Composite aircraft and control method

Abstract

The invention discloses a composite aircraft and a control method. In order to solve the technical problems of poor adaptability and complex operation of detection equipment in complex scenes, the invention constructs a multi-scene adaptive flight control system through improvement in two aspects of structural design and flight control. The composite aircraft generates normal pressure through the propellers, vertical wall attaching climbing is achieved in combination with the omni-directional climbing wheels, and indoor top face detection is completed through cooperative work of the rotors and the top auxiliary wheels. The operation project of the control system is divided into four stages of system self-inspection initialization, attitude and heading reference initialization, flight mode management and automatic return flight, and the flight mode management stage comprises four control modes of autonomous takeoff, vertical face self-adaptive climbing, indoor top face climbing and escape. And the aircraft can be seamlessly transited among a vertical facade, an indoor top surface and an open airspace. Compared with a traditional scheme, the use scene of the composite aircraft is expanded, and the composite aircraft has the advantages of low power consumption and simplicity in operation.

Description

Technical Field

[0001] The present application relates to the field of aircraft control technology, and in particular to a composite aircraft and a control method. Background of the Invention

[0002] As the times change, the structural safety and performance of buildings are crucial to residents' lives and socio-economic development. Faced with increasingly complex infrastructure testing needs, existing testing technologies are facing bottlenecks. The following are some of the problems with existing testing technologies:

[0003] (1) Traditional infrastructure maintenance (such as bridges, wind turbines, and buildings) relies mainly on manual operation. Manual inspection not only requires the use of scaffolding, hanging baskets, or aerial work equipment, which is time-consuming, but also requires inspectors to operate at high altitudes or in dangerous areas, posing safety risks.

[0004] (2) UAV aerial surveys have low accuracy and poor environmental adaptability. Detection at high altitude locations such as bridges and piers is easily affected by weather factors such as strong winds, making it impossible to conduct long-term fixed-point detection.

[0005] (3) Wall-climbing robots lack maneuverability and are usually unable to cross obstacles such as pipes and brackets, which limits their application in complex environments and makes it impossible to conduct timely and effective inspections of certain difficult-to-reach monitoring points.

[0006] In response to the limitations of the above-mentioned detection technologies, the present invention combines the advantages of drones and wall-climbing robots, such as the flexibility of drones and the stability of wall-climbing robots, to achieve high efficiency and versatility in building health detection, promote the transformation of building detection towards intelligent and unmanned operations, and provide new ideas for the building detection industry. Summary of the Invention

[0007] In order to solve the technical problem that traditional aircraft cannot crawl on the surface of buildings by adsorption, the present application provides a composite aircraft and a control method.

[0008] According to a first aspect of the present application, the present application provides a composite aircraft, comprising:

[0009] The fuselage body is a double-layer carbon fiber composite structure consisting of upper and lower bulkheads, forming five areas: top, bottom, head, tail, and the middle equipment layer. The fuselage body is used to connect and fix the functional units on board, and to disperse vibration and impact during flight to ensure the stability of the overall structure.

[0010] The control unit is used to receive the radio control signal of the remote controller, analyze the signal, generate the corresponding PWM signal and output it;

[0011] a power unit, signal-connected to the control unit, configured to receive and execute the PWM signal to provide the composite aircraft with power for flight, hovering, and climbing on surfaces;

[0012] a spatial position sensing unit, signal-connected to the control unit, for detecting spatial position information of the composite aircraft in a complex environment and providing adjustment information for adjusting the PWM signal to the control unit;

[0013] The power management unit includes an ammeter module and a power supply module. The ammeter module is connected to the control unit signal and is used to monitor the operating current, voltage and power of the composite aircraft. At the same time, it triggers power-off protection after detecting abnormal current to prevent circuit burning; the power supply module is connected to the control unit, the power unit and the space perception unit through a multi-stage circuit to provide power to the power unit and at the same time reduce the battery voltage to 5V to provide power to the control unit and the space position perception unit.

[0014] Furthermore, the control unit includes a flight control module and a receiver module. The flight control module is configured as the core of the aircraft and is installed in the center of the intermediate device layer of the main body of the aircraft. The flight control module includes a hardware layer and a software layer. The hardware layer is used to receive multiple input signals and output PWM signals. The software layer is used to manage different flight modes, perform corresponding algorithm processing on the input signals, and ultimately generate the PWM signals. The receiver module is signal-connected to the flight control module and is installed in the intermediate device layer of the main body of the aircraft. It is used to receive radio control signals from the remote control and input these control signals to the flight control module via the SBUS protocol.

[0015] Furthermore, the power unit includes a rotor module, a propeller module, an omnidirectional climbing wheel module, and a top auxiliary wheel module. The rotor module is installed in the middle equipment layer of the fuselage body and includes four rotors and a brushless motor connected to each other, which is used to provide lift for the hybrid aircraft. The propeller module is located at the tail of the fuselage body and includes a rotor and a brushless motor connected to each other, which is used to provide thrust for the hybrid aircraft to fly forward and pressure for the hybrid aircraft to stay on the wall. The omnidirectional climbing wheel module includes four universal wheels, two in a group, located at the head of the fuselage body, and is a universal wheel structure, which is used to assist the hybrid aircraft in sliding in any direction on the wall. The top auxiliary wheel module includes four rotating wheels and a drive motor connected to each other, two in a group, located at the top of the fuselage body, which is used to assist the hybrid aircraft in climbing on the ceiling of the room. Each drive motor and brushless motor drives the rotating wheels or rotors to rotate in response to the PWM signal.

[0016] Furthermore, the spatial perception unit includes a laser radar module and a GNSS module. The laser radar module contains two laser radars and is signal-connected to the flight control module, for inputting precise spatial positioning information to the flight control module. The two laser radars are respectively fixed to the head and bottom of the fuselage body. The laser radar on the head is used to detect the distance of the aircraft relative to the building wall, and the laser radar on the bottom is used to detect the distance of the aircraft relative to the ground. The GNSS module is used to receive satellite positioning information and is signal-connected to the flight control module, for inputting spatial position information to the flight control module in open areas.

[0017] Furthermore, the hybrid aircraft also includes a visual detection unit and a buffering and shock-absorbing unit. The visual detection unit is used to detect and capture image information of the target building surface and transmit the captured image information in the form of a video stream to the user terminal for situation analysis. The buffering and shock-absorbing unit includes a shock absorber at the connection between the rotating wheel and the drive motor, and a simple multi-layer elastic damping structure of the upper and lower partitions to absorb and reduce mechanical shock and vibration, protect the hybrid aircraft, and improve flight stability.

[0018] According to a second aspect of the present application, the present application provides a control method for a composite aircraft, the control method comprising:

[0019] The system self-check initialization phase includes starting the software layer of the flight control module and executing the self-check process of the power management unit and the space perception unit.

[0020] The attitude reference initialization phase includes the software layer of the flight control module recording the geographic coordinate parameters of the initial take-off point, wherein the geographic coordinate parameters include the angle information of the take-off nose azimuth; simultaneously, the laser radar at the head of the fuselage body is activated to measure the initial horizontal distance between the composite aircraft and the facade of the target building, and the take-off attitude information and the reference distance value are written into the flight control database in the software layer of the flight control module.

[0021] The flight mode management stage includes the software layer of the flight control module implementing flight mode management based on a multi-modal control architecture, specifically including three steps: mode instruction parsing, control logic switching, and power drive execution; the mode instruction parsing step includes the software layer of the flight control module extracting the mode identification code from the radio control signal of the remote controller; the control logic switching step includes the software layer of the flight control module extracting the mode identification code according to the instruction decoder, initializing the target control mode and canceling the current control mode; wherein the configured control mode is any one of the autonomous take-off mode, the facade adaptive climbing mode, the indoor ceiling crawling mode, and the escape mode; the power drive execution step includes the software layer of the flight control module outputting a corresponding PWM signal based on the control strategy of the current mode to drive the power unit to perform the target action;

[0022] The automatic return stage includes: after the receiver module receives the landing control signal sent by the remote controller, the software layer of the flight control module determines whether it can land safely based on the wall and ground distance information transmitted by the laser radar module at the head and bottom of the fuselage body; after the software layer of the flight control module determines that it is a safe distance, it generates a corresponding PWM signal to control the composite aircraft to land at a constant speed.

[0023] Furthermore, when the configured control mode is the autonomous takeoff mode, the software layer of the flight control module sets the target hovering altitude based on the current takeoff point coordinates, activates the laser radar at the bottom of the fuselage body, performs vertical ranging relative to the ground, and inputs a real-time ground distance signal to the flight control module; after the receiver module receives the autonomous takeoff control signal sent by the remote controller, the software layer of the flight control module converts the deviation between the real-time ground distance and the target value into a PWM signal through the altitude PID controller and outputs it to the power unit to enable the composite aircraft to perform vertical takeoff and steady-state hovering at the target altitude.

[0024] When the composite aircraft is in hover, the software layer of the flight control module combines the azimuth angle information of the aircraft head and the real-time wall distance information detected by the laser radar at the head of the fuselage body, generates a PWM signal for attitude correction through an angle PID controller and outputs it to the power unit, ensuring that the heading angle and vertical distance of the composite aircraft in the hovering state maintain the initial calibration value.

[0025] Furthermore, after the autonomous takeoff mode, a facade adaptive climbing mode is executed, the facade adaptive climbing mode including an autonomous wall approach step and a wall sliding step; the autonomous wall approach step includes the following steps: after the receiver module receives the autonomous wall approach control signal sent by the remote controller, the software layer of the flight control module activates the propeller module; the software layer of the flight control module generates a PWM signal for controlling the propulsion power through the distance PID based on the dynamic distance information input by the laser radar module at the head of the fuselage body, so that the composite aircraft maintains a preset approach rate and smoothly approaches the target facade; at the same time, when the composite aircraft approaches the target wall, the software layer of the flight control module combines the real-time attitude information and the distance to the ground information to implement dynamic compensation of the pitch / roll angle of the composite aircraft to maintain the horizontal state of the aircraft body and a constant flight altitude;

[0026] The wall sliding step includes the receiver module receiving the vertical sliding control information sent by the remote control, controlling the composite aircraft to switch to the four-rotor power structure control logic, and realizing two-dimensional sliding motion on the wall through the thrust control of the rotor module; the omnidirectional climbing wheel module forms dynamic contact with the wall, and the thruster module is used to continuously output normal pressure to enhance the adhesion of the universal wheel, ensuring that the friction force during the sliding process meets the motion control requirements.

[0027] Furthermore, after the autonomous take-off mode, an indoor ceiling crawling mode can be entered, including the receiver module receiving indoor ceiling crawling operation control information sent by the remote control, the software layer of the flight control module controlling the thrust output of the rotor module, and the four rotors generating uniform lift, so that the compound aircraft rises vertically at a constant speed; when the compound aircraft approaches the top surface of the building, the rotor module rotation speed is locked to the critical adsorption threshold to ensure that the compound aircraft can be closely attached to the top surface of the building. At this time, the receiver module receives the switching signal sent by the remote control, and the software layer of the flight control module maps the remote control throttle control signal to form a PWM signal to control the top auxiliary wheel module, thereby controlling the compound aircraft to perform crawling movement on the indoor ceiling.

[0028] Furthermore, an escape mode is executed after the facade adaptive climbing mode and the indoor ceiling crawling mode, including the receiver module receiving the escape control information sent by the remote controller, and the software layer of the flight control module implementing a differentiated operation strategy according to the previous state; when the facade adaptive climbing mode is detected, the software layer of the flight control module shuts down the propeller module, sets a safe escape distance, combines the attitude information with the real-time wall ranging information input by the laser radar at the head of the fuselage body, and generates a PWM signal to control the composite aircraft away from the wall and maintain the distance of the composite aircraft relative to the wall at a safe escape distance; when the indoor ceiling crawling mode is detected, the software layer of the flight control module locks the top auxiliary wheel module, sets a minimum safe distance to the ground, combines the ranging data input by the laser radar at the bottom of the fuselage body, and generates a PWM signal to control the composite aircraft to descend vertically and maintain the distance of the composite aircraft relative to the ground at a safe distance.

[0029] The beneficial effects of this application are:

[0030] The composite aircraft and control method based on this embodiment effectively breaks through the adaptability bottleneck of existing detection equipment in complex scene operations. The present invention can realize seamless switching of omnidirectional motion between vertical facades (building curtain walls / bridges), indoor ceilings (industrial pipelines / ceilings) and open airspace, significantly improving the coverage rate and operation dimensions of infrastructure detection, and is particularly suitable for scenes that are difficult to cover by traditional manual detection, such as high-altitude and high-risk. When operating on a vertical facade, the thruster generates normal attachment pressure, and the rotor system provides vertical lift compensation, which effectively reduces energy consumption and significantly extends the continuous operation time compared to traditional vertical attachment solutions. By integrating lidar and adaptive control algorithms, the three core flight modes of autonomous take-off, facade adaptive climbing and indoor ceiling crawling are innovatively constructed, simplifying the operating process, and lowering the technical threshold to a level that ordinary operators can quickly master, providing an efficient and reliable intelligent solution for high-altitude detection and maintenance operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a rear view of the three-dimensional structure of a composite aircraft in one embodiment of the present application;

[0032] Figure 2 This is a schematic diagram of the system structure of a composite aircraft in one embodiment of the present application;

[0033] Figure 3 This is a schematic diagram of the three-dimensional structure of a composite aircraft in one embodiment of the present application;

[0034] Figure 4 This is a schematic diagram of the flight phase of a composite aircraft in one embodiment of the present application;

[0035] Figure 5 This is a schematic diagram of the relationship between modes of a composite aircraft in one embodiment of the present application;

[0036] Figure 6 This is a flow chart of a control method for a composite aircraft in one embodiment of the present application. DETAILED DESCRIPTION

[0037] The present application will be further described in detail below through specific implementation methods in conjunction with the accompanying drawings.

[0038] Example 1:

[0039] Please refer to Figure 1 This embodiment discloses a rear view of a three-dimensional structure of a composite aircraft with the function of flying over eaves and walls, which includes a fuselage body 13, a rotor module 14, a propeller module 12, and a top auxiliary wheel module 11 of the composite aircraft.

[0040] Please refer to Figure 2 This embodiment discloses a composite aircraft with the function of flying over eaves and walls, which mainly includes a fuselage body ( Figure 2The control unit 24, the power unit 26, the space perception unit 21, the power management unit 25, the visual detection unit 22 and the shock absorbing unit 23 are described below respectively.

[0041] The main body of the fuselage adopts a double-layer carbon fiber composite structure including an upper partition and a lower partition, forming five areas: top, bottom, head, tail, and middle equipment layer. The main body of the fuselage is used to connect and fix the functional units carried, as well as to disperse vibrations and impacts during flight to ensure the stability of the overall structure.

[0042] The control unit 24 is used to receive the radio control signal from the remote control and perform signal analysis, generate the corresponding PWM signal and output it, and includes a flight control module 242 and a receiver module 241; the flight control module 242 is configured as the core of the composite aircraft, including a hardware layer and a software layer. The hardware layer is used to receive multiple input signals and output PWM signals, including a PPM signal input port and a PWM signal output port; the software layer is used to assist the composite aircraft in executing the management of different flight modes, perform corresponding algorithm processing on the input signal, and ultimately generate a PWM signal; the receiver module 241 is signal-connected to the flight control module 242, and is used to receive the radio control signal from the remote control, and convert the radio control signal into a PPM signal through the SBUS protocol and input it into the flight control module 242.

[0043] Power unit 26, which receives and executes PWM signals to provide the hybrid aircraft with power for flight, hovering, and surface climbing, comprises a rotor module 261, a propeller module 262, an omnidirectional climbing wheel module 264, and a top auxiliary wheel module 263. Power unit 26 is connected to control unit 24 via PWM signals. Rotor module 261, comprising four rotors and individually connected brushless motors, provides lift for the hybrid aircraft. Propeller module 262, comprising one rotor and an associated brushless motor, provides thrust for the hybrid aircraft's forward flight and pressure for the hybrid aircraft to stay on a wall. Omnidirectional climbing wheel module 264 comprises four universal wheels, a universal wheel structure, designed to assist the hybrid aircraft in gliding along a wall in any direction. Top auxiliary wheel module 263 comprises four rotating wheels and individually connected drive motors, designed to assist the hybrid aircraft in climbing indoor ceilings. Each drive motor and brushless motor, in response to PWM signals, drives the rotating wheels or rotors.

[0044] The spatial position sensing unit 21 is used to detect the spatial position information of the hybrid aircraft in complex environments. It is connected to the control unit 24 by signal transmission and provides the control unit 24 with adjustment information for adjusting the PWM signal. The spatial sensing unit 21 includes a lidar module 211 and a GNSS module 212. The lidar module 211 contains two lidars: the lidar at the head of the fuselage body is used to detect the distance of the hybrid aircraft from the building wall, and the lidar at the bottom of the fuselage body is used to detect the distance of the hybrid aircraft from the ground. The lidar module 211 is connected to the lidar signal port of the flight control module 242, inputting precise spatial positioning information to the flight control module 242. The GNSS module 212 receives satellite positioning information and is connected to the GNSS signal port of the flight control module 212 for spatial positioning in open areas.

[0045] The power management unit 25 includes an ammeter module 251 and a power module 252. The ammeter module 251 is used to monitor the operating current, voltage, and power of the composite aircraft, and detect abnormal current (to trigger power-off protection to prevent circuit burnout). The power module 252 is used to provide power to the power unit 26 and simultaneously reduce the battery voltage to 5V to provide power to the control unit 24 and the spatial position sensing unit 21.

[0046] The visual detection unit 22 is used to detect and obtain image information of the surface of the target building, take high-definition pictures of the building surface through a camera, and transmit the image information to the user end in the form of a video stream for situation analysis; the buffering and shock absorption unit 23 includes a shock absorber at the connection between the rotor and the drive motor, and a simple multi-layer elastic damping structure of the upper and lower partitions, which is used to absorb and reduce mechanical shock and vibration, protect the composite aircraft and improve flight stability.

[0047] To better understand the composite aircraft provided by this application, Figure 3 A three-dimensional structural diagram of the composite aircraft is provided. Figure 3 The present invention includes views of the composite aircraft from four different directions (a), (b), (c), and (d). Figure (a) is a top view of the composite aircraft, in which the fuselage body is in a field-shaped structure. According to the direction of the arrow on the surface of the fuselage body, the head area 302 and the tail area 303 of the fuselage body are distinguished. Figure (c) is a rear view of the composite aircraft, in which the fuselage body includes an upper partition and a lower partition, which distinguish the top area 310, the bottom area 312, and the middle equipment layer 311 of the fuselage body. Figure (d) is a right view of the composite aircraft, and Figure (b) is a perspective view of the composite aircraft.

[0048] As shown in Figure (d), the flight control module 314 is located in the center of the middle equipment layer 311 of the fuselage body, adjacent to the receiver module unit (not shown); the rotor module 308 is located in the middle equipment layer 311 of the fuselage body, fixed to the lower partition, and the upper and lower partitions are hollowed out to avoid interfering with the airflow. The propeller module 309 is located at the tail 303 of the fuselage body, used to provide thrust for the composite aircraft to fly forward and pressure for the composite aircraft to stay on the wall. Four omnidirectional climbing wheel modules 304 are located at the head 302 of the fuselage body, in groups of two, respectively fixed to the upper and lower partitions; four top auxiliary wheel modules 306 are located at the top 310 of the fuselage body, in groups of two, respectively fixed to the left and right sides of the top 310 of the fuselage body; lidar module It includes a laser radar 305 at the head 302 of the fuselage main body and a laser radar 315 at the bottom 312 of the fuselage main body, wherein the laser radar 305 at the head 302 of the fuselage main body is installed in the middle equipment layer 311 of the fuselage main body, and the laser radar 315 at the bottom 312 of the fuselage main body is fixed below the laser radar 305 at the head 302 of the fuselage main body; the power supply unit 313 is located at the bottom 312 of the fuselage main body and is fixed below the flight control module 314; the buffering and shock absorbing unit includes a shock absorber 301 at the connection between the top auxiliary wheel module and the drive motor, and a simple multi-layer elastic damping structure (not shown) of the upper partition and the lower partition; the visual detection unit (not shown) can be installed at the top 310 or the head 302 of the fuselage main body according to the actual application scenario.

[0049] Example 2:

[0050] This embodiment discloses a control method for a composite aircraft, which can be used for the wall-climbing composite aircraft provided in the first embodiment.

[0051] like Figure 4 As shown in FIG, the control method of the wall-climbing composite aircraft includes the following four basic stages:

[0052] The system self-test initialization phase 41 includes starting the software layer of the flight control module, executing the hardware unit self-test process, checking whether the battery module voltage is higher than the set minimum operating threshold, which is set at 10.8V and between 10.5V and 11V, and checking the validity of the satellite positioning data of the GNSS module. If the self-test fails, the software layer of the flight control module locks the power unit and stops the PWM signal output until the next self-test begins.

[0053] The attitude reference initialization phase 42 includes the flight control module's software layer recording the geographic coordinate parameters of the initial takeoff point, including the angular information of the takeoff nose azimuth. Simultaneously, the laser radar at the nose of the fuselage body is activated to measure the initial horizontal distance between the hybrid aircraft and the target building facade, and the takeoff attitude information and reference distance information are written into the flight control database in the flight control module's software layer. Before takeoff, the hybrid aircraft must ensure that its nose is facing the target building facade and its attitude is level.

[0054] The flight mode management stage 43 includes the software layer of the flight control module implementing flight mode management based on a multi-modal control architecture, specifically including three steps: mode instruction parsing, control logic switching, and power drive execution; the mode instruction parsing step includes the software layer of the flight control module extracting the mode identification code of the radio control signal of the remote controller; the control logic switching step includes the software layer of the flight control module extracting the mode identification code according to the instruction decoder, initializing the target control mode and canceling the current control mode; wherein the configured control mode is any one of the autonomous takeoff mode 431, the facade adaptive climbing mode 432, the indoor ceiling crawling mode 433, and the escape mode 434; the power drive execution step includes the software layer of the flight control module outputting a corresponding PWM signal based on the control strategy of the current mode to drive the power unit to perform the target action;

[0055] The automatic return-to-home phase 44 includes the following: after the receiver module receives the landing control signal from the remote controller, the flight control module's software layer determines whether it is safe to land based on the wall and ground distance information transmitted by the front and bottom laser radar modules of the fuselage body. After the flight control module software layer determines that the distance is safe, it generates a corresponding PWM signal to control the hybrid aircraft to land at a constant speed.

[0056] To better understand the process of flight mode management provided by this application, Figure 5 A schematic diagram illustrating the relationship between the various modes of the composite aircraft is provided. Each flight mode begins with autonomous takeoff mode 51 and, after achieving vertical hovering, branches into two paths: the first path switches to the adaptive facade climbing mode, where the autonomous near-wall step 52 allows for close proximity to the facade; the second path switches to the indoor ceiling crawling mode 53 for top attachment. After the autonomous near-wall step 52 succeeds, the next step, the wall sliding step 54, extends to support two-dimensional movement along the wall. Both modes feature an escape mode 55 as a safe exit path, dynamically generating a disengagement strategy based on the previous mode. After executing escape mode 55, the composite aircraft returns to a hovering state, awaiting new instructions or triggering an independently operated automatic return phase, which is directly activated by a remote control signal.

[0057] like Figure 6As shown, in a specific embodiment, a complete processing flow of a climbing control method on a target building facade is disclosed.

[0058] Step S601, the start phase, i.e. the composite aircraft is ready to start powering on;

[0059] Step S602: System self-check initialization phase. The flight control module's software layer performs a hardware unit self-check process in step S603 to ensure that each hardware unit is functioning properly. If successful, the process proceeds to step S605. If the self-check fails, the process proceeds to step S604 to disconnect the power supply and recheck the problematic unit, and then returns to step S601.

[0060] Step S605, in the attitude reference initialization phase, the takeoff attitude information and the reference distance value are written into the flight control database in the software layer of the flight control module as mode input values for subsequent modes;

[0061] Step S606: Entering autonomous takeoff mode involves the flight control module's software layer setting a target hovering altitude of 2 meters based on the takeoff point coordinates, activating the laser radar on the bottom of the fuselage, performing vertical distance measurement relative to the ground, and inputting a real-time ground distance signal to the flight control module. After the receiver module receives the remote controller's takeoff control signal, the flight control module's software layer, through an altitude PID controller, converts the deviation between the real-time ground distance and the target value into a pulse-width modulated signal, which is then output to the power unit to achieve vertical takeoff and steady-state hovering at the target altitude. The altitude PID controller uses a slow-step PID control system with a maximum ascent speed of 30 cm / s to ensure a stable flight during ascent.

[0062] At the same time, when the hybrid aircraft is hovering, the flight control module's software layer combines the aircraft's nose azimuth angle information with the real-time wall distance information detected by the laser radar at the head of the fuselage body, and generates a PWM signal for attitude correction through the angle PID controller. The signal is output to the power unit to ensure that the heading angle and vertical distance of the hybrid aircraft in the hovering state maintain the initial calibration value. The angle PID controller adjusts the aircraft's attitude by adjusting the roll angle, pitch angle, and heading angle.

[0063] Step S607: After the autonomous takeoff mode, the autonomous approach-to-wall step of the adaptive vertical climbing mode in step S608 is executed based on the remote controller mode control signal received in the receiver mode. The software layer of the flight control module activates the propeller module to provide thrust for the hybrid aircraft to move forward stably. Based on the dynamic distance information of the laser radar module at the head of the fuselage body, the software layer of the flight control module generates a PWM signal for controlling the propulsion power through the distance PID, so that the aircraft maintains a preset approach rate and steadily approaches the target vertical surface. At the same time, when the hybrid aircraft approaches the target wall, the software layer of the flight control module combines the real-time attitude information and the distance to the ground information to implement dynamic compensation for the pitch / roll angle of the hybrid aircraft, maintaining the horizontal state of the aircraft and a constant flight altitude, so that the flight altitude is consistent with the target hovering altitude.

[0064] Step S609: After the autonomous approach-to-wall step of the adaptive vertical climbing mode, the wall sliding step is continued. The hybrid aircraft switches to the control logic of the quadrotor power structure, and realizes two-dimensional sliding motion on the wall through the thrust control of the rotor module. At the same time, the speed of the four rotors is adjusted to control the hybrid aircraft to move in the up and down directions, or the speed of the left and right rotors is adjusted to make the speeds of the two sides inconsistent, so as to control the hybrid aircraft to achieve left and right steering on the vertical surface; the omnidirectional climbing wheel module assembly forms dynamic contact with the wall, and the thruster module is used to continuously output normal pressure to enhance the adhesion of the universal wheel, ensuring that the friction force during the sliding process meets the motion control requirements. The omnidirectional climbing wheel module is a universal wheel structure. During the wall sliding process, the omnidirectional climbing wheel module moves with the entire fuselage;

[0065] Step S611: After the wall sliding step in the adaptive climbing mode, the escape mode is executed. The flight control module's software layer disables the thruster module, sets the safe escape distance to 1.5m, and combines the attitude information with the real-time wall ranging information input by the laser radar at the head of the fuselage to generate a PWM signal to control the hybrid aircraft away from the wall and maintain the hybrid aircraft's distance from the wall at the safe escape distance.

[0066] Finally, step S612 enters the automatic return phase, and the software layer of the flight control module executes step S613 landing safety detection. According to the wall distance information transmitted by the laser radar module at the head of the fuselage body and the real-time attitude information of the composite aircraft, it is judged whether it can land safely. The safety distance is set to be greater than or equal to the wall distance 1m; after the software layer of the flight control module determines that it is a safe distance and the attitude is stable, it generates a corresponding PWM signal, reduces the rotation speed of the rotor module, and controls the composite aircraft to land at a uniform speed of 10cm / s; if it fails, step S615 is executed to maintain the current mode.

[0067] like Figure 6As shown, in a specific embodiment, a complete processing flow of a method for controlling crawling on an indoor ceiling is disclosed. In this embodiment, steps S601 to S606 are the same as steps S601 to S606 of the previous embodiment.

[0068] Step S607: After the autonomous takeoff mode, step S610 is executed based on the remote control mode control signal received in the receiver mode. The software layer of the flight control module controls the rotor module to output equal thrust, and the four rotors generate uniform lift, allowing the hybrid aircraft to ascend vertically at a speed of less than 30 cm / s. When the hybrid aircraft approaches the top surface of the building, the rotor module speed is locked to the critical adhesion threshold to ensure that the hybrid aircraft can closely adhere to the building top surface. At this time, the receiver module receives a switching signal from the remote control, and the software layer of the flight control module maps the remote control throttle control signal to form a PWM signal to control the top auxiliary wheel module, thereby controlling the hybrid aircraft to crawl on the indoor ceiling.

[0069] Step S611: After the indoor ceiling crawling mode, the escape mode is executed, the top auxiliary wheel module is locked, and the minimum safety distance to the ground is set to 2m. The ranging data input by the laser radar at the bottom of the fuselage body is combined to generate a PWM signal to control the hybrid aircraft to descend vertically and maintain a safe distance relative to the ground;

[0070] Finally, step S612 is executed during the aircraft landing phase, and the software layer of the flight control module executes step S613 landing safety check. Based on the ground distance information and the real-time attitude information of the composite aircraft transmitted by the laser radar module at the bottom of the fuselage body, it is determined whether it can land safely. The safety distance is set to be greater than or equal to 1.5m; after the software layer of the flight control module determines that the aircraft is at a safe distance and the attitude is stable, it generates a corresponding PWM signal, reduces the rotation speed of the rotor module, and controls the composite aircraft to land at a uniform speed of 10cm / s; if it fails, step S615 is executed to maintain the current mode.

[0071] In the description of the present invention, it should be understood that the described embodiments are only part of the embodiments of the present invention, not all the embodiments.

[0072] The above content is a further detailed description of the present application in conjunction with specific implementation methods, and the specific implementation of the present application cannot be considered to be limited to these descriptions. For ordinary technicians in the technical field to which the present application belongs, several simple deductions or substitutions can be made without departing from the inventive concept of the present application.

Claims

1. A composite aircraft, characterized in that: include: The fuselage body is a double-layer carbon fiber composite structure consisting of upper and lower bulkheads, forming five areas: top, bottom, head, tail, and middle equipment layer. The fuselage body is used to connect and fix the functional units carried, and to disperse vibration and impact during flight to ensure the stability of the overall structure. The control unit is used to receive the radio control signal from the remote control, analyze the signal, generate the corresponding PWM signal and output it; a power unit, connected to the control unit by signal, configured to receive and execute the PWM signal to provide the composite aircraft with power for flying, hovering, and climbing on surfaces; a spatial position sensing unit, signal-connected to the control unit, for detecting spatial position information of the composite aircraft in a complex environment and providing adjustment information for adjusting the PWM signal to the control unit; The power management unit includes an ammeter module and a power supply module. The ammeter module is connected to the control unit signal and is used to monitor the operating current, voltage and power of the composite aircraft. At the same time, it triggers power-off protection after detecting abnormal current to prevent circuit burning; the power supply module is connected to the control unit, the power unit and the space perception unit through a multi-stage circuit to provide power to the power unit and at the same time reduce the battery voltage to 5V to provide power to the control unit and the space position perception unit.

2. The composite aircraft according to claim 1, wherein: The control unit includes a flight control module and a receiver module; The flight control module is configured as the core of the composite aircraft and is installed at the center of the intermediate equipment layer of the fuselage body. The flight control module includes a hardware layer and a software layer. The hardware layer is used to receive multiple input signals and output PWM signals. The software layer is used to manage different flight modes, perform corresponding algorithm processing on the input signals, and ultimately generate the PWM signals. The receiver module is connected to the flight control module signal, installed in the middle device layer of the fuselage body, and is used to receive the radio control signal of the remote controller and input the radio control signal to the flight control module through the SBUS protocol.

3. The composite aircraft according to claim 2, wherein: The power unit includes a rotor module, a propeller module, an omnidirectional climbing wheel module and a top auxiliary wheel module; The rotor module is installed on the middle equipment layer of the fuselage body, and includes four rotors and brushless motors connected one to one, for providing flight lift for the composite aircraft; The propeller module is provided at the tail of the fuselage body and includes a rotor and a connected brushless motor, and is used to provide thrust for the composite aircraft to fly forward and pressure for the composite aircraft to stop on a wall; The omnidirectional climbing wheel module includes four universal wheels, two in a group, which are arranged at the head of the fuselage body and are a universal wheel structure for assisting the composite aircraft to slide in any direction on the wall; The top auxiliary wheel module includes four rotating wheels and one-to-one connected driving motors, two in a group, and is located on the top of the fuselage body to assist the composite aircraft in crawling on the indoor ceiling; Each of the driving motors and the brushless motor is connected to the flight control module signal, and is used to drive the runner or rotor to rotate under the action of the PWM signal.

4. The composite aircraft according to claim 3, wherein: The spatial perception unit includes a lidar module and a GNSS module; The laser radar module includes two laser radars and is connected to the flight control module by signal, and is used to input accurate spatial positioning information to the flight control module; the two laser radars are respectively fixed to the head and bottom of the fuselage body, the laser radar on the head is used to detect the distance of the composite aircraft relative to the building wall, and the laser radar on the bottom is used to detect the distance of the composite aircraft relative to the ground; The GNSS module is used to receive satellite positioning information, is connected to the flight control module signal, and is used to input spatial position information to the flight control module in an open field.

5. The composite aircraft according to claim 3, wherein: It also includes a visual detection unit and a buffer shock absorption unit; The visual detection unit is used to detect and obtain image information of the building surface, and transmit the image information to the user terminal in the form of a video stream for situation analysis; The buffering and shock absorbing unit includes a shock absorber at the connection between the rotating wheel and the driving motor, and a simple multi-layer elastic damping structure of the upper and lower partitions, which is used to absorb and reduce mechanical shock and vibration, protect the composite aircraft and improve flight stability.

6. The present application discloses a control method for a composite aircraft, which is applied to the composite aircraft according to any one of claims 4, characterized in that: The control method includes: The system self-test initialization phase includes starting the software layer of the flight control module and executing the self-test process of the power management unit and the space perception unit; The attitude reference initialization phase includes the flight control module's software layer recording the geographic coordinate parameters of the initial takeoff point, including the angular information of the takeoff nose azimuth; simultaneously activating the laser radar at the nose of the fuselage body to measure the initial horizontal distance between the hybrid aircraft and the target building facade, and writing the attitude information and the reference distance value into the flight control database in the flight control module's software layer; The flight mode management stage includes the software layer of the flight control module implementing flight mode management based on a multi-modal control architecture, specifically including three steps: mode instruction parsing, control logic switching, and power drive execution; the mode instruction parsing step includes the software layer of the flight control module extracting the mode identification code from the radio control signal of the remote controller; the control logic switching step includes the software layer of the flight control module extracting the mode identification code according to the instruction decoder, initializing the target control mode and canceling the current control mode; wherein the configured control mode is any one of the autonomous take-off mode, the facade adaptive climbing mode, the indoor ceiling crawling mode, and the escape mode; the power drive execution step includes the software layer of the flight control module outputting a corresponding PWM signal based on the control strategy of the current mode to drive the power unit to perform the target action; The automatic return stage includes: after the receiver module receives the landing control signal sent by the remote controller, the software layer of the flight control module determines whether it can land safely based on the wall and ground distance information transmitted by the laser radar at the head and bottom of the fuselage body; after the software layer of the flight control module determines that it is a safe distance, it generates a corresponding PWM signal to control the composite aircraft to land at a constant speed.

7. The control method of a composite aircraft according to claim 6, wherein: When the configured control mode is the autonomous takeoff mode, the software layer of the flight control module sets a target hovering altitude based on the current takeoff point coordinates, activates the laser radar at the bottom of the fuselage body, performs vertical distance measurement relative to the ground, and inputs a real-time ground distance signal to the flight control module. After the receiver module receives the autonomous takeoff control signal sent by the remote controller, the software layer of the flight control module converts the deviation between the real-time ground distance and the target value into a PWM signal through an altitude PID controller and outputs the signal to the power unit, thereby enabling the composite aircraft to perform vertical takeoff and stabilize at the target altitude. When the composite aircraft is in hover, the software layer of the flight control module combines the azimuth angle information of the aircraft head and the real-time wall distance information detected by the laser radar at the head of the fuselage body, generates a PWM signal for attitude correction through an angle PID controller and outputs it to the power unit, ensuring that the heading angle and vertical distance of the composite aircraft in the hovering state maintain the initial calibration value.

8. The control method of a composite aircraft according to claim 6, wherein: executing a facade adaptive climbing mode after the autonomous takeoff mode, the facade adaptive climbing mode including an autonomous near-wall step and a wall sliding step; The autonomous approach-to-wall step includes: after the receiver module receives the autonomous approach-to-wall control signal sent by the remote controller, the software layer of the flight control module activates the propulsion module; based on the dynamic distance information input by the laser radar module at the head of the fuselage body, the software layer of the flight control module generates a PWM signal for controlling the propulsion power through the distance PID, so that the composite aircraft maintains a preset approach rate and steadily approaches the target facade; at the same time, when the composite aircraft approaches the target wall, the software layer of the flight control module combines the real-time attitude information and the distance to the ground information to implement dynamic pitch / roll angle compensation of the composite aircraft to maintain the horizontal state of the aircraft body and a constant flight altitude; The wall sliding step includes the receiver module receiving wall sliding control information sent by the remote control, controlling the composite aircraft to switch to the quad-rotor power architecture control logic, and achieving two-dimensional sliding motion on the wall through the thrust control of the rotor module; the omnidirectional climbing wheel module forms dynamic contact with the wall, and the thruster module is used to continuously output normal pressure to enhance the adhesion of the universal wheel, ensuring that the friction force during the sliding process meets the motion control requirements.

9. The control method of a composite aircraft according to claim 6, wherein: After the autonomous takeoff mode, an indoor ceiling crawling mode is executed, including the receiver module receiving indoor ceiling crawling control information sent by the remote control, the software layer of the flight control module controlling the rotor module to switch to equal thrust output, and the four rotors generate uniform lift, so that the compound aircraft rises vertically at a constant speed; when the compound aircraft approaches the top surface of the building, the rotor module rotation speed is locked to a critical adsorption threshold to ensure that the compound aircraft can closely adhere to the top surface of the building. At this time, the receiver module receives a switching signal sent by the remote control, and the software layer of the flight control module maps the remote control throttle control signal to form a PWM signal to control the top auxiliary wheel module, thereby controlling the compound aircraft to perform crawling movement on the indoor ceiling.

10. The control method of a composite aircraft according to claim 6, wherein: An escape mode is executed after the facade adaptive climbing mode and the indoor ceiling crawling mode. The escape mode includes the receiver module receiving escape control information sent by the remote controller, and the software layer of the flight control module implementing a differentiated operation strategy based on the previous state. When the facade adaptive climbing mode is detected, the software layer of the flight control module shuts down the propeller module, sets a safe escape distance, and combines attitude information with real-time wall ranging information input by the laser radar at the head of the fuselage body to generate a PWM signal to control the hybrid aircraft away from the wall and maintain the distance of the hybrid aircraft relative to the wall at a safe escape distance. When the indoor ceiling crawling mode is detected, the software layer of the flight control module locks the top auxiliary wheel module, sets a minimum safe distance to the ground, and combines ranging data input by the laser radar at the bottom of the fuselage body to generate a PWM signal to control the hybrid aircraft to descend vertically and maintain the distance of the hybrid aircraft relative to the ground at a safe distance.

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