Ducted fan combined propulsion vertical take-off and landing aircraft and control method thereof

Abstract

The invention relates to the technical field of aircrafts, in particular to a ducted fan combined propulsion vertical take-off and landing aircraft and a control method thereof. According to the aircraft, six ducted fans serve as power sources, four ducted fans are located in the vertical direction and symmetrically arranged in a rectangular shape, and the other two ducted fans are symmetrically distributed along the axis of the aircraft in the horizontal direction. Due to the fact that the ducted fan is used, the aircraft of the structure is low in flight noise, the risk that blades are exposed is avoided through the ducted shell protection design, the loading capacity under the same size is higher than that of a traditional multi-rotor unmanned aerial vehicle, higher maneuverability is provided through a redundant power propelling structure, and the aircraft is more suitable for executing tasks on complex terrains. The invention further provides a control method based on cascade PID for the designed ducted fan combined propulsion vertical take-off and landing aircraft, and stable position and attitude cooperative control is achieved based on real-time feedback of an aircraft sensor system. The scheme is suitable for urban logistics, disaster rescue and other scenes needing vertical take-off and landing and omni-directional maneuvering.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a ducted fan combination propulsion vertical take-off and landing aircraft and a control method thereof. Background Art

[0002] Vertical take-off and landing (VTOL) unmanned aerial vehicles (UAVs) offer numerous advantages, including high flexibility, simple and reliable flight operations, and the absence of a landing site. They are widely used in complex terrain missions such as material transportation, emergency rescue, and casualty evacuation. Currently, mainstream VTOL UAVs include multi-rotor drones, unmanned helicopters, and tilt-rotor aircraft. While these aircraft boast advantages such as vertical take-off, low cost, and ease of maintenance, they also present practical challenges, including poor payload capacity, susceptibility to wind interference, high noise levels, significant safety risks, and poor maneuverability.

[0003] Ducted fans are generally powered by electricity. Due to the presence of ductwork outside the blades, vertical take-off and landing (VTOL) aircraft powered by ducted fan engines offer advantages such as low noise, minimal safety hazards, and high payload capacity. However, existing VTOL aircraft still suffer from shortcomings such as poor flight stability and complex structures that make them difficult to control. These shortcomings reduce flight safety and stability, significantly limiting their application.

[0004] Therefore, how to propose a vertical take-off and landing aircraft and design its control method so that the aircraft can simply, safely, flexibly and efficiently complete scenarios such as logistics transportation and disaster relief that require vertical take-off and landing and omnidirectional maneuvers is a problem that people in this field need to solve. Summary of the Invention

[0005] In response to the shortcomings of existing aircraft in complex terrain missions, such as low load, high risk factor, high noise and insufficient maneuverability, the present invention proposes a ducted fan combination propulsion vertical take-off and landing aircraft and its control method, which specifically and efficiently solves the shortcomings of traditional aircraft in scenarios requiring vertical take-off and landing and omnidirectional maneuverability.

[0006] The ducted fan combination propulsion vertical take-off and landing aircraft described in the present invention includes a fuselage, a power supply system, a sensor system, an aircraft main control system, and a ducted fan power system. The power supply system is fixed to the center of the lower end of the upper fuselage panel of the aircraft; the sensor system is fixed to the front end of the upper fuselage panel; the aircraft main control system is fixed to the center of the upper fuselage panel and is electrically connected to the power supply system and the sensor system, and is electrically connected to the ducted fan power system through an electronic speed regulator; the ducted fan power system is evenly fixed to the four corners of the fuselage and both sides of the rear end of the fuselage, and the ducted fans at each position are on the same horizontal plane and are connected to the power supply system through a circuit;

[0007] The power supply system is used to provide energy supply for the aircraft main control system and ducted fan power system;

[0008] The sensor system is used to collect and send real-time status information of the aircraft;

[0009] The aircraft main control system is used to receive aircraft status information, perform aircraft position and attitude control, and send thrust control signals to the ducted fan power system;

[0010] The ducted fan power system is used to provide the aircraft with vertical and horizontal thrust required for flight.

[0011] Further optimization of this solution includes an aircraft upper plate, an aircraft lower plate and landing gear. The aircraft upper plate and the aircraft lower plate are fixed with connectors for loading and fixing the aircraft's power supply system, sensor system, aircraft main control system and ducted fan power system to form a whole; the power supply system is fixed to the center of the lower end of the fuselage upper plate, the sensor system is fixed to the front end of the fuselage upper plate, and the aircraft main control system is fixed to the center of the fuselage upper plate; the landing gear is fixed under the aircraft lower plate to provide support and cushioning protection during takeoff and landing.

[0012] In a further optimization of this solution, the power supply system includes a battery and a distribution board, the battery is electrically connected to the distribution board, and the distribution board is electrically connected to the aircraft main control system and the ducted fan power system.

[0013] In a further optimization of this solution, the sensor system is electrically connected to the aircraft main control system.

[0014] In a further optimization of this solution, the aircraft main control system includes a signal processing module and a thrust distribution module. The signal processing module is used to receive and process data from the sensor system to obtain a control signal, and the thrust distribution module is used to distribute the PWM signal of each ducted fan.

[0015] In a further optimization of this solution, the ducted fan power system includes six electrically driven ducted fans, four vertical ducted fans are directly fixed to the fuselage, and two horizontal ducted fans are fixed to the fuselage through fixings. All ducted fans are electrically connected to the power supply system through electronic speed regulators.

[0016] In a further optimization of this solution, the six electrically driven ducted fans include four vertical ducted fans and two horizontal ducted fans, wherein the four ducted fans are located in a rectangular symmetrical arrangement in the vertical direction to provide vertical thrust for the aircraft; the remaining two ducted fans are symmetrically distributed along the horizontal axis of the aircraft through fixings to provide horizontal thrust for the aircraft.

[0017] The control method for the ducted fan combined propulsion vertical take-off and landing aircraft of this scheme includes the following steps:

[0018] Step 1: Establish a dynamic model for the ducted fan combination propulsion vertical take-off and landing aircraft.

[0019]

[0020] Among them, p x 、p y 、p z Indicates the position coordinates of the aircraft in the north-east coordinate system. It represents the acceleration of the aircraft in the x-axis, y-axis and z-axis directions in the northeast coordinate system. φ, θ and ψ represent the attitude angles of the aircraft around the x-axis, y-axis and z-axis in the northeast coordinate system. It represents the angular velocity of the aircraft around the x-axis, y-axis and z-axis in the north-east coordinate system. It represents the angular acceleration of the aircraft around the x-axis, y-axis and z-axis in the north-east coordinate system, J xx 、J yy 、J zz represents the principal moments of inertia of the aircraft along the x-axis, y-axis, and z-axis, m is the total mass of the aircraft, and g is the acceleration due to gravity. U1, U2, U3, U4, and U5 are the virtual control quantities designed for the aircraft, expressed as:

[0021] U1=F h =F5+F6,

[0022] U2=F v =F1+F2+F3+F4,

[0023] U3=τ x =(F1-F2+F3-F4)·a,

[0024] U4=τ y =(F1+F2-F3-F4)·b,

[0025] U5=τ z =(F5-F6)·l,

[0026] Among them, F h 、F v They represent the total thrust of the ducted fan in the horizontal and vertical directions when the aircraft is running, F i (i=1,2,…,6) represents the thrust of the i-th ducted fan during flight, τ x , τ y , τ zrepresents the moments in the x-axis, y-axis, and z-axis directions when the aircraft is in operation, a and b represent half of the width and length of the aircraft fuselage, respectively, and l represents half of the distance between the centers of mass of the two ducted fans in the horizontal direction;

[0027] Step 2: For each ducted fan, a model of the ducted fan thrust and PWM signal is established through multiple experimental tests.

[0028] F i =f i (s i ),

[0029] Among them F i (i=1,2,…,6) represents the thrust of the i-th ducted fan when the aircraft is running, where s i (i=1,2,…,6) represents the PWM signal assigned to the i-th ducted fan during aircraft operation, where f i (·)(i=1,2,…,6) represents the relationship function between the thrust of the i-th ducted fan of the aircraft and the received PWM signal;

[0030] Step 3: Design a cascade PID controller for the aircraft, input the position and attitude error of the aircraft into the outer loop PID controller, and obtain the desired The size of the inner loop PID controller is calculated by the outer loop to obtain the desired v x 、v y 、v z 、ω φ 、ω θ 、ω ψ and the actual v measured by the sensor system x 、v y 、v z 、ω φ 、ω θ 、ω ψ The error is used as input to obtain the actual thrust required by each ducted fan. Then, the PWM signal given to each ducted fan by the aircraft main control system is reversed through the model of the ducted fan thrust and PWM signal obtained in step 2, so that the actual thrust of the ducted fan can quickly and accurately track the given thrust, thereby realizing closed-loop control of the aircraft's position and attitude to improve the flight control effect.

[0031] Different from the existing technology, the above technical solution proposes a ducted fan combination propulsion vertical take-off and landing aircraft and its control method. By using ducted fans to drive the flight, the noise and safety hazards of the aircraft during flight are greatly reduced, and the load capacity of the same size is improved. In addition, the combined layout of six ducted fans makes the aircraft more maneuverable, and a cascade PID-based aircraft position and attitude control method is proposed. In general, the ducted fan combination propulsion vertical take-off and landing aircraft proposed by the present invention is more suitable for application in scenarios such as urban logistics and disaster relief in complex environments that require vertical take-off and landing and omnidirectional maneuvers, compared with existing aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a schematic diagram of the overall structure of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention;

[0033] Figure 2 This is a front view of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention;

[0034] Figure 3 This is a right side view of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention;

[0035] Figure 4 A top view of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention;

[0036] Figure 5 A schematic diagram of the body coordinate system and the north-east ground coordinate system of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention;

[0037] Figure 6 This is a schematic diagram of position control for a ducted fan combination-propelled vertical take-off and landing aircraft according to the present invention;

[0038] Figure 7 This is a schematic diagram of the attitude control of a ducted fan combination-propelled vertical take-off and landing aircraft according to the present invention.

[0039] Description of reference numerals:

[0040] 1. Vertical ducted fan engine,

[0041] 2. The aircraft is put on board.

[0042] 3. Sensor system,

[0043] 4. Aircraft main control system,

[0044] 5. Power supply system,

[0045] 6. Horizontal ducted fan engine,

[0046] 7. Ducted fan fixings,

[0047] 8. Aircraft landing gear,

[0048] 9. Unload the aircraft. DETAILED DESCRIPTION

[0049] In order to explain the technical content, structural features, achieved objectives and effects of the technical solution in detail, the following is a detailed description in conjunction with specific embodiments and accompanying drawings.

[0050] like Figure 1 The figure shows the overall structure of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention. Figure 2 This is a front view of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention. Figure 3 This is a right view of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention. Figure 4 This is a top view of the ducted fan combination propulsion vertical take-off and landing aircraft of the present invention. In this embodiment, in order to improve the safety, stability and maneuverability of the vertical take-off and landing aircraft, a ducted fan combination propulsion vertical take-off and landing aircraft is proposed. The aircraft includes a fuselage, a power supply system, a sensor system, an aircraft main control system and a ducted fan power system. The fuselage is composed of an aircraft upper plate 2, an aircraft lower plate 9 and an aircraft landing gear 8. The aircraft upper plate and the aircraft lower plate 9 are connected by copper columns. The landing gear 8 is arranged below the aircraft lower plate 9 and is fixedly connected thereto. The power supply system 5 is composed of a battery and a distribution board, and is located at the center below the aircraft upper plate 2 and is fixedly connected thereto. The sensor system 3 is located at the front end above the aircraft upper plate 2 and is fixedly connected thereto, and is connected to the aircraft main control system 4 by wires. The aircraft main control system 4 is composed of a signal processing module and a thrust distribution module, and is located at the center of the aircraft upper plate 2 and is fixedly connected thereto. The ducted fan power system consists of four vertical ducted fan engines 1 arranged around the fuselage and two horizontal ducted fan engines 6 on the left and right sides of the rear end of the fuselage. The ducted fan engine 1 is directly fixed to the aircraft fuselage, and the ducted fan engine 2 is fixed to the fuselage through the ducted fan fixing parts 7 and is fixed on the aircraft upper plate 2 and the aircraft lower plate 9.

[0051] The aircraft fuselage consists of an upper panel 2, a lower panel 9, and landing gear 8. The upper and lower panels 2 and 9 are connected by connectors, securing the overall aircraft structure. The landing gear 8 is located below the lower panel 9 and is connected to it via springs for shock absorption. This effectively reduces the impact between the fuselage and the ground during landing.

[0052] The power supply system 5 consists of a battery and a distribution board, is located at the center below the aircraft upper plate 2 and is fixedly connected to it, and is responsible for providing energy supply to the sensor system 3, the aircraft main control system 4 and the ducted fan power system.

[0053] The sensor system 3 is located at the front end above the upper plate 2 of the aircraft and is fixed to it, and is connected to the aircraft main control system 4 through wires. It is responsible for collecting the real-time position, attitude, speed and acceleration information of the aircraft during flight and sending these to the aircraft main control system 4.

[0054] The aircraft's main control system 4, consisting of a signal processing module and a thrust distribution module, is located at the center of the upper panel of the aircraft 2 and is rigidly connected thereto. The signal processing module is responsible for receiving and processing data from the sensor system 3, while the thrust distribution module is responsible for distributing thrust to the various ducted fans. During flight, the aircraft's main control system 4 continuously receives information from the various sensors in the sensor system and fuses this information to obtain more accurate information about the aircraft's position, attitude, velocity, and acceleration. When the aircraft's main control system receives a flight control command from the ground control console, it calculates the thrust change required for each ducted fan to achieve the target command based on the current state and inputs the corresponding PWM control signal to the ducted fan power system.

[0055] The ducted fan power system consists of four vertical ducted fan engines 1 positioned around the aircraft's fuselage, and two horizontal ducted fan engines 6 located on the left and right sides of the rear fuselage. Ducted fan engines 1 are directly connected to the aircraft's fuselage, while ducted fan engines 2 are fixed to the aircraft's fuselage via ducted fan mountings 7. The ducted fan power system is controlled by the aircraft's main control system 4. Upon receiving PWM signals from the main control system, the ducted fan power system, supplied by power supply system 5, achieves the desired control thrust.

[0056] The specific control steps for the ducted fan combination propulsion vertical take-off and landing aircraft of this embodiment are as follows:

[0057] Step 1: Establish a dynamic model for the ducted fan combination propulsion vertical take-off and landing aircraft.

[0058]

[0059] Among them, p x 、p y 、p z Indicates the position coordinates of the aircraft in the north-east coordinate system. It represents the acceleration of the aircraft in the x-axis, y-axis and z-axis directions in the northeast coordinate system. φ, θ and ψ represent the attitude angles of the aircraft around the x-axis, y-axis and z-axis in the northeast coordinate system. It represents the angular velocity of the aircraft around the x-axis, y-axis and z-axis in the north-east coordinate system. It represents the angular acceleration of the aircraft around the x-axis, y-axis and z-axis in the north-east coordinate system, J xx 、J yy 、Jzz represents the principal moments of inertia of the aircraft along the x-axis, y-axis, and z-axis, m is the total mass of the aircraft, and g is the acceleration due to gravity. U1, U2, U3, U4, and U5 are the virtual control quantities designed for the aircraft, expressed as:

[0060] U1=F h =F5+F6,

[0061] U2=F v =F1+F2+F3+F4,

[0062] U3=τ x =(F1-F2+F3-F4)·a,

[0063] U4=τ y =(F1+F2-F3-F4)·b,

[0064] U5=τ z =(F5-F6)·l,

[0065] Among them, F h 、F v They represent the total thrust of the ducted fan in the horizontal and vertical directions when the aircraft is running, F i (i=1,2,…,6) represents the thrust of the i-th ducted fan during flight, τ x , τ y , τ z represents the moments in the x-axis, y-axis, and z-axis directions when the aircraft is in operation, a and b represent half of the width and length of the aircraft fuselage, respectively, and l represents half of the distance between the centers of mass of the two ducted fans in the horizontal direction;

[0066] Step 2: For each ducted fan, a model of the ducted fan thrust and PWM signal is established through multiple experimental tests.

[0067] F i =f i (s i ),

[0068] Among them F i (i=1,2,…,6) represents the thrust of the i-th ducted fan when the aircraft is running, where s i (i=1,2,…,6) represents the PWM signal assigned to the i-th ducted fan during aircraft operation, where f i (·)(o=1,2,…,6) represents the relationship function between the thrust of the i-th ducted fan of the aircraft and the received PWM signal;

[0069] Step 3: Design a cascade PID controller for the aircraft, input the position and attitude error of the aircraft into the outer loop PID controller, and obtain the desired The size of the inner loop PID controller is calculated by the outer loop to obtain the desired v x 、v y 、v z 、ω φ 、ω θ 、ω ψ and the actual v measured by the sensor system x 、v y 、v z 、ω φ 、ω θ 、ω ψ The error is used as input to obtain the actual thrust required by each ducted fan. Then, the ducted fan thrust and PWM signal model obtained in step 2 is used to reversely infer the PWM signal given to each ducted fan by the aircraft main control system, so that the actual thrust of the ducted fan can quickly and accurately track the given thrust, thereby achieving closed-loop control of the aircraft's position and attitude to improve flight control effects. To explain the control principle of the PID controller in detail, Figure 5 A schematic diagram of position control for a ducted fan combined propulsion vertical take-off and landing aircraft is given. Figure 6 The attitude control diagram of the ducted fan combined propulsion vertical take-off and landing aircraft is given. The subscript d represents the expected value, e represents the error between the actual value and the expected value, and K P , K I and K D are the corresponding PID controller parameters. By selecting appropriate controller parameters, better control effects can be obtained.

[0070] It should be noted that, in this document, relational terms such as first and second, etc., are used solely to distinguish one entity or operation from another, and do not necessarily require or imply any actual relationship or order between these entities or operations. Furthermore, the terms "include," "comprise," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or terminal device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or terminal device. Without further limitation, elements defined by the phrase "include..." or "comprising..." do not exclude the presence of additional elements in the process, method, article, or terminal device comprising the elements. Furthermore, in this document, "greater than," "less than," "exceeding," etc., are understood to exclude the number itself; "above," "below," "within," etc., are understood to include the number itself.

[0071] Although the above embodiments have been described, those skilled in the art may make additional changes and modifications to these embodiments once they know the basic creative concepts. Therefore, the above descriptions are merely embodiments of the present invention and do not limit the scope of patent protection of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention's description and drawings, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of the present invention.

Claims

1. A ducted fan combination propulsion vertical take-off and landing aircraft, characterized in that: The aircraft includes a fuselage and a power supply system, a sensor system, an aircraft main control system, and a ducted fan power system fixed to the fuselage. The power supply system is fixed to the center of the lower end of the upper plate of the fuselage. The aircraft main control system is electrically connected to the power supply system and the sensor system, and is electrically connected to the ducted fan power system via an electronic speed regulator. The ducted fan power system is evenly fixed to the four corners of the fuselage and both sides of the rear end of the fuselage. The ducted fans at each position are all on the same horizontal plane and are connected to the power supply system via an electrical circuit. The power supply system is used to provide energy supply for the aircraft main control system and ducted fan power system; The sensor system is used to collect real-time status information of the aircraft and send it to the aircraft main control system; The aircraft main control system is used to receive aircraft status information, perform aircraft position and attitude control, and send thrust control signals to the ducted fan power system; The ducted fan power system is used to provide the aircraft with vertical and horizontal thrust required for flight.

2. The ducted fan combination propulsion vertical take-off and landing aircraft according to claim 1, characterized in that: The fuselage includes an upper aircraft plate, a lower aircraft plate, and a landing gear. The upper aircraft plate and the lower aircraft plate are fixed with connectors for loading and fixing the aircraft's power supply system, sensor system, aircraft main control system, and ducted fan power system to form a whole. The power supply system is fixed to the center of the lower end of the upper aircraft plate, and the sensor system is fixed to the front end of the upper aircraft plate. The aircraft main control system is fixed to the center of the upper plate of the fuselage; the landing gear is fixed below the lower plate of the aircraft to provide support and buffer protection when the aircraft takes off and lands.

3. The ducted fan combination propulsion vertical take-off and landing aircraft according to claim 1, characterized in that: The power supply system includes a battery and a distribution board, the battery is electrically connected to the distribution board, and the distribution board is electrically connected to the aircraft main control system and the ducted fan power system.

4. The ducted fan combination propulsion vertical take-off and landing aircraft according to claim 1, characterized in that: The aircraft main control system includes a signal processing module and a thrust distribution module. The signal processing module is used to receive and process data from the sensor system to obtain a control signal, and the thrust distribution module is used to distribute the PWM signals of each ducted fan.

5. The ducted fan combination propulsion vertical take-off and landing aircraft according to claim 1, characterized in that: The ducted fan power system includes six electrically driven ducted fans, of which four vertical ducted fans are directly fixed to the fuselage, and two horizontal ducted fans are fixed to the fuselage through fixings. All ducted fans are electrically connected to the power supply system through electronic speed regulators.

6. The ducted fan combination propulsion vertical take-off and landing aircraft according to claim 5, characterized in that: The six electrically driven ducted fans include four vertical ducted fans and two horizontal ducted fans, wherein the four vertical ducted fans are arranged in a rectangular symmetrical manner in the vertical direction to provide vertical thrust for the aircraft; the remaining two horizontal ducted fans are symmetrically distributed along the horizontal axis of the aircraft through fixing parts to provide horizontal thrust for the aircraft.

7. The control method for a ducted fan combination propulsion vertical take-off and landing aircraft according to any one of claims 1 to 6, characterized in that: The following steps are included: Step 1: Establish a dynamic model for the ducted fan combination propulsion vertical take-off and landing aircraft. Among them, p x 、p y 、p z Indicates the position coordinates of the aircraft in the north-east coordinate system. It represents the acceleration of the aircraft in the x-axis, y-axis and z-axis directions in the northeast coordinate system. φ, θ and ψ represent the attitude angles of the aircraft around the x-axis, y-axis and z-axis in the northeast coordinate system. It represents the angular velocity of the aircraft around the x-axis, y-axis and z-axis in the north-east coordinate system. It represents the angular acceleration of the aircraft around the x-axis, y-axis and z-axis in the north-east coordinate system, J xx 、J yy 、J zz represents the principal moments of inertia of the aircraft along the x-axis, y-axis, and z-axis, m is the total mass of the aircraft, and g is the acceleration due to gravity. U1, U2, U3, U4, and U5 are the virtual control quantities designed for the aircraft, expressed as: U1=F h =F5+F6, <h2 style=";text-align:left;direction:ltr">U2=F<h2 style=";text-align:left;direction:ltr"> v <h2 style=";text-align:left;direction:ltr"> (F1+F2+F3+F4) U3=τ x =(F1-F2+F3-F4)·a, U4=τ y =(F1+F2-F3-F4)·b, U5=τ z =(F5-F6)·l, Among them, F h 、F v They represent the total thrust of the ducted fan in the horizontal and vertical directions when the aircraft is running, F i (i=1,2,…,6) represents the thrust of the i-th ducted fan during flight, τ x , τ y , τ z represents the moments in the x-axis, y-axis, and z-axis directions when the aircraft is in operation, a and b represent half of the width and length of the aircraft fuselage, respectively, and k represents half of the distance between the centers of mass of the two ducted fans in the horizontal direction; Step 2: For each ducted fan, establish a model of the ducted fan thrust and PWM signal. F i =f i (s i ), Among them F i (i=1,2,…,6) represents the thrust of the i-th ducted fan when the aircraft is running, where s i (i=1,2,…,6) represents the PWM signal assigned to the i-th ducted fan during aircraft operation, where f i (·)(i=1,2,…,6) represents the relationship function between the thrust of the i-th ducted fan of the aircraft and the received PWM signal; Step 3: Design a cascade PID controller for the aircraft, input the position and attitude error of the aircraft into the outer loop PID controller, and obtain the desired The size of the inner loop PID controller is calculated by the outer loop to obtain the desired v x 、v y 、v z 、ω φ 、ω θ 、ω ψ and the actual v measured by the sensor system x 、v y 、v z 、ω φ 、ω θ 、ω ψ The error is used as input to obtain the actual thrust required by each ducted fan. Then, the PWM signal given to each ducted fan by the aircraft main control system is reversed through the model of the ducted fan thrust and PWM signal obtained in step 2, so that the actual thrust of the ducted fan can quickly and accurately track the given thrust, thereby realizing closed-loop control of the aircraft's position and attitude to improve the flight control effect.

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