Distributed power unmanned aerial vehicle control system and control method

Abstract

The application relates to a distributed power unmanned aerial vehicle control system and a control method, belongs to the technical field of unmanned aerial vehicle flight controls, and solves the problems of large noise, limited computing power and peripheral interface, and weak anti-interference capability in the prior art, and comprises a control module, the control module comprises a PS end and a PL end; the PL end comprises a data synthesis and instruction analysis module, an inertial navigation and GPS data acquisition module, a motor feedback signal acquisition module and corresponding interface modules, and has data acquisition, data communication and peripheral interface functions; the PS end comprises a double-core structure, comprises a flight control algorithm module with a flight control function and a motor control algorithm module with a FOC vector control algorithm function; and a maintenance test module, a remote control and telemetry module, a load system module, a combined inertial navigation module, a GPS module and a power system in communication with the control module.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) flight control technology, and in particular to a distributed-powered UAV control system and control method. Background Technology

[0002] Distributed-powered unmanned aerial vehicles (UAVs), as the name suggests, have multiple power systems distributed across their fuselage, replacing traditional large-sized engine power systems. In recent years, distributed-powered technology has been extensively researched, and many novel distributed-powered aircraft have been proposed, the most common being electric vertical takeoff and landing (eVTOL) aircraft and tiltrotor UAVs. Distributed-powered UAVs offer advantages such as simple structure, high safety, high power system efficiency, and low noise pollution, making them promising for broad applications in both civilian and military aviation.

[0003] To achieve better power performance, distributed power systems place more stringent demands on the power system, requiring it to meet the needs of application scenarios such as low noise, high lift, low speed, emergency braking, and high-precision control. Traditional brushless ESC power systems struggle to meet these requirements. Brushless ESCs are difficult to control at low motor speeds; ordinary ESCs can only control motor speed and cannot provide feedback on the motor rotor position, making it difficult to control the motor's rotational accuracy. Furthermore, ESCs use square wave drives to drive the motor, resulting in relatively high noise levels.

[0004] Chinese patent application CN115167491A, entitled "Unmanned Aerial Vehicle (UAV) Control System and Method," discloses a UAV control system that drives and controls the UAV's rotor by providing a preset electronic speed controller (ESC) scheme, and adjusts the control according to the flight environment and flight trajectory during flight. This method uses an ESC drive, which is difficult to control at low speeds, cannot provide feedback on the motor rotor position, has low precision control over motor rotation, and generates significant noise.

[0005] Therefore, there is a need in the field for an improved distributed power control system for unmanned aerial vehicles (UAVs) that can achieve efficient and real-time precise control of the UAV's power system. Summary of the Invention

[0006] To address the aforementioned problems, this invention provides a distributed powered unmanned aerial vehicle (UAV) control system and control method.

[0007] According to one embodiment of the present invention, a distributed dynamic unmanned aerial vehicle (UAV) control system is provided, comprising:

[0008] The control module includes a PS terminal and a PL terminal;

[0009] The PL terminal includes a data integration and instruction parsing module, an inertial navigation and GPS data acquisition module, a motor feedback signal acquisition module, and corresponding interface modules, and has data acquisition, data communication, and peripheral interface functions.

[0010] The PS terminal includes a dual-core structure, comprising a flight control algorithm module with flight control functions and a motor control algorithm module with FOC vector control functions; and

[0011] The maintenance and testing module, remote control and telemetry module, load system module, integrated inertial navigation module, GPS module, and power system communicate with the control module;

[0012] The integrated inertial navigation module includes a three-axis accelerometer, a three-axis gyroscope, a three-axis magnetometer, and a barometric altimeter.

[0013] The power system includes multiple motors and corresponding motor drive boards, which include a resolver chip, a current sensor, a voltage sensor, and an inverter circuit module.

[0014] Optionally, the data integration and command parsing module at the PL end of the control module communicates with the maintenance and testing module, the remote control and telemetry module, and the load system module;

[0015] The inertial navigation and GPS data acquisition module at the PL end of the control module communicates with the combined inertial navigation module and the GPS module.

[0016] The motor feedback signal acquisition module at the PL end of the control module communicates with the power system.

[0017] The control module's PS and PL terminals communicate and exchange data via the AXI bus, APB bus, and APB-AXI conversion bridge module.

[0018] Optionally, the flight control algorithm module on the PS side includes an attitude calculation and data fusion module, a position controller, an attitude controller core control distributor, and a motor control algorithm module on the PS side, including multiple FOC vector control algorithm modules.

[0019] According to another embodiment of the present invention, a distributed-powered unmanned aerial vehicle (UAV) control method is provided, comprising the following steps:

[0020] Step S1: A control module is provided, comprising a PS terminal, a PL terminal, and multiple interface modules. The PS terminal includes a flight control algorithm module and a motor control algorithm module. The PL terminal includes a data integration and command parsing module, an inertial navigation and GPS data acquisition module, and a motor feedback signal acquisition module. A PC maintenance and testing module, a remote control and telemetry module, a payload system module, a combined inertial navigation module, a GPS module, and a power system are also provided, all communicating with the control module. Specifically, the data integration and command parsing module communicates with the PC maintenance and testing module, the remote control and telemetry module, and the payload system module; the inertial navigation and GPS data acquisition module communicates with the combined inertial navigation module and the GPS module; and the motor feedback signal acquisition module communicates with the power system.

[0021] Step S2: The PL terminal of the control module obtains the collected data from the device communicating with the control module, processes it, and transmits it to the PS terminal;

[0022] Step S3: The PS terminal of the control module receives data from the PL terminal, obtains the given speed and given position of each motor of the power system through the flight control algorithm module, and performs FOC vector control algorithm calculation based on this by the motor control algorithm module to obtain a PWM signal with a specific period and duty cycle, and outputs it to the motor feedback signal acquisition module of the PL terminal.

[0023] Step S4: The motor feedback signal acquisition module at the PL end receives the PWM signal from the PS end, processes it through the SVPWM modulation algorithm to obtain the SVPWM wave, and outputs it to each motor of the power system to control the motor.

[0024] In step S5, each motor adjusts its speed according to the input SVPWM wave to complete the flight control of the UAV.

[0025] Optionally, step S2 specifically includes the following steps:

[0026] Step S2.1: The data integration and command parsing module of the PL end of the control module receives the transmitted data from the PC maintenance and testing module, the remote control and telemetry module, and the load system module. After data integration and parsing, the integrated data and commands are transmitted to the PS end. The integrated data and commands include task coordinates, self-test commands, position commands, and attitude commands.

[0027] Step S2.2: The inertial navigation and GPS data acquisition module at the PL end of the control module acquires data from the combined inertial navigation module and GPS module, and filters the acquired data to obtain filtered inertial navigation data and GPS data, which are then transmitted to the PS end. The data acquired from the inertial navigation module includes the inertial navigation data acquired from the three-axis accelerometer, three-axis gyroscope, three-axis magnetometer and barometric altimeter of the inertial navigation module.

[0028] In step S2.3, the motor feedback signal acquisition module at the PL end of the control module acquires information from each motor and transmits it to the PS end.

[0029] Optionally, step S2.3 specifically includes the following steps:

[0030] Step S2.3.1: The motor feedback signal acquisition module at the PL end of the control module receives three-phase current and motor speed data from each motor, performs moving average filtering on the received data, and transmits it to the PS end.

[0031] In step S2.3.2, the motor feedback signal acquisition module at the PL end of the control module receives the rotor position from each motor, calculates the trigonometric function value corresponding to the current rotor position using the CRODIC algorithm, and transmits it to the PS end.

[0032] Optionally, step S3 specifically includes the following steps:

[0033] Step S3.1: The flight control algorithm module at the PS end of the control module performs attitude calculation and data fusion on the filtered inertial navigation data received from the PL end to obtain the current position of the UAV. This attitude calculation and data fusion includes fusing the inertial navigation data collected by the three-axis accelerometer and three-axis gyroscope of the inertial navigation module to obtain the current pitch and roll angles of the UAV; fusing the inertial navigation data collected by the three-axis magnetometer and three-axis gyroscope of the inertial navigation module to obtain the current yaw angle of the UAV; obtaining the current altitude of the UAV through the inertial navigation data collected by the barometric altimeter of the inertial navigation module; obtaining the current velocity of the UAV through the inertial navigation data collected by the three-axis accelerometer; and obtaining the current angular velocity of the UAV through the inertial navigation data collected by the three-axis gyroscope.

[0034] Step S3.2: Based on the instruction information received by the data integration and instruction parsing module at the PL end, the flight control algorithm module at the PS end adopts the dual-loop feedback control method to perform position control and attitude control, obtain the desired control quantity, and then process it through the control distributor to obtain the given speed and given position of each motor, and send it to the motor control algorithm module at the PS end.

[0035] Step S3.3, FOC vector control algorithm: The motor control algorithm module at the PS end receives the given speed and given position of each motor, performs closed-loop control calculations for the speed outer loop and current inner loop according to the given parameters, and performs parallel calculations at the PL end to obtain the trigonometric function value corresponding to the current rotor position, which is used for the transformation calculation of the FOC vector control algorithm to obtain the PWM period and duty cycle, and outputs the PWM signal to the motor feedback signal acquisition module at the PL end.

[0036] Optionally, step S3.2 specifically includes the following steps:

[0037] Step S3.2.1, Position Control Processing: The flight control algorithm module takes the task coordinates in the received command information as the desired position, calculates the position error by subtracting the desired position from the current position feedback of the UAV, and processes this error through the position controller to obtain the desired velocity. The desired velocity is then subtracted from the current velocity feedback of the UAV to obtain the velocity error, which is processed by the velocity controller to obtain the desired attitude of the UAV, thus completing the dual-loop position control. The current position feedback of the UAV is the current position obtained in step S3.1; the current velocity feedback of the UAV is the current velocity obtained in step S3.1 through the three-axis accelerometer; the desired attitude of the UAV includes the desired pitch angle, roll angle, and yaw angle.

[0038] Step S3.2.2, Attitude Control Processing: In the flight control algorithm module, the desired attitude of the UAV is used as the input for attitude control. The desired attitude includes the desired pitch angle, roll angle, and yaw angle. The angle error is calculated by subtracting the current angle feedback of the UAV from the desired attitude. This is then processed by the angle controller to obtain the desired angular velocity. The angular velocity error is then calculated by subtracting the current angular velocity feedback of the UAV from the desired angular velocity feedback. This is then processed by the angular velocity controller to obtain the desired control quantity, thus completing the dual-loop attitude control. The current angle feedback of the UAV is the current pitch angle, roll angle, and yaw angle of the UAV obtained in step S3.1. The current angular velocity feedback of the UAV is the current angular velocity of the UAV obtained by acquiring the data from the three-axis gyroscope in step S3.1.

[0039] In step S3.2.3, the desired control quantity obtained by the control distributor of the flight control algorithm module is processed to obtain the given speed and given position of each motor, and then output to the motor control algorithm module at the PS end.

[0040] Optionally, step S3.3 specifically includes the following steps:

[0041] Step S3.3.1, speed outer loop control processing: In the motor control algorithm module of the PS end, the speed error is calculated by subtracting the given speed of the motor from the current speed. After speed outer loop calculation, the desired speed of the motor is obtained, which is the corresponding desired current. The current motor speed is the motor speed transmitted to the PS end after the moving average filtering process obtained in step S2.3.

[0042] In step S3.3.2, the current inner loop control processing is performed. In the motor control algorithm module at the PS end, the three-phase current collected in step S2.3 is transformed to obtain two-phase rotating Id current and Iq current.

[0043] In step S3.3.3, the difference between the desired current and the Iq current is calculated to obtain the Iq current error. After the inner loop operation of the Iq current, the desired Iq, which is the desired torque, is obtained. After transformation, the period and duty cycle of the PWM are calculated.

[0044] To overcome the shortcomings of existing technologies, a distributed-powered unmanned aerial vehicle (UAV) control system and method according to an embodiment of the present invention are provided. Firstly, an FOC (Field-Oriented Control) vector control algorithm is introduced into the UAV's power system, replacing traditional electronic speed controller (ESC) technology. The FOC vector control algorithm is not limited by motor speed and can achieve precise control at any speed. It can also control the motor smoothly during high-speed operation. Furthermore, the FOC vector control algorithm uses torque to control the motor, making it applicable not only to UAV power systems but also to payloads. Finally, the FOC vector control algorithm uses sinusoidal wave control, resulting in significantly less noise than an ESC.

[0045] A distributed dynamic unmanned aerial vehicle (UAV) control system is provided, and its overall system block diagram is as follows: Figure 1 As shown, the PS terminal performs flight control algorithm and FOC vector control algorithm calculations, while the PL terminal mainly performs functions such as data acquisition, data communication and peripheral interfaces. Data interaction between the PS and PL is mainly carried out through AXI bus, APB bus and other communication methods.

[0046] Compared with the prior art, the distributed-powered unmanned aerial vehicle control system and control method provided by the present invention have at least the following beneficial effects:

[0047] (1) The power control system of the present invention is not limited by the speed of the motor and can achieve precise control at any speed. It can also control the smooth commutation of the motor when the motor is working at high speed. The torque is used to control the motor, which can be used not only for the power system of UAVs, but also for the payload. The sine wave control generates much less noise than the ESC.

[0048] (2) The UAV flight control platform and power control system of the present invention can realize multi-threaded operation control algorithm, flexibly configure a large number of peripheral interfaces, and greatly improve data interaction and anti-interference ability through internal resource exchange data. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the embodiments will be briefly introduced below. The features and advantages of the present invention can be more clearly understood by referring to the accompanying drawings. The accompanying drawings are schematic and should not be construed as limiting the present invention in any way. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 A general framework diagram of a distributed powered unmanned aerial vehicle (UAV) control system provided according to an embodiment of the present invention.

[0051] Figure 2 A hardware design block diagram of a distributed-powered unmanned aerial vehicle (UAV) control system provided according to an embodiment of the present invention.

[0052] Figure 3 A control principle framework diagram of a distributed powered unmanned aerial vehicle control system provided according to an embodiment of the present invention.

[0053] Figure 4 A schematic diagram illustrating the position and attitude control principles of a distributed dynamic unmanned aerial vehicle (UAV) control system according to an embodiment of the present invention.

[0054] Figure 5 A schematic diagram of the FOC vector control principle of a distributed dynamic unmanned aerial vehicle control system provided according to an embodiment of the present invention. Detailed Implementation

[0055] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0056] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein. Therefore, the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0057] The following detailed description, with reference to the accompanying drawings, illustrates a distributed powered unmanned aerial vehicle (UAV) control system and control method according to embodiments of the present invention.

[0058] like Figure 1 and 2 As shown, a distributed-powered unmanned aerial vehicle (UAV) control system according to an embodiment of the present invention includes: a control module, which includes a PS (Processing System) terminal and a PL (Programmable Logic) terminal; and a maintenance and testing module, a remote control and telemetry module, a payload system module, a combined inertial navigation module, a GPS module, and a power system.

[0059] In this embodiment, the remote control and telemetry module may include a wireless data receiver module (2.4G communication).

[0060] The maintenance test module may include an EEPROM module and a PC maintenance test module.

[0061] The integrated inertial navigation module may include a three-axis accelerometer, a three-axis gyroscope, a three-axis magnetometer, a barometric altimeter, etc.

[0062] The power system may include multiple motors and corresponding motor drive boards, which may include RDC resolver chips, current sensors, voltage sensors, inverter circuit modules, etc.

[0063] like Figure 1 and Figure 3 As shown, the control module includes a PL terminal and a PS terminal. The PL terminal has functions such as data acquisition, data communication, and peripheral interfaces. The PS terminal has a dual-core structure. The flight control algorithm module has flight control functions, performing flight control algorithm calculations to determine the given motor speed or rotor position, thereby controlling the UAV's movement. The motor control algorithm module has motor control algorithm functions, performing FOC vector control algorithm calculations. Based on the given speed or position from the flight control algorithm module, it performs speed outer loop and current inner loop closed-loop control calculations according to given parameters, obtaining a PWM signal with a specific period and duty cycle, used to control motor rotation, thereby providing power to the UAV. The flight control algorithm module and the motor control algorithm module exchange data via inter-core interrupts. The PS terminal and the PL terminal communicate and interact via an AXI bus, an APB bus, and an APB-AXI conversion bridge module. Utilizing internal bus resources for data interaction greatly improves the data interaction rate and its anti-interference capability. This inter-core interrupt is a soft interrupt structure within the dual-core architecture of the PS side. When the flight control algorithm module or the motor control algorithm module finishes its calculations, this inter-core interrupt will be triggered, entering the interrupt and performing data interaction.

[0064] Continue to refer to Figure 1 and Figure 3 The PL terminal may include: a system synchronization control flow module, a data integration and command parsing module, an inertial navigation and GPS data acquisition module, a motor feedback signal acquisition module, and corresponding interface modules. The data integration and command parsing module can communicate with the PC maintenance and testing module, the remote control and telemetry module, and the load system module; the inertial navigation and GPS data acquisition module can communicate with the combined inertial navigation module and the GPS module; and the motor feedback signal acquisition module can communicate with the power system. In this embodiment, the power system may include multiple motors and corresponding motor drive boards. For example, but not limited to, the power system may include four motors.

[0065] like Figure 2As shown, the interface module of the PL end of the control module may include: an Ethernet PHY interface for communicating with the PC maintenance and testing module to complete hardware board maintenance testing or online upgrade functions; a UART0 interface for communicating with the wireless data receiver module via the UART protocol; a CAN bus interface for data transmission with the payload system module to realize multi-payload functions; an SPI bus serial interface for communicating with the first external ADC, receiving inertial navigation data collected by the combined inertial navigation module through the first external ADC, and transmitting it to the control module via the serial SPI bus; and a UART1 interface for communicating with the GPS module. Block communication receives GPS location information via the GPS module; the SPI bus parallel interface is used to communicate with the RDC resolver chip to obtain motor speed and rotor position; the I2S bus interface is used to communicate with the second external ADC to collect the three-phase current, bus voltage, and bus current of each motor; the SVPWM interface includes 6 I / O ports, which can directly output SVPWM waves to the inverter circuit module to control motor rotation; and the I2C bus interface is used to communicate with the EEPROM module to store and retrieve key data and fault words.

[0066] like Figure 3As shown, during operation, the data synthesis and command parsing module at the PL end of the control module receives data transmitted from the PC maintenance and testing module, the remote control and telemetry module, and the load system module. After data synthesis and parsing, the synthesized data and commands are transmitted to the PS end. The parsed command information is also used by the system synchronization control flow module to generate a system synchronization signal. This synchronization signal uses the interrupt resources between PS and PL. The PL end outputs a system synchronization pulse signal to trigger the interrupt source at the PS end, so that the flight control algorithm and multiple motor control algorithms at the PS end are synchronized with the operation at the PL end. The PL end periodically generates 5 pulses in sequence, which trigger the corresponding interrupts at the PS end to run the flight control algorithm and motor control algorithm respectively. The inertial navigation and GPS data acquisition module at the PL end acquires data from the combined inertial navigation module and GPS module, and transmits it to the PS end after filtering. The motor feedback signal acquisition module at the PL end acquires information and outputs control data from multiple motors, acquires the three-phase current, speed, etc. of each motor, transmits it to the PS end after moving average filtering, and processes the PWM signal generated by the PS end to generate an SVPWM signal, which is then output to each motor. In the motor feedback signal acquisition module, after receiving the rotor position from the motor, the CRODIC (Coordinate Rotation Digital Computer) algorithm calculates the trigonometric function value corresponding to the current rotor position to reduce the calculation cycle of the FOC vector control algorithm. This value is then provided to the PS terminal for FOC vector control algorithm calculation. The PL terminal's motor feedback signal acquisition module receives the PWM signal from the PS terminal, then outputs an SVPWM wave via the SVPWM modulation algorithm, which is sent to the motor driver board to control the motor.

[0067] Continue to refer to Figure 3 The flight control algorithm and FOC vector control algorithm are performed at the PS end of the control module. The flight control algorithm module at the PS end may include: attitude calculation and data fusion module, position controller, attitude controller, and control distributor. The motor control algorithm module at the PS end may include the FOC vector control algorithm module. The flight control algorithm module at the PS end performs flight control algorithm calculations. First, through the attitude calculation and data fusion module, attitude calculation and data fusion are performed on the inertial navigation data received from the combined inertial navigation module (three-axis accelerometer, three-axis gyroscope, etc.) via the PL end. Among them, attitude calculation can use Euler angle method, and data fusion can use complementary filtering method. The pitch angle and roll angle are obtained by fusing the data collected by the three-axis accelerometer and three-axis gyroscope. The yaw angle is obtained by fusing the data collected by the three-axis magnetometer and three-axis gyroscope. The current altitude is obtained by the data collected by the barometric altimeter, thus obtaining the current position of the UAV, which is the x, y, z coordinate.

[0068] Next, as Figure 4As shown, the flight control algorithm module at the PS end uses a dual-loop feedback control method for position and attitude control through a position controller and an attitude controller. During position control, the flight control algorithm module receives the mission coordinates (3-axis coordinates), i.e., the desired position. The position error is calculated by subtracting the desired position from the current position feedback (i.e., the fused current position of the UAV). This error is then processed by the position controller (outer loop PI, outer loop proportional-integral controller) to obtain the desired velocity. The velocity error is then calculated by subtracting the desired velocity from the current velocity feedback. This velocity error is then processed by the velocity controller (inner loop PID, inner loop proportional-integral-derivative controller) to obtain the desired attitude, thus completing the dual-loop position control. During attitude control, the desired attitude output from the position control serves as the input for attitude control, also known as the desired angle (pitch angle, roll angle, and yaw angle). Similar to position control, attitude control is a dual-loop control; position control is position-velocity control, and attitude control is angle-angular velocity control. The desired control quantity is output after cascading position-attitude control. The desired control quantity is transmitted through the control distributor of the flight control algorithm module, which outputs the given speed and given position of each motor to the motor control algorithm module at the PS end. The motor control algorithm module performs FOC vector control algorithm calculation to obtain and output the PWM period and duty cycle. Finally, the SVPWM wave is output to each motor of the power system through the SVPWM interface of the motor feedback signal acquisition module.

[0069] According to another embodiment of the present invention, a distributed powered unmanned aerial vehicle (UAV) control method is provided, comprising the following steps.

[0070] Step S1: A control module is provided, comprising a PS terminal and a PL terminal. The PS terminal includes a flight control algorithm module and a motor control algorithm module. The PL terminal includes a data integration and command parsing module, an inertial navigation and GPS data acquisition module, a motor feedback signal acquisition module, and corresponding interface modules. It also includes a PC maintenance and testing module, a remote control and telemetry module, a payload system module, a combined inertial navigation module, a GPS module, and a power system that communicate with the control module. Specifically, the data integration and command parsing module communicates with the PC maintenance and testing module, the remote control and telemetry module, and the payload system module; the inertial navigation and GPS data acquisition module communicates with the combined inertial navigation module and the GPS module; and the motor feedback signal acquisition module communicates with the power system.

[0071] Step S2: The PL terminal of the control module acquires the collected data from the device communicating with the control module, processes it, and transmits it to the PS terminal. Step S2 specifically includes the following steps.

[0072] In step S2.1, the data synthesis and command parsing module at the PL end of the control module receives data transmitted from the PC maintenance and testing module, the remote control and telemetry module, and the load system module. After data synthesis and parsing, the synthesized data and commands are transmitted to the PS end. The PL end may also include a system synchronization control flow module. The parsed command information is used by this system synchronization control flow module to generate a system synchronization signal. The system synchronization signal triggers an interrupt source at the PS end, ensuring that the PS end and the PL end maintain synchronization. The synthesized data and commands include maintenance self-test commands, position commands, attitude commands, and task coordinates (3-axis coordinates), etc.

[0073] Step S2.2: The inertial navigation and GPS data acquisition module at the PL end of the control module acquires data from the combined inertial navigation module and GPS module, filters the acquired data to obtain filtered inertial navigation data and GPS data, and transmits them to the PS end. The data acquired from the inertial navigation module includes inertial navigation data collected from the inertial navigation module's three-axis accelerometer, three-axis gyroscope, three-axis magnetometer, and barometric altimeter.

[0074] Step S2.3: The motor feedback signal acquisition module at the PL end of the control module acquires information from each motor and transmits it to the PS end. This step S2.3 specifically includes the following steps.

[0075] In step S2.3.1, the motor feedback signal acquisition module receives data such as three-phase current and motor speed from each motor, performs moving average filtering on the received data, and transmits it to the PS terminal.

[0076] In step S2.3.2, the motor feedback signal acquisition module receives the rotor position from each motor, calculates the trigonometric function value corresponding to the current rotor position using the CRODIC algorithm, and transmits it to the PS terminal. This trigonometric function value corresponding to the current rotor position is used for FOC vector control algorithm calculation at the PS terminal.

[0077] Step S3: The PS terminal of the control module receives data from the PL terminal, performs flight control algorithm calculations through the flight control algorithm module to obtain the given speed and given position of each motor in the power system, and based on this, the motor control algorithm module performs FOC vector control algorithm calculations to obtain a PWM signal with a specific period and duty cycle, which is then output to the motor feedback signal acquisition module at the PL terminal. This step S3 specifically includes the following steps.

[0078] Step S3.1: The flight control algorithm module at the PS end of the control module performs attitude calculation and data fusion on the filtered inertial navigation data received from the PL end to obtain the current position of the UAV. This attitude calculation and data fusion includes fusing inertial navigation data collected by the three-axis accelerometer and three-axis gyroscope of the inertial navigation module to obtain the current pitch and roll angles of the UAV; fusing inertial navigation data collected by the three-axis magnetometer and three-axis gyroscope of the inertial navigation module to obtain the current yaw angle of the UAV; obtaining the current altitude of the UAV from the inertial navigation data collected by the barometric altimeter of the inertial navigation module; obtaining the current velocity of the UAV from the inertial navigation data collected by the three-axis accelerometer; and obtaining the current angular velocity of the UAV from the inertial navigation data collected by the three-axis gyroscope. The attitude calculation can use the Euler angle method, and the data fusion can use the complementary filtering method. The current position of the UAV obtained in this step is in three-axis coordinates.

[0079] Step S3.2: Based on the command information received from the data synthesis and command parsing module at the PL end, the flight control algorithm module at the PS end uses a dual-loop feedback control method for position and attitude control to obtain the desired control quantity. This quantity is then processed by the control distributor to obtain the given speed and given position for each motor, and sent to the motor control algorithm module at the PS end. See also... Figure 4 Step S3.2 specifically includes the following steps.

[0080] Step S3.2.1, Position Control Processing: The flight control algorithm module takes the task coordinates (3-axis coordinates) from the received command information as the desired position. It calculates the position error by subtracting the desired position from the current position feedback of the UAV. This error is then processed by the position controller (outer loop PI, outer loop proportional-integral controller) to obtain the desired velocity. The desired velocity is then subtracted from the current velocity feedback of the UAV to calculate the velocity error. This error is then processed by the velocity controller (inner loop PID, inner loop proportional-integral-derivative controller) to obtain the desired attitude of the UAV, completing the dual-loop position control. The current position feedback of the UAV is the current position obtained in step S3.1. The current velocity feedback of the UAV is the current velocity obtained from the three-axis accelerometer in step S3.1. The obtained desired attitude of the UAV can also be called the desired angle, including the desired pitch angle, roll angle, and yaw angle.

[0081] Step S3.2.2, Attitude Control Processing: In the flight control algorithm module, the desired attitude of the UAV is used as the input for attitude control. This desired attitude includes the desired pitch angle, roll angle, and yaw angle. The angle error is calculated by subtracting the current angle feedback of the UAV from the desired attitude. This is then processed by the angle controller to obtain the desired angular velocity. The angular velocity error is then calculated by subtracting the desired angular velocity from the current angular velocity feedback of the UAV. This is processed by the angular velocity controller to obtain the desired control quantity, completing the dual-loop attitude control. The current angle feedback of the UAV is the current pitch angle, roll angle, and yaw angle obtained in step S3.1. The current angular velocity feedback of the UAV is the current angular velocity of the UAV acquired by the three-axis gyroscope in step S3.1.

[0082] In step S3.2.3, the control distributor of the flight control algorithm module processes the obtained desired control quantity to obtain the given speed and given position of each motor (the given position is a reserved parameter), and outputs it to the motor control algorithm module at the PS end.

[0083] Step S3.3, FOC vector control algorithm: The motor control algorithm module at the PS end receives the given speed and given position of each motor, performs closed-loop control calculations for the speed outer loop and current inner loop based on the given parameters, and performs parallel calculations at the PL end to obtain the trigonometric function value corresponding to the current rotor position, which is used for the Park and inverse Park transformation calculations of the FOC vector control algorithm to obtain the PWM period and duty cycle, and outputs the PWM signal to the motor feedback signal acquisition module at the PL end. This step S3.3 specifically includes the following steps.

[0084] Step S3.3.1, speed outer loop control processing: In the motor control algorithm module at the PS end, the speed error is calculated by subtracting the given motor speed from the current motor speed. This error is then processed by the speed outer loop (PI) to obtain the desired motor speed, which is also the corresponding desired current. This current motor speed is the motor speed obtained in step S2.3 and transmitted to the PS end after being processed by the moving average filter.

[0085] In step S3.3.2, the current inner loop control processing is performed. In the motor control algorithm module at the PS end, the three-phase current acquired in step S2.3 is transformed using Clark and Park to obtain two-phase rotating Id current (excitation current) and Iq current (torque current). By obtaining the trigonometric function value corresponding to the current rotor position through parallel calculation at the PL end, and providing it to the PS end for Park and inverse Park transformation calculations of the FOC vector control algorithm, the calculation cycle of the FOC vector control algorithm at the PL end can be reduced, greatly improving the operating efficiency of this distributed power UAV control system.

[0086] Step S3.3.3, as follows Figure 5As shown, the difference between the desired current and the Iq current is used to calculate the Iq current error. After the inner loop operation of the Iq current, the desired Iq, which is the desired torque, is obtained. In order to maximize the torque, the Id current is given to 0mA. After the inner loop operation of the Id current, the Id current is controlled to 0mA, and the desired Id is output. The desired Id is 0mA, which makes the Iq current maximized, that is, the torque reaches the maximum. Then, the obtained desired Iq and desired Id are subjected to inverse Park transform, and the PWM period and duty cycle are calculated to obtain the PWM signal.

[0087] In step S4, the motor feedback signal acquisition module at the PL end receives the PWM signal from the PS end, processes it using the SVPWM modulation algorithm to obtain the SVPWM wave, and outputs it to each motor in the power system to control the motor. The motor feedback signal acquisition module can transmit the SVPWM wave to the corresponding motor driver board of each motor through the SVPWM interface.

[0088] In step S5, each motor adjusts its speed according to the input SVPWM wave to complete the flight control of the UAV.

[0089] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0090] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0091] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A distributed-powered unmanned aerial vehicle (UAV) control system, characterized in that, include: The control module includes a PS terminal and a PL terminal; The PL terminal includes a data integration and instruction parsing module, an inertial navigation and GPS data acquisition module, a motor feedback signal acquisition module, and corresponding interface modules, and has data acquisition, data communication, and peripheral interface functions. The PS terminal includes a dual-core structure, where core one is a flight control algorithm module with flight control functions, and core two is a motor control algorithm module with FOC vector control algorithm functions; and The maintenance and testing module, remote control and telemetry module, load system module, integrated inertial navigation module, GPS module, and power system communicate with the control module; The integrated inertial navigation module includes a three-axis accelerometer, a three-axis gyroscope, a three-axis magnetometer, and a barometric altimeter. The power system includes multiple motors and corresponding motor drive boards, which include a resolver chip, a current sensor, a voltage sensor, and an inverter circuit module. The motor feedback signal acquisition module at the PL end of the control module communicates with the power system, receives three-phase current and motor speed data from each motor, performs moving average filtering on the received data, receives rotor position data from each motor, calculates the trigonometric function value corresponding to the current rotor position using the CRODIC algorithm, and transmits it to the PS end; and receives PWM signals from the PS end, processes them using the SVPWM modulation algorithm to obtain SVPWM waves, and provides them to each motor of the power system. The PS and PL terminals of the control module communicate and exchange data on-chip via the AXI bus, APB bus, and APB-AXI conversion bridge module. The flight control algorithm module on the PS side includes an attitude calculation and data fusion module, a position controller, an attitude controller, and a control distributor. The flight control algorithm module on the PS side uses a dual-loop feedback control method to perform position control and attitude control, obtain the desired control quantity, and then process it through the control distributor to obtain the given speed and given position of each motor, and send it to the motor control algorithm module on the PS side. The motor control algorithm module on the PS side includes multiple FOC vector control algorithm modules. It receives the given speed and given position of each motor, performs closed-loop control calculations for the speed outer loop and current inner loop, and receives the trigonometric function value corresponding to the current rotor position provided by the PL side, calculates the PWM signal, and outputs the PWM signal to the motor feedback signal acquisition module on the PL side. The PL end also includes a system synchronization control flow module, which receives instruction information parsed by the data synthesis and instruction parsing module, generates a system synchronization signal, and triggers the interrupt source on the PS end to keep the PS end and PL end running in sync. Data is exchanged between the flight control algorithm module of core 1 and the motor control algorithm module of core 2 on the PS side via inter-core interrupts.

2. The distributed dynamic unmanned aerial vehicle control system according to claim 1, characterized in that: The data integration and command parsing module at the PL end of the control module communicates with the maintenance and testing module, the remote control and telemetry module, and the load system module. The inertial navigation and GPS data acquisition module at the PL end of the control module communicates with the combined inertial navigation module and the GPS module.

3. The control method based on the distributed dynamic unmanned aerial vehicle control system according to any one of claims 1 to 2, characterized in that, Includes the following steps: Step S1: Provide a control module, which includes a PS terminal, a PL terminal and multiple interface modules. The PS terminal includes a flight control algorithm module and a motor control algorithm module. The PL terminal includes a data integration and command parsing module, an inertial navigation and GPS data acquisition module and a motor feedback signal acquisition module. The system includes a PC maintenance and testing module, a remote control and telemetry module, a load system module, a combined inertial navigation module, a GPS module, and a power system, all of which communicate with the control module. The data integration and command parsing module communicates with the PC maintenance and testing module, the remote control and telemetry module, and the load system module. The inertial navigation and GPS data acquisition module communicates with the combined inertial navigation module and the GPS module. The motor feedback signal acquisition module communicates with the power system. Step S2: The PL terminal of the control module obtains the collected data from the device communicating with the control module, processes it, and transmits it to the PS terminal; Step S3: The PS terminal of the control module receives data from the PL terminal, obtains the given speed and given position of each motor of the power system through the flight control algorithm module, and performs FOC vector control algorithm calculation based on this by the motor control algorithm module to obtain a PWM signal with a specific period and duty cycle, and outputs it to the motor feedback signal acquisition module of the PL terminal. Step S4: The motor feedback signal acquisition module at the PL end receives the PWM signal from the PS end, processes it through the SVPWM modulation algorithm to obtain the SVPWM wave, and outputs it to each motor of the power system to control the motor. In step S5, each motor adjusts its speed according to the input SVPWM wave to complete the flight control of the UAV.

4. The control method according to claim 3, characterized in that, Step S2 specifically includes the following steps: Step S2.1: The data integration and command parsing module of the PL end of the control module receives the transmitted data from the PC maintenance and testing module, the remote control and telemetry module, and the load system module. After data integration and parsing, the integrated data and commands are transmitted to the PS end. The integrated data and commands include task coordinates, self-test commands, position commands, and attitude commands. Step S2.2: The inertial navigation and GPS data acquisition module at the PL end of the control module acquires data from the combined inertial navigation module and GPS module, and filters the acquired data to obtain filtered inertial navigation data and GPS data, which are then transmitted to the PS end. The data acquired from the inertial navigation module includes the inertial navigation data acquired from the three-axis accelerometer, three-axis gyroscope, three-axis magnetometer and barometric altimeter of the inertial navigation module. In step S2.3, the motor feedback signal acquisition module at the PL end of the control module acquires information from each motor and transmits it to the PS end.

5. The control method according to claim 4, characterized in that, Step S2.3 specifically includes the following steps: Step S2.3.1: The motor feedback signal acquisition module at the PL end of the control module receives three-phase current and motor speed data from each motor, performs moving average filtering on the received data, and transmits it to the PS end. In step S2.3.2, the motor feedback signal acquisition module at the PL end of the control module receives the rotor position from each motor, calculates the trigonometric function value corresponding to the current rotor position using the CRODIC algorithm, and transmits it to the PS end.

6. The control method according to claim 5, characterized in that, Step S3 specifically includes the following steps: Step S3.1: The flight control algorithm module at the PS end of the control module performs attitude calculation and data fusion on the filtered inertial navigation data received from the PL end to obtain the current position of the UAV. This attitude calculation and data fusion includes fusing the inertial navigation data collected by the three-axis accelerometer and three-axis gyroscope of the inertial navigation module to obtain the current pitch and roll angles of the UAV; fusing the inertial navigation data collected by the three-axis magnetometer and three-axis gyroscope of the inertial navigation module to obtain the current yaw angle of the UAV; obtaining the current altitude of the UAV through the inertial navigation data collected by the barometric altimeter of the inertial navigation module; obtaining the current velocity of the UAV through the inertial navigation data collected by the three-axis accelerometer; and obtaining the current angular velocity of the UAV through the inertial navigation data collected by the three-axis gyroscope. Step S3.2: Based on the instruction information received by the data integration and instruction parsing module at the PL end, the flight control algorithm module at the PS end adopts the dual-loop feedback control method to perform position control and attitude control, obtain the desired control quantity, and then process it through the control distributor to obtain the given speed and given position of each motor, and send it to the motor control algorithm module at the PS end. Step S3.3, FOC vector control algorithm: The motor control algorithm module at the PS end receives the given speed and given position of each motor, performs closed-loop control calculations for the speed outer loop and current inner loop according to the given parameters, and performs parallel calculations at the PL end to obtain the trigonometric function value corresponding to the current rotor position, which is used for the transformation calculation of the FOC vector control algorithm to obtain the PWM period and duty cycle, and outputs the PWM signal to the motor feedback signal acquisition module at the PL end.

7. The control method according to claim 6, characterized in that, Step S3.2 specifically includes the following steps: Step S3.2.1, Position Control Processing: The flight control algorithm module takes the task coordinates in the received command information as the desired position, calculates the position error by subtracting the desired position from the current position feedback of the UAV, and processes this error through the position controller to obtain the desired velocity. The desired velocity is then subtracted from the current velocity feedback of the UAV to obtain the velocity error, which is processed by the velocity controller to obtain the desired attitude of the UAV, thus completing the dual-loop position control. The current position feedback of the UAV is the current position obtained in step S3.1; the current velocity feedback of the UAV is the current velocity obtained in step S3.1 through the three-axis accelerometer; the desired attitude of the UAV includes the desired pitch angle, roll angle, and yaw angle. Step S3.2.2, Attitude Control Processing: In the flight control algorithm module, the desired attitude of the UAV is used as the input for attitude control. The desired attitude includes the desired pitch angle, roll angle, and yaw angle. The angle error is calculated by subtracting the current angle feedback of the UAV from the desired attitude. This is then processed by the angle controller to obtain the desired angular velocity. The angular velocity error is then calculated by subtracting the current angular velocity feedback of the UAV from the desired angular velocity feedback. This is then processed by the angular velocity controller to obtain the desired control quantity, thus completing the dual-loop attitude control. The current angle feedback of the UAV is the current pitch angle, roll angle, and yaw angle of the UAV obtained in step S3.

1. The current angular velocity feedback of the UAV is the current angular velocity of the UAV obtained by acquiring the data from the three-axis gyroscope in step S3.

1. In step S3.2.3, the desired control quantity obtained by the control distributor of the flight control algorithm module is processed to obtain the given speed and given position of each motor, and then output to the motor control algorithm module at the PS end.

8. The control method according to claim 7, characterized in that, Step S3.3 specifically includes the following steps: Step S3.3.1, speed outer loop control processing: In the motor control algorithm module of the PS end, the speed error is calculated by subtracting the given speed of the motor from the current speed of the motor. After speed outer loop calculation, the desired speed of the motor is obtained, which is the corresponding desired current. The current motor speed is the motor speed transmitted to the PS end after the moving average filtering process obtained in step S2.

3. In step S3.3.2, the current inner loop control processing is performed. In the motor control algorithm module at the PS end, the three-phase current collected in step S2.3 is transformed to obtain two-phase rotating Id current and Iq current. In step S3.3.3, the difference between the desired current and the Iq current is calculated to obtain the Iq current error. After the inner loop operation of the Iq current, the desired Iq, which is the desired torque, is obtained. After transformation, the period and duty cycle of the PWM are calculated.

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