is allocated in the most optimized moment, so that the target aircraft tilting transition is more flexible and the target flight state is reached faster.

[0114] On the basis of the above-mentioned embodiment, the plurality of tilting units includes a rotor, a wing and a control surface. The present application also provides a flow of determining a moment control increment in a tilting control method of an aircraft, Figure 5 A flow of determining a moment control increment in a tilting control method of an aircraft provided by the embodiment of the present application is shown in Figure 5 The step 401 of allocating the total moment control increment in control efficiency according to the current state of the plurality of tilting units, the boundary of the tilting corridor and the moment control constraint, to obtain the moment control increment of the plurality of tilting units, includes:

[0115] The step 501 is to calculate the initial moment control increment of the rotor, the wing and the control surface respectively according to the current state of the rotor, the wing and the control surface and the boundary of the tilting corridor.

[0116] Optionally, the initial moment control increment of the rotor is calculated according to the current state of the rotor and the boundary of the tilting corridor, the initial moment control increment of the wing is calculated according to the current state of the wing and the boundary of the tilting corridor, and the initial moment control increment of the control surface is calculated according to the current state of the control surface and the boundary of the tilting corridor.

[0117] The step 502 is to constrain the initial moment control increment of the rotor, the wing and the control surface according to the moment control constraint, to obtain the moment control increment of the rotor, the wing and the control surface.

[0118] The moment control constraint is that the moment 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. The rotor moment control increment is the sum of the rotor speed moment control increment and the rotor pitch control increment.

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

[0120] For example, when the rotor moment control increment, the wing moment control increment, and the rudder moment control increment are dM_rotor, dM_tilt, and dM_ruder respectively, the moment 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 embodiments of the present application, the initial moment control increments of the rotor, the wing, and the rudder are calculated respectively according to the current states of the rotor, the wing, and the rudder, and the boundaries of the tilt corridor; and the initial moment control increments of the rotor, the wing, and the rudder are constrained according to the moment control constraints, to obtain the moment control increments of the rotor, the wing, and the rudder. The moment of the execution unit is constrained by the moment constraint condition, so that the state of the aircraft can be controlled more accurately, thereby improving the performance of the aircraft.

[0123] On the basis of the above-mentioned embodiments, the current state of the rotor includes a rotor vector center and a rotor current moment; the current state of the wing includes a wing forward tilt angle, a wing forward moment, a wing backward tilt angle, and a wing backward moment; and the current state of the rudder includes a rudder dynamic pressure, a rudder relative chord length, a rudder relative area, and a rudder incremental deflection value. Therefore, the present application provides a process for determining initial moment control increments in a tilt control method of an aircraft, in which the initial moment control increments of the rotor, the wing, and the rudder are calculated respectively according to the current states of the rotor, the wing, and the rudder, and the boundaries of the tilt corridor, and the process comprises the following steps.

[0124] The initial moment control increment of the rotor is calculated according to the rotor vector center, the rotor current moment, and the boundaries of the tilt corridor.

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

[0126] dM_totor = p_rotor x F_rotor (1)

[0127] Wherein, p_rotor is the rotor vector center, F_rotor is the rotor current moment, and dM_rotor is the initial moment control increment of the rotor.

[0128] 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, the initial moment control increment of the wing is calculated.

[0129] Optionally, according to the wing forward tilt angle, the wing forward moment, the wing backward tilt angle, the wing backward moment and the formula (2), the initial moment control increment of the wing is calculated. And the initial moment control increment of the wing is adjusted through 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 x F_tilt_forward + dp_tilt_back x dF_tilt_back (2)

[0131] Wherein, dp_tilt_forward is the wing forward tilt angle, F_tilt_forward is the wing forward moment, dp_tilt_back is the wing backward tilt angle, dF_tilt_back is the wing backward moment and dM_tilt is the initial moment control increment of the wing.

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

[0133] Optionally, according to the rudder dynamic pressure, the rudder relative chord length, the rudder relative area, the rudder incremental deflection value, the preset rudder aerodynamic pitch moment coefficient and the formula (3), the initial moment control increment of the rudder is calculated. And the initial moment control increment of the rudder is adjusted through 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 x cm_ruder x C x S x d_ruder (3)

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

[0136] In the embodiment of the application, according to the current state of the rotor, the wing and the rudder, the boundary of the tilt corridor, the initial moment control increment of the rotor, the wing and the rudder is calculated respectively. The application can accurately determine the initial moment control increment of the rotor, the wing and the rudder, and through the boundary of the tilt corridor, the control surface can be prevented from exceeding its safe operating range, thereby improving the safety of the aircraft.

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

[0138] Figure 6 This is a schematic diagram of the structure of a tilt control device for an aircraft provided in an embodiment of this application, as shown below. Figure 6 As shown, the device includes: a generation module 601, an acquisition module 602, and an adjustment module 603; wherein, the generation module 601 is used to generate the current tilt control command of the target aircraft according to the 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] The acquisition module 602 is used to acquire the current tilt state of the target aircraft under the current tilt control command;

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

[0141] Optionally, the generation module 601 is specifically used for:

[0142] Based on the preset tilt path and the preset tilt control constraints of the tilt mechanism, the current tilt control command of the target aircraft is generated.

[0143] Optionally, the adjustment module 603 is specifically used for:

[0144] Based on the current tilting state, the boundary of the tilting corridor, and the preset tilting control constraints of the tilting mechanism, the current tilting control command is adjusted to obtain the next tilting control command.

[0145] Optionally, the current tilting state includes: the current state of multiple tilting units in the tilting mechanism; the preset tilting control constraints of the tilting mechanism are control constraints between multiple tilting units; the adjustment module 603 is specifically used for:

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

[0147] Based on the target's flight status and the target aircraft's current flight status, generate the target aircraft's current control deviation;

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

[0149] According to the current state of the plurality of tilting units, the boundary of the tilting corridor, and the control constraints between the plurality of tilting units, control efficiency is allocated to the total control increment respectively, to obtain control increments of the plurality of tilting units;

[0150] According to the control increments of the plurality of tilting units, a next tilting control instruction is generated.

[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; and the adjusting module 603 is specifically configured to:

[0152] According to the target flight speed and the target flight acceleration, and the current flight speed and the current flight acceleration, a current acceleration deviation and a current angular acceleration deviation of the target flight vehicle are respectively generated, and 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; and the adjusting module 603 is specifically configured to:

[0154] According to the current acceleration deviation and the current angular acceleration deviation, a total force control increment and a total moment control increment of the target flight vehicle are calculated, and the total control increment includes: the total force control increment and the total moment control increment.

[0155] Optionally, the total control increment includes: a total force control increment and a total moment control increment; the control constraints include: moment control constraints and force control constraints; the control increment of each tilting unit includes: a moment control increment and a force control increment; and the adjusting module 603 is specifically configured to:

[0156] According to the current state of the plurality of tilting units, the boundary of the tilting corridor, and the moment control constraints, control efficiency is allocated to the total moment control increment, to obtain moment control increments of the plurality of tilting units;

[0157] According to the moment control increments of the plurality of tilting units and the force control constraints, force control increments of the plurality of tilting units are respectively determined.

[0158] Optionally, the plurality of tilting units includes: rotors, wings, and control surfaces; and the adjusting module 603 is specifically configured to:

[0159] According to the current state of the rotors, the wings, and the control surfaces, and the boundary of the tilting corridor, initial moment control increments of the rotors, the wings, and the control surfaces are respectively calculated;

[0160] According to the moment control constraints, the initial moment control increments of the rotors, the wings, and the control surfaces are constrained, to obtain moment control increments of the rotors, the wings, and the control surfaces.

[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 control surfaces includes: control surface dynamic pressure, control surface relative chord length, control surface relative area, and control surface incremental deflection value; the adjustment module 603 is specifically used for:

[0162] Calculate the initial torque control increment of the rotor based on the rotor vector center and the boundaries of the rotor current torque and tilt corridor;

[0163] The initial moment control increment of the computer wing is calculated based on the forward tilt angle, forward moment, backward tilt angle, backward moment, and the boundary of the tilt corridor.

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

[0165] The processing flow of each module in the device and the interaction flow between each module can be referred to the relevant descriptions in the above method embodiments, and will not be detailed here.

[0166] This application also provides an electronic device. Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application, such as... Figure 7 As shown, the electronic device includes a processor 701 and 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 and the memory 702 communicate via the bus 703. When the machine-readable instructions are executed by the processor 701, the steps of the aforementioned aircraft tilt control method are performed. This electronic device can be a computer device communicatively connected to the aircraft, a non-control device corresponding to the target aircraft, or a flight controller integrated on the aircraft; this embodiment does not impose any limitations on these aspects.

[0167] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described tilt control method for an aircraft.

[0168] Those skilled in the art can clearly understand the specific working process of the system and the device described above for the convenience and brevity of description, which can refer to the corresponding process in the method embodiment, and will not be repeated herein. In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented by other ways. The device embodiments described above are only schematic, for example, the division of the modules is only a logical function division, and the actual implementation can have another division, for example, a plurality of modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be indirect coupling or communication connection through some communication interface, device or module, which can be electrical, mechanical or other forms.

[0169] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. When the functions are realized in the form of software functional units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or say the parts that make contributions to the prior art or parts of the technical solutions can be embodied in the form of software products, which are stored in a storage medium and include a plurality of instructions for making a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in each embodiment of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various program code storage media.

[0170] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application.

Claims

1. A tilt control method for an aircraft, characterized in that, The method includes: Based on the target aircraft's preset tilt path, the current tilt control command for the target aircraft is generated; the preset tilt path is a tilt path generated in advance based on the boundary of the target aircraft's tilt corridor. Obtain the current tilt state of the target aircraft under the current tilt control command; The current tilting state includes: the current state of multiple tilting units in the tilting mechanism; the preset tilting control constraint of the tilting mechanism is the control constraint between the multiple tilting units; Obtain the target flight state corresponding to the current tilt control command; Based on the target flight state and the current flight state of the target aircraft, the current control deviation of the target aircraft is generated; Calculate the total control increment of the target aircraft based on the current control deviation; Based on the current state of the multiple tilting units, the boundary of the tilting corridor, and the control constraints between the multiple tilting units, the total control increment is allocated for control efficiency to obtain the control increment of the multiple tilting units. Based on the control increments of the plurality of tilting units, a next tilting control command is generated, which is used to control the tilting mechanism at the next moment.

2. The method according to claim 1, characterized in that, The step of generating the current tilt control command for the target aircraft based on the preset tilt path of the target aircraft includes: Based on the preset tilt path and the preset tilt control constraints of the tilt mechanism, the current tilt control command of the target aircraft is generated.

3. The method according to claim 1, 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 the current control deviation of the target aircraft based on the target flight state and the current flight state of the target aircraft includes: Based on 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.

4. The method according to claim 1, characterized in that, The current control deviation includes: the current acceleration deviation and the current angular acceleration deviation; The step of calculating the total control increment of the target aircraft based on the current control deviation includes: Based on 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.

5. The method according to claim 1, characterized in that, The total control increment includes: total force control increment and total torque control increment; the control constraints include: torque control constraints and force control constraints; the control increment for each tilting unit includes: torque control increment and force control increment; The step of allocating control efficiency to the total control increment based on the current state of the multiple tilting units, the boundary of the tilting corridor, and the control constraints between the multiple tilting units, to obtain the control increment of the multiple tilting units, includes: Based on the current state of the multiple tilting units, the boundary of the tilting corridor, and the torque control constraints, the total torque control increment is allocated for control efficiency to obtain the torque control increment of the multiple tilting units; The force control increments of the plurality of tilting units are determined based on the torque control increments of the plurality of tilting units and the force control constraints.

6. The method according to claim 5, characterized in that, The multiple tilting units include: rotor, wing, and control surfaces; The step of allocating control efficiency to the total torque control increment based on the current state of the multiple tilting units, the boundary of the tilting corridor, and the torque control constraints, to obtain the torque control increment of the multiple tilting units, includes: Based on the current state of the rotor, wing, and control surface, and the boundary of the tilt corridor, calculate the initial torque control increment of the rotor, wing, and control surface, respectively. Based on the torque control constraints, the initial torque control increments of the rotor, wing, and control surfaces are constrained to obtain the torque control increments of the rotor, wing, and control surfaces.

7. The method according to claim 6, characterized in that, The current state of the rotor includes: rotor vector center and rotor current moment; the current state of the wing includes: wing forward tilt angle, wing forward moment, wing backward tilt angle and wing backward moment; the current state of the control surface includes: control surface dynamic pressure, control surface relative chord length, control surface relative area and control surface incremental deflection value. The step of calculating the initial moment control increments of the rotor, wing, and control surfaces based on the current state of the rotor, wing, and control surfaces, and the boundary of the tilt corridor, includes: The initial torque control increment of the rotor is calculated based on the rotor vector center, the current rotor torque, and the boundary of the tilt corridor. The initial moment control increment of the wing is calculated based on the forward tilt angle of the wing, the forward moment of the wing, the backward tilt angle of the wing, the backward moment of the wing, and the boundary of the tilt corridor. The initial torque control increment of the control surface is calculated based on the dynamic pressure of the control surface, the relative chord length of the control surface, the relative area of ​​the control surface, the incremental deflection value of the control surface, the preset aerodynamic pitching moment coefficient of the control surface, and the boundary of the tilt corridor.

8. An electronic device, characterized in that, The electronic device includes a processor, a memory, and a bus. The memory contains machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via 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 1-7.

Images