Unmanned aerial vehicle and attitude compensation vector control method for takeoff and taxiing stage of unmanned aerial vehicle

Abstract

The invention discloses an unmanned aerial vehicle and an attitude compensation vector control method used in a takeoff and taxiing stage thereof, and relates to the field of unmanned aerial vehicle attitude control, the method comprises the following steps: acquiring attitude position information of the unmanned aerial vehicle in the takeoff and taxiing stage, and determining a course drift angle of the unmanned aerial vehicle based on the attitude position information of the unmanned aerial vehicle; judging whether the course deflection angle is within a preset navigation deviation range or not to obtain a judgment result; when the judgment result is yes, a differential brake mechanism control instruction is generated, and compensation deviation correction control is conducted through differential brake; and when the judgment result is no, a deviation rectification comprehensive control instruction is generated, and vector thrust compensation deviation rectification control is carried out while differential brake is adopted for compensation deviation rectification control. The stability of course and attitude control of the unmanned aerial vehicle in the takeoff and taxiing stage can be improved.

Description

Technical Field

[0001] The present application relates to the field of attitude control of unmanned aerial vehicles (UAVs), and in particular to an UAV and an attitude compensation vector control method for the UAV during its takeoff and taxiing phase. Background Art

[0002] During takeoff and landing, at low speeds, the friction between the tires and the ground is high, so the ground taxiing heading is controlled through differential braking of the left and right landing gear wheels or through front wheel steering. At high speeds, the lift of the wings increases and the friction between the tires and the ground is low, so the attitude correction control method for taxiing is achieved through wheel braking correction and tail rudder manipulation. Conventional V-tail drones mainly use these methods to achieve the control method of maintaining the drone's heading attitude during takeoff and landing during low and high speed taxiing.

[0003] Based on the control method given above, it has the following main defects: (1) During low-speed taxiing, the delay in the response of the left and right brake control mechanisms and the temperature increase caused by the real-time braking action have an adverse effect on the braking performance. During this stage, the friction resistance between the tires and the ground is large, and the differential braking force of the wheels is the main correction method, which is not conducive to the stability of the UAV's heading attitude.

[0004] (2) The tail of the UAV serves as a lateral stabilizer. When encountering a gust of wind during high-speed taxiing, the tail rudder control is more involved in heading attitude correction, which reduces the efficiency of the tail in providing lateral stability for the UAV. Summary of the Invention

[0005] The purpose of this application is to provide an unmanned aerial vehicle and an attitude compensation vector control method for its takeoff and rolling phase, which can improve the stability of the heading attitude control of the unmanned aerial vehicle during the takeoff and rolling phase.

[0006] To achieve the above objectives, this application provides the following solutions: In a first aspect, the present application provides a method for attitude compensation vector control of a UAV during the takeoff and rolling phase, comprising: Obtain the attitude and position information of the UAV during the takeoff and rolling phase, and determine the heading angle of the UAV based on the attitude and position information of the UAV; Determining whether the heading angle is within a preset navigation deviation range, and obtaining a determination result; When the judgment result is yes, a differential brake mechanism control instruction is generated to perform compensation and correction control by the differential brake; When the judgment result is no, a comprehensive deviation correction control instruction is generated to perform vector thrust compensation deviation correction control while adopting differential braking to perform deviation correction control.

[0007] Optionally, the preset navigation deviation range is (-5°, +5°).

[0008] Optionally, the process of performing compensation and correction control by differential braking includes: determining a yaw direction based on the heading deflection angle; Under the condition of maintaining or reducing the same braking increment as the yaw direction, the braking increment opposite to the yaw direction is increased until the heading of the UAV returns to the center, thereby completing the compensation and correction of the UAV attitude.

[0009] Optionally, while differential braking is used for compensation and correction control, the process of performing vector thrust compensation and correction control includes: Differential braking is used for compensation and correction control. When the UAV's heading tends to return to the center, the vector thrust is rotated by a set angle in the horizontal direction to perform compensation and correction control.

[0010] Optionally, the UAV attitude compensation vector control method for the takeoff and rolling phase further includes: Adjust the drone's preset navigation attitude control parameters and perform a self-check on the drone's engine and brakes based on the engine startup data and brake report data.

[0011] In a second aspect, the present application provides a drone, comprising: a left brake control mechanism, a right brake control mechanism, a front wheel steering control mechanism, a navigation attitude controller, a left vector power mechanism, a right vector power mechanism, an attitude acquisition mechanism, and a rudder control mechanism; The left brake control mechanism, the right brake control mechanism, the front wheel steering control mechanism, the left vector power mechanism, the right vector power mechanism, the attitude acquisition mechanism and the rudder control mechanism are all connected to the navigation attitude controller; The navigation attitude controller, in conjunction with the left brake control mechanism, the right brake control mechanism, the front wheel steering control mechanism, the left vector power mechanism, the right vector power mechanism, the attitude acquisition mechanism and the rudder control mechanism, implements the above-mentioned UAV attitude compensation vector control method to complete attitude compensation and correction control.

[0012] Optionally, the left brake control mechanism includes: a left brake and a left brake module; the left brake is connected to the left brake module; the left brake module is connected to the navigation attitude controller; the left brake module is used to control the left brake based on the control instruction issued by the navigation attitude controller, and feed back the left brake signal to the navigation attitude controller; The right brake control mechanism includes: a right brake and a right brake module; the right brake is connected to the right brake module; the right brake module is connected to the navigation posture controller; the right brake module is used to control the right brake based on the control instructions issued by the navigation posture controller, and feed back the right brake signal to the navigation posture controller.

[0013] Optionally, the front-wheel steering control mechanism includes: a front-wheel steering mechanism and a front-wheel steering controller; the front-wheel steering mechanism is connected to the front-wheel steering controller; the front-wheel steering controller is connected to the navigation posture controller; the front-wheel steering controller is used to control the front-wheel steering mechanism based on the steering instruction issued by the navigation posture controller, and feed back the signal of the front-wheel steering mechanism to the navigation posture controller.

[0014] Optionally, the left vector power mechanism includes: a left engine and a left vector power module; the left engine and the left vector power module are connected; the left vector power module is connected to the navigation attitude controller; the left vector power module is used to control the left engine based on the vector thrust instruction issued by the navigation attitude controller, and feed back the operation signal of the left engine to the navigation attitude controller; The right-side vector power mechanism includes: a right-side engine and a right-side vector power module; the right-side engine and the right-side vector power module are connected; the right-side vector power module is connected to the navigation attitude controller; the right-side vector power module is used to control the right-side engine based on the vector thrust instruction issued by the navigation attitude controller, and feed back the operating signal of the right-side engine to the navigation attitude controller.

[0015] Optionally, the rudder control mechanism includes: a left rudder, a right rudder and a tail rudder control module; the left rudder and the right rudder are both connected to the tail rudder control module; the tail rudder control module is connected to the navigation attitude controller; the tail rudder control module is used to adjust the left rudder and the right rudder based on the control instructions issued by the navigation attitude controller, and feed back the adjustment signals of the left rudder and the right rudder to the navigation attitude controller.

[0016] According to the specific embodiments provided in this application, this application has the following technical effects: The present application provides an unmanned aerial vehicle (UAV) and an attitude compensation vector control method for the takeoff and roll phase of the UAV. After determining the heading angle of the UAV, when the heading angle is within a preset navigation deviation range, differential braking is used to perform compensation and correction control. When the heading angle is not within the preset navigation deviation range, while differential braking is used for compensation and correction control, vector thrust (i.e., engine thrust) is added for compensation and correction control. This can achieve a change in the thrust axis in the horizontal direction, thereby enabling supplementary control of the heading attitude at low speeds and altitudes, improving the efficiency of using the tail wing for the lateral stability of the UAV, and thereby improving the stability of the UAV's heading attitude control during the takeoff and roll phase. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A flowchart of a method for attitude compensation vector control of a UAV during takeoff and roll provided in one embodiment of the present application; Figure 2 A schematic diagram of the structural coupling between a method for attitude compensation vector control of a UAV during takeoff and roll, provided in one embodiment of the present application, and UAV components; Figure 3 A control relationship diagram of a method for attitude compensation vector control of a UAV during takeoff and rolling provided in one embodiment of the present application; Figure 4 This is a horizontal heading force analysis diagram of the entire machine provided in one embodiment of the present application; Figure 5 A schematic diagram of the internal interconnection relationship of the navigation attitude controller provided in one embodiment of the present application. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0020] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0021] In an exemplary embodiment, the present application provides a method for attitude compensation vector control of a UAV during takeoff and rolling. The method is executed by a computer device, specifically a computer device such as a terminal or a server, or a terminal and a server. In the embodiment of the present application, the method is described by taking the application of the method to a server as an example. Figure 1 As shown, the method includes: Step 100: Acquire the attitude and position information of the UAV during the takeoff and rolling phase, and determine the heading angle of the UAV based on the attitude and position information of the UAV.

[0022] Step 101: Determine whether the heading deviation angle is within a preset navigation deviation range, and obtain a determination result. For example, in this application, the preset navigation deviation range may be set to (-5°, +5°), but is not limited thereto. In actual application, the navigation deviation range may be specifically set based on the actual application scenario.

[0023] Step 102: When the judgment result is yes, a differential brake mechanism control instruction is generated to perform compensation and correction control by the differential brake.

[0024] Step 103: When the judgment result is no, generate a comprehensive deviation correction control instruction to perform vector thrust compensation deviation correction control while adopting differential braking to perform deviation correction control.

[0025] By implementing the above steps 100 to 103, the present application adds vector correction control of the engine thrust to the braking correction dynamic control method, and can realize the change of the thrust axis in the horizontal direction through the servo mechanism, thereby realizing the control supplement of the heading attitude in the low speed and altitude stages, and improving the stability of the heading attitude control during the take-off and rolling stage of the UAV.

[0026] In another exemplary embodiment of the present application, in step 102, the process of performing compensation and correction control by differential braking includes: Step 1: Determine the yaw direction based on the heading angle.

[0027] Step 2: While maintaining or reducing the braking increment in the same direction as the yaw direction, increase the braking increment in the opposite direction of the yaw direction until the UAV's heading returns to the center, completing the compensation and correction of the UAV's attitude.

[0028] Under wheel-correction control, for example, if the aircraft veers to the left, the right brake control amount increases, increasing the friction between the right wheel and the ground. This generates a greater braking torque than the left. Consequently, the resulting yaw moment M1` is less than M2`, and the aircraft tends to return to the right. M1` represents the left braking torque after correction, and M2` represents the right braking torque after correction.

[0029] In another exemplary embodiment of the present application, in the above step 103, the process of performing vector thrust compensation and correction control while using differential braking to perform compensation and correction control includes: Differential braking is used for compensation and correction control. When the UAV's heading tends to return to the center, the vector thrust is rotated by a set angle in the horizontal direction to perform compensation and correction control.

[0030] Among them, wheel correction is involved in the correction control during high-speed motion. For example, when heading left, the right brake control amount increases, the friction resistance between the right wheel and the ground increases, and the generated braking torque is greater than the left. The generated yaw torque M1'<M2', and the heading tends to return to the center. The vector thrust rotates the horizontal direction by an angle a (i.e., the set angle) to compensate for the correction control. Without angle a compensation, M2=FtR L1'. After incorporating the a angle compensation, L1' decreases, M2 decreases, and while the right engine speed remains constant, differential compensation control is achieved with M1 > M2, using differential compensation along the thrust vector axis. Here, FtL represents the left engine thrust, FtR represents the right engine thrust, L1' represents the projection of the center of gravity onto the right engine thrust axis, M1 represents the yaw moment of the left engine, and M2 represents the yaw moment of the right engine.

[0031] In another exemplary embodiment of the present application, the attitude compensation vector control method for a drone during the takeoff and rolling phase provided by the present application further includes: Adjust the drone's preset navigation attitude control parameters and perform a self-check on the drone's engine and brakes based on the engine startup data and brake report data.

[0032] The drone's control system connects to the ground station's control software, which sets trigger conditions similar to those required to ensure the drone's maximum yaw does not exceed ±5° on the ground. The upper and lower limits of overall navigation attitude control are ±5°. When the drone is gliding on the ground, the yaw stays within the ±5° range; any deviation is considered an error. Based on this, taking heading as an example, the entire drone is considered a rigid body. During takeoff and roll, the force analysis of the drone's heading correction in the horizontal projection direction is performed, and the distance to the center of gravity of the entire drone is determined.

[0033] The forward thrust of the UAV is equal to the friction resistance of the wheels, there is no heading deviation, and the torques acting on the center by the left and right engines and the left and right records are balanced, which corresponds to the situation of uniform forward motion with no heading deviation.

[0034] Forward direction: T=F. T is the total thrust of the engine, and F is the total sliding friction and the UAV's shape resistance.

[0035] Yaw direction: M1=M2.

[0036] M1=FtL L1,M2=FtR L1`. L1 is the projection distance of the center of gravity on the left engine thrust axis, and L1` is the projection distance of the center of gravity on the right engine thrust axis, such as Figure 4 shown.

[0037] M1`=M2`.

[0038] Based on the adjusted preset navigation attitude control parameters, control the drone engine start, left and right brake self-test, and check the brake report data.

[0039] Based on the self-check of engine startup and brake data, the system determines whether the engine and brake status are normal. If the engine or brake status is abnormal, the taxiing maneuver will not be performed. If the engine and brake status are normal, the throttle is increased, the thrust is increased, and the drone taxis forward, increasing its speed from low to high.

[0040] Based on the same inventive concept, the present application also provides a drone for implementing the aforementioned drone attitude compensation vector control method for the takeoff roll phase. The solution provided by this drone is similar to the solution described in the aforementioned method. Therefore, the specific limitations in one or more drone embodiments provided below can be found in the aforementioned limitations of the drone attitude compensation vector control method for the takeoff roll phase, and will not be further elaborated here.

[0041] In an exemplary embodiment, a drone is provided, comprising: a left brake control mechanism, a right brake control mechanism, a front wheel steering control mechanism, a navigation attitude controller, a left vector power mechanism, a right vector power mechanism, an attitude acquisition mechanism, and a rudder control mechanism.

[0042] The left brake control mechanism, the right brake control mechanism, the front wheel steering control mechanism, the left vector power mechanism, the right vector power mechanism, the attitude acquisition mechanism and the rudder control mechanism are all connected to the navigation attitude controller.

[0043] The navigation attitude controller combines the left brake control mechanism, the right brake control mechanism, the front wheel steering control mechanism, the left vector power mechanism, the right vector power mechanism, the attitude acquisition mechanism and the rudder control mechanism to implement the above-mentioned UAV attitude compensation vector control method to complete the attitude compensation and correction control.

[0044] Among them, the navigation attitude controller can be set inside the UAV fuselage to collect the longitudinal, heading and other attitude position information of the UAV during takeoff and taxiing, process and calculate the control quantity required for heading yaw correction, and output it to the corresponding left and right brake control mechanisms and left and right vector power mechanisms.

[0045] As an optional implementation, Figure 2 As shown, the left brake control mechanism includes a left brake and a left brake module. The left brake is connected to the left brake module. The left brake module is connected to the navigation attitude controller. Both the left brake (actuator) and the left brake module can be located within the left landing gear of the UAV. The left brake controls wheel speed and reports a speed signal to the left brake control module, increasing or decreasing ground friction. The left brake module receives brake correction control commands from the navigation attitude controller, controls the left brake to execute braking actions, and reports (i.e., feedback) brake execution status information to the navigation attitude controller.

[0046] As an optional implementation, Figure 2 As shown, the right brake control mechanism includes a right brake and a right brake module. The right brake is connected to the right brake module. The right brake module is connected to the navigation attitude controller. The arrangement of components in the right brake control mechanism and the execution control principle are similar to the description of the left brake control mechanism above.

[0047] As an optional embodiment, the front wheel steering control mechanism can be set on the front landing gear of the UAV, which is the active control steering mechanism of the UAV. Figure 2 As shown, the front-wheel steering control mechanism includes a front-wheel steering mechanism and a front-wheel steering controller. The front-wheel steering mechanism is connected to the front-wheel steering controller. The front-wheel steering controller is connected to the navigation attitude controller. The front-wheel steering controller receives control commands from the navigation attitude controller and sends correction signals to the front-wheel steering mechanism.

[0048] As an optional implementation, Figure 2 As shown, the left vector power mechanism includes a left engine and a left vector power module. The left engine and the left vector power module are connected. The left vector power module is connected to the navigation attitude controller.

[0049] The left engine can be located at the rear of the drone to generate thrust during taxiing and takeoff, serving as the drone's primary power source. The left vector power module can be located within the drone's fuselage, receiving vector control mechanism correction control commands from the navigation attitude controller and adjusting the engine connected to the left vector power mechanism to achieve angular adjustment of the thrust axis.

[0050] As an optional implementation, Figure 2 As shown, the right-side vector power mechanism includes a right-side engine and a right-side vector power module. The right-side engine and right-side vector power module are connected. The right-side vector power module is connected to the navigation attitude controller. The component arrangement and execution control principle of the right-side vector power mechanism can be found in the description of the left-side vector power mechanism above.

[0051] As an optional implementation, Figure 2 As shown, the control mechanism includes a left rudder, a right rudder, and a tail rudder control module. Both the left and right rudders are connected to the tail rudder control module. The tail rudder control module is connected to the navigation attitude controller.

[0052] Among them, the left and right rudders can be set at the tail of the UAV. They are important components for achieving the lateral stability of the UAV during flight and the high-speed takeoff and taxiing process, and can participate in heading correction.

[0053] The tail rudder control module can be set at the tail of the UAV to receive the tail rudder correction control instructions sent by the navigation attitude controller and the correction response status of the left and right rudders.

[0054] In an exemplary embodiment, based on the UAV structure provided above in this application, in this embodiment, the attitude compensation vector control process of the UAV is described in detail, such as Figure 3 As shown, it mainly includes: Step 1: Adjust the preset navigation attitude control parameters of the drone. For example, take heading as an example. Power on the drone and set the maximum left and right deviation limits of the heading to (-5° to +5°). Consider the entire drone as a rigid body. During the takeoff and rolling phase, perform the following adjustments to the heading of the drone in the horizontal projection direction: Figure 4 Force analysis shown.

[0055] (1) When the drone is moving forward at a constant speed and without heading deviation, the forward thrust of the drone is equal to the friction resistance of the wheels, the heading is not deviated, and the torques acting on the center by the left and right engines and the left and right records are balanced. At this time, the forward direction and yaw direction refer to the above description.

[0056] Step 2: Based on the parameters adjusted in step 1, the flight control module in the navigation attitude controller controls the UAV engine start, left and right brake self-test and brake report data. Among them, the control interconnection relationship within the navigation attitude controller is as follows: Figure 5 shown.

[0057] Step 3: Based on the flight control module's self-check of the start and brake data from the left and right engines (referred to as "engines") in Step 2, the flight control module determines whether the engine and brake status are normal. Only if the engine and brake status are normal does the flight control module issue engine and throttle control commands, increasing the throttle. This increases thrust, causing the drone to glide forward, and its speed increases from low to high.

[0058] Step 4: Based on the increase in speed in Step 3, the drone experiences a course deviation due to external disturbances, such as crosswinds, uneven ground friction, and delayed tire braking. This course deviation is detected by the navigation attitude sensor and corrected within a range of -5° to +5° using differential braking.

[0059] Under wheel-correction control, taking a leftward deviation as an example, the right brake control amount increases, increasing the frictional resistance between the right wheel and the ground. The resulting braking torque is greater than that of the left, resulting in a yaw torque M1′ less than M2′, and the aircraft tends to return to the right. At this point, the accelerated heading deviates, the drone's speed increases, lift increases, the wheel friction coefficient decreases, and sliding friction decreases. The braking correction torque differentially corrects the heading angle β, and the vector thrust axis differentially compensates for the heading angle β, achieving compensation control using differential braking. During this acceleration-to-speed process, the wheel correction methods for high-speed and low-speed motion are the same, except that differential compensation for vector thrust is added during high-speed operation. Forward acceleration A: A = T / F.

[0060] When the preset navigation deviation range (-5°, +5°) is exceeded, the vector power modules (i.e., the left and right vector power modules) participate in the correction control of the vector mechanism. With the participation of differential compensation of the vector thrust axis, the correction process in the yaw direction is as follows: Wheel yaw correction is involved in high-speed motion. For example, if the heading deviates to the left, the right brake control increases, and the friction between the right wheel and the ground increases, resulting in a greater braking torque than the left. The resulting yaw torque M1' is less than M2', and the heading tends to return to center. The vector thrust is rotated horizontally by an angle a (i.e., a set angle) to compensate for yaw correction. Without angle a compensation, M2 = FtR L1`, after the angle a compensation is introduced, L1` decreases, M2 decreases, and the right engine speed remains unchanged, realizing the differential compensation control of M1>M2 with the participation of the differential compensation of the vector thrust axis.

[0061] Step 5: Based on the feedback and response of the speed accumulation and heading correction in step 4, the vector power module participates in the attitude compensation vector control of the UAV during the takeoff and rolling phase to ensure the safe takeoff of the UAV. After the landing gear wheels leave the ground, the brake module and the vector power module stop working, and finally the attitude compensation vector control of the UAV is realized.

[0062] Based on the above description, during the taxiing process of the UAV's take-off and landing phases, the rudder control mechanism at the tail of the engine participates in the closed-loop control system, performing vector control on the engine thrust axis, compensating for the large initial deviation in low-speed taxiing, insufficient high-temperature braking capability, and insufficient wind resistance and correction capability of the tail rudder in high-speed taxiing.

[0063] Based on the above-mentioned UAV structure provided in this application, vector correction control of the engine thrust is added to the braking correction dynamic control method, and the vector movement of the two tail engines is controlled by the servo mechanism to realize the change of the thrust axis in the horizontal direction, thereby realizing the control supplement of the heading attitude in the low speed and altitude stages, and improving the stability of the heading attitude control in the take-off and rolling stage.

[0064] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0065] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0066] This document uses specific examples to illustrate the principles and implementation methods of this application. The description of the above examples is only intended to help understand the method and core concept of this application. At the same time, for those skilled in the art, based on the concept of this application, there may be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for attitude compensation vector control of a UAV during takeoff and rolling phase, characterized in that: include: Obtain the attitude and position information of the UAV during the takeoff and rolling phase, and determine the heading angle of the UAV based on the attitude and position information of the UAV; Determining whether the heading angle is within a preset navigation deviation range, and obtaining a determination result; When the judgment result is yes, a differential brake mechanism control instruction is generated to perform compensation and correction control by the differential brake; When the judgment result is no, a comprehensive deviation correction control instruction is generated to perform vector thrust compensation deviation correction control while adopting differential braking to perform deviation correction control.

2. The method for attitude compensation vector control of a UAV during takeoff and rolling according to claim 1, characterized in that: The preset navigation deviation range is (-5°, +5°).

3. The method for attitude compensation vector control of a UAV during takeoff and rolling according to claim 1, wherein: The process of compensation and correction control by differential braking includes: determining a yaw direction based on the heading deflection angle; Under the condition of maintaining or reducing the same braking increment as the yaw direction, the braking increment opposite to the yaw direction is increased until the heading of the UAV returns to the center, thereby completing the compensation and correction of the UAV attitude.

4. The method for attitude compensation vector control of a UAV during takeoff and rolling according to claim 3, characterized in that: While using differential braking for compensation and correction control, the process of performing vector thrust compensation and correction control includes: Differential braking is used for compensation and correction control. When the UAV's heading tends to return to the center, the vector thrust is rotated by a set angle in the horizontal direction to perform compensation and correction control.

5. The method for attitude compensation vector control of a UAV during takeoff and rolling according to claim 1, wherein: The UAV attitude compensation vector control method for the takeoff and rolling phase also includes: Adjust the drone's preset navigation attitude control parameters and perform a self-check on the drone's engine and brakes based on the engine startup data and brake report data.

6. A drone, characterized in that: include: Left brake control mechanism, right brake control mechanism, front wheel steering control mechanism, navigation attitude controller, left vector power mechanism, right vector power mechanism, attitude acquisition mechanism and rudder control mechanism; The left brake control mechanism, the right brake control mechanism, the front wheel steering control mechanism, the left vector power mechanism, the right vector power mechanism, the attitude acquisition mechanism and the rudder control mechanism are all connected to the navigation attitude controller; The navigation attitude controller, in conjunction with the left brake control mechanism, the right brake control mechanism, the front wheel steering control mechanism, the left vector power mechanism, the right vector power mechanism, the attitude acquisition mechanism and the rudder control mechanism, implements the UAV attitude compensation vector control method as described in any one of claims 1 to 5 to complete attitude compensation and correction control.

7. The drone according to claim 6, characterized in that: The left brake control mechanism includes: a left brake and a left brake module; the left brake is connected to the left brake module; the left brake module is connected to the navigation attitude controller; the left brake module is used to control the left brake based on the control instruction issued by the navigation attitude controller and feed back the left brake signal to the navigation attitude controller; The right brake control mechanism includes: a right brake and a right brake module; the right brake is connected to the right brake module; the right brake module is connected to the navigation posture controller; the right brake module is used to control the right brake based on the control instructions issued by the navigation posture controller, and feed back the right brake signal to the navigation posture controller.

8. The drone according to claim 6, characterized in that: The front-wheel steering control mechanism includes: a front-wheel steering mechanism and a front-wheel steering controller; the front-wheel steering mechanism is connected to the front-wheel steering controller; the front-wheel steering controller is connected to the navigation posture controller; the front-wheel steering controller is used to control the front-wheel steering mechanism based on the steering instruction issued by the navigation posture controller, and feed back the signal of the front-wheel steering mechanism to the navigation posture controller.

9. The drone according to claim 6, characterized in that: The left vector power mechanism includes: a left engine and a left vector power module; the left engine and the left vector power module are connected; the left vector power module is connected to the navigation attitude controller; the left vector power module is used to control the left engine based on the vector thrust instruction issued by the navigation attitude controller, and feed back the operation signal of the left engine to the navigation attitude controller; The right-side vector power mechanism includes: a right-side engine and a right-side vector power module; the right-side engine and the right-side vector power module are connected; the right-side vector power module is connected to the navigation attitude controller; the right-side vector power module is used to control the right-side engine based on the vector thrust instruction issued by the navigation attitude controller, and feed back the operating signal of the right-side engine to the navigation attitude controller.

10. The drone according to claim 6, characterized in that: The rudder control mechanism includes: a left rudder, a right rudder and a tail rudder control module; the left rudder and the right rudder are both connected to the tail rudder control module; the tail rudder control module is connected to the navigation attitude controller; the tail rudder control module is used to adjust the left rudder and the right rudder based on the control instructions issued by the navigation attitude controller, and feed back the adjustment signals of the left rudder and the right rudder to the navigation attitude controller.

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