Motor direct-driven coaxial aircraft power distribution decoupling control method and aircraft
By using multi-dimensional mathematical modeling and dynamic allocation algorithms, models of speed-thrust, thrust-Z-axis torque, and angle-torque-speed were established, solving the problem of power coupling control for motor-driven coaxial aircraft and achieving high-precision and fast-response power distribution decoupling control.
Patent Information
- Application Number
- CN202511282694.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-09
- Publication Date
- 2025-12-12
AI Technical Summary
Due to the strong power coupling characteristics, direct-drive coaxial aircraft suffer from low control accuracy and slow dynamic response, which existing control methods have failed to effectively address.
By using multi-dimensional mathematical modeling and dynamic allocation algorithms, models of speed-thrust, thrust-Z-axis torque, and angle-torque-speed are established to achieve decoupled control of thrust and torque. A fifth-order polynomial is used to fit the relationship between thrust and speed, and torque and angle. Combined with the periodic pitch variation of the swashplate, precise decoupling is achieved.
Without collective pitch adjustment constraints, the XY axis torque control error is reduced to within ±5%, and the swashplate angle response delay is controlled within 50ms, meeting real-time control requirements and improving control accuracy and response speed.
Smart Images
Figure CN121106722A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of motor-driven coaxial aircraft control technology, specifically to a power distribution decoupling control method and an aircraft for motor-driven coaxial aircraft. Background Technology
[0002] Coaxial aircraft, with their advantages of compact structure and high lift efficiency, are widely used in aerial photography, logistics, surveying and mapping, and other fields. In particular, motor-driven coaxial aircraft eliminate the traditional complex collective pitch adjustment mechanism (such as complex mechanical components like collective pitch levers), but retain the swashplate to achieve periodic pitch change. They have significant advantages such as simple structure, ease of mass production, and low maintenance costs, making them the mainstream configuration for small coaxial aircraft.
[0003] However, this type of aircraft has inherent technical bottlenecks: because it cannot adjust the thrust of a single rotor through collective pitch changes, it can only rely on motor speed to control the total thrust, and requires the use of a swashplate to achieve periodic pitch changes, resulting in significant dynamic coupling characteristics in the system. Specifically, there is a strong correlation between the thrust, torque, and speed of the upper and lower rotors; adjusting any parameter will simultaneously affect the Z-axis lift, yaw torque, and XY plane attitude moment, greatly increasing the difficulty of control.
[0004] In existing technologies, decoupling schemes for mechanically variable pitch coaxial aircraft (such as coordinated adjustment of collective pitch and cyclic pitch) cannot be directly adapted; while traditional motor-driven coaxial control methods often use simplified models and do not fully consider multi-variable coupling relationships, resulting in low control accuracy (XY axis torque error often exceeds ±15%) and slow dynamic response (step response delay >200ms). In addition, when the motor speed reaches the physical limit, the aircraft is prone to attitude instability due to the lack of an effective coordinated adjustment mechanism between thrust and torque.
[0005] Therefore, there is an urgent need for a power distribution decoupling method for motor-driven coaxial aircraft, which can overcome the control difficulties caused by strong coupling while retaining its structural advantages (swashplate and cyclic pitch, no collective pitch change). Summary of the Invention
[0006] The primary objective of this invention is to provide a decoupling control method for power distribution in a motor-driven coaxial aircraft, thereby addressing the issues of low control accuracy and slow dynamic response caused by the extremely strong power coupling characteristics.
[0007] The second objective of this invention is to provide an aircraft that implements the above-described motor-driven coaxial aircraft power distribution decoupling control method.
[0008] To achieve the aforementioned first objective, this invention provides a decoupling control method for power distribution in a motor-driven coaxial aircraft, comprising the following steps: acquiring system-level control commands, including target Z-axis total thrust, target X-axis torque, target Y-axis torque, and target Z-axis total torque; calculating the target motor speed corresponding to the target Z-axis total thrust based on preset speed-thrust and thrust-Z-axis torque models; determining the target angle-torque correspondence in a preset angle-torque-speed model based on the target motor speed; determining the target tilt angle corresponding to the target X-axis torque and target Y-axis torque based on the target angle-torque correspondence; determining the target tilt direction based on the target tilt angle, target X-axis torque, and target Y-axis torque; outputting speed control commands based on the target motor speed, and outputting angle direction control commands based on the target tilt angle and target tilt direction.
[0009] As can be seen from the above scheme, this invention targets motor-driven coaxial aircraft with a swashplate and cyclic pitch control but no collective pitch adjustment. Through multi-dimensional mathematical modeling and dynamic allocation algorithms, it achieves decoupled control of thrust and torque without the constraint of collective pitch adjustment. This invention can be applied to aircraft that do not require a collective pitch adjustment mechanism. While retaining the structural simplicity and ease of maintenance of motor-driven coaxial aircraft, it achieves precise decoupling of the power system through speed-thrust model, thrust-Z-axis torque model, and angle-torque-speed model. The XY-axis torque control error can be reduced to within ±5%, solving the problem of low control accuracy of traditional methods in this configuration. While ensuring accuracy, it also keeps the swashplate angle response delay within 50ms, meeting the real-time control requirements of motor-driven coaxial aircraft.
[0010] A further approach is to obtain the speed-thrust model by polynomial fitting of speed and thrust; the thrust-Z-axis torque model is expressed as... , among which, T z The Z-axis torque is represented by F, the thrust is represented by k, and the experimental calibration coefficient is represented by k. The angle-torque-speed model obtains the relationship curve between the resultant torque of the XY axis and the tilting disk angle by setting a speed range and performing polynomial fitting on discrete speed points within the speed range.
[0011] Therefore, it is evident that the relationship between thrust and rotational speed, torque and angle can be fitted using polynomial fitting to compensate for the accuracy loss due to the lack of collective pitch adjustment. Furthermore, by fitting the relationship curve between the XY-axis resultant torque and the swashplate angle according to a set step speed, control accuracy can be further improved.
[0012] A further approach is to fit the rotational speed and thrust using a 5th-order polynomial, expressed as: Where rpm represents the rotational speed of a single motor, F is the thrust, and a1, a2, a3, a4, and a5 are polynomial coefficients obtained by fitting experimental data; the relationship curve between the resultant torque XY and the swashplate angle is obtained by fitting a 5th-order polynomial, and is expressed as: , among which, T XY Let X and Y be the axes and torque, b1, b2, b3, b4, and b5 be the polynomial coefficients corresponding to the current discrete rotational speed point, and θ be the tilt angle.
[0013] Therefore, it can be seen that uniformly using a 5th-order polynomial to fit the relationship between thrust and speed, torque and angle not only ensures the accuracy of the fitting, but also takes into account the balance of computational resources. This can reduce the complexity of model calibration and algorithm implementation, better meet the real-time control requirements of direct-drive coaxial aircraft, and facilitate engineering applications and mass production adaptation.
[0014] A further proposed solution is to set the engine speed range in increments of 100 revolutions per minute.
[0015] This demonstrates that control precision can be improved. A further approach involves determining the target tilt angle corresponding to the target X-axis torque and the target Y-axis torque based on the target angle-torque correspondence. This includes: calculating the target XY-axis resultant torque based on the target X-axis torque and the target Y-axis torque; and obtaining the target tilt angle corresponding to the target XY-axis resultant torque based on the relationship curve between the XY-axis resultant torque and the tilting disk angle.
[0016] Therefore, the tilt angle can be directly calculated by substituting the pre-set relationship curve, thereby improving the control response speed.
[0017] A further approach involves calculating the target motor speed corresponding to the total thrust along the target Z-axis based on a pre-defined speed-thrust model and a thrust-Z-axis torque model. This includes establishing a system of linear equations based on the thrust-Z-axis torque model. F u F represents the thrust of the upper motor. d This represents the thrust of the lower motor; based on the speed-thrust model, the speed of the upper motor corresponding to the thrust of the upper motor and the speed of the lower motor corresponding to the thrust of the lower motor are obtained; the target motor speed includes the speed of the upper motor and the speed of the lower motor.
[0018] Therefore, it can be seen that the thrust of the upper motor and the lower motor can be calculated quickly and conveniently based on the speed-thrust model and the thrust-Z-axis torque model, and the speed can be obtained directly from the thrust.
[0019] A further proposed solution is to limit the thrust of the upper motor to the upper motor thrust limit value when the thrust of the upper motor exceeds the upper motor thrust limit value; and to limit the thrust of the lower motor to the lower motor thrust limit value when the thrust of the lower motor exceeds the lower motor thrust limit value.
[0020] Therefore, by setting a dynamic adjustment strategy for thrust limiting, it can be ensured that Z-axis lift is prioritized when the motor speed reaches the limit, thus avoiding the risk of crash when there is no collective pitch adjustment.
[0021] A further approach involves determining the target angle-torque correspondence in a preset angle-torque-speed model based on the target motor speed. This includes: determining the first target angle-torque correspondence corresponding to the speed of the upper motor, and the second target angle-torque correspondence corresponding to the speed of the lower motor. When obtaining the target tilt angle corresponding to the target XY-axis resultant torque based on the relationship curve between the XY-axis resultant torque and the swashplate angle, this includes: evenly distributing the target XY-axis resultant torque obtained from the target X-axis torque and target Y-axis torque to the upper and lower swashplates to obtain the target resultant torque of the upper and lower swashplates; substituting the target resultant torque of the upper swashplate into the first target angle-torque correspondence to obtain the first target tilt angle; and substituting the target resultant torque of the lower swashplate into the second target angle-torque correspondence to obtain the second target tilt angle.
[0022] Therefore, the corresponding relationship between angle and torque can be directly obtained from the angle-torque-speed model for the rotational speeds of both the upper and lower motors, thus better meeting the requirements of real-time control.
[0023] A further approach is to determine the first target angle-torque correspondence corresponding to the rotational speed of the upper motor by: determining the first and second relationship curves adjacent to the rotational speed of the upper motor in the angle-torque-speed model; and performing linear interpolation on the first and second relationship curves to obtain the first target angle-torque correspondence.
[0024] Therefore, it is not necessary to fit the corresponding angle and torque relationship for every rotational speed. The rotational speed can be fitted into a finite number of n curves according to a certain range based on the processor's storage capacity. Then, based on the currently calculated rotational speed, the corresponding angle and torque relationship can be determined by linear interpolation. This can also compensate for the loss of attitude accuracy when there is no collective pitch adjustment.
[0025] To achieve the second objective mentioned above, the present invention provides an aircraft including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the above-mentioned motor direct-drive coaxial aircraft power distribution decoupling control method. Attached Figure Description
[0026] Figure 1 This is a structural framework diagram of an embodiment of the aircraft of the present invention.
[0027] Figure 2 This is a flowchart of the first embodiment of the power distribution decoupling control method for a motor-driven coaxial aircraft.
[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments. Detailed Implementation
[0029] The power distribution decoupling control method for motor-driven coaxial aircraft of the present invention achieves decoupling control of thrust and torque under the constraints of swashplate and periodic pitch but no collective pitch adjustment through multi-dimensional mathematical modeling and dynamic allocation algorithm.
[0030] Aircraft Examples: See Figure 1 The motor-driven coaxial aircraft of this embodiment includes a processor 11, an upper motor 12, a lower motor 13, an upper swashplate 14, a lower swashplate 15, a servo motor 16, a drive unit 17, a memory 18, an upper rotor 19, and a lower rotor 20.
[0031] The processor 11 is connected to the servo motor 16, the drive unit 17, and the memory 18. The servo motor 16 is connected to the upper swashplate 14 and the lower swashplate 15. The upper swashplate 14 is connected to the upper rotor 19, and the lower swashplate 15 is connected to the lower rotor 20. The drive unit 17 is connected to the upper motor 12 and the lower motor 13. The upper motor 12 is connected to the upper rotor 19, and the lower motor 13 is connected to the lower rotor 20.
[0032] The upper motor 12 drives the upper rotor 19, and the periodic pitch of the upper blade of the upper rotor 19 is controlled by the upper swashplate 14, thereby achieving flight attitude control of the upper part of the aircraft. The lower motor 13 drives the lower rotor 20, and the periodic pitch of the lower blade of the lower rotor 20 is controlled by the lower swashplate 15, thereby achieving flight attitude control of the lower part of the aircraft.
[0033] Specifically, the processor 11 executes a computer program stored in the memory 18 that implements a decoupling control method for power distribution of a motor-driven coaxial aircraft. This allows it to output angle and direction control commands to the servo motor 16 and speed control commands to the drive unit 17 based on the acquired system-level control commands.
[0034] The servo motor 16 controls the upper swashplate 14 and / or the lower swashplate 15 to achieve periodic pitch change according to the acquired angle and direction control command, and the drive unit 17 controls the speed of the upper motor 12 and / or the lower motor 13 according to the acquired speed control command, thereby completing the power control without collective pitch adjustment.
[0035] The memory 18 specifically stores the speed-thrust model, the thrust-Z-axis torque model, and the angle-torque-speed model.
[0036] The rotational speed-thrust model is obtained by fitting rotational speed and thrust using a polynomial. In this embodiment, a 5th-order polynomial is used to fit rotational speed and thrust, expressed as: Where rpm represents the rotational speed of a single motor, F is the thrust, and a1, a2, a3, a4, and a5 are polynomial coefficients obtained by fitting experimental data. Since thrust cannot be adjusted through collective pitch, this embodiment maximizes the compensation for the accuracy loss without collective pitch adjustment by accurately establishing a 5th-order polynomial relationship between thrust and rotational speed.
[0037] The thrust-Z-axis torque model establishes a linear relationship based on the strong correlation between the torque and thrust of a direct-drive motor. This embodiment is represented as follows: , among which, T z Let Z represent the Z-axis torque, F represent the thrust, and k be the experimental calibration coefficient. The thrust-Z-axis torque model can reflect the coupling strength between the thrust and torque of a direct-drive motor.
[0038] The angle-torque-speed model constructs a surface relationship between speed, XY resultant torque, and swashplate angle for the cyclic pitch change (attitude adjustment method) achieved by the swashplate. By setting a speed range, the model obtains the relationship curve between the XY resultant torque and the swashplate angle for discrete speed points within that range (each discrete speed point represents a motor speed) through polynomial fitting. In this embodiment, the speed range is set in 100 rpm increments, starting from 0 rpm and continuing to the maximum motor speed, covering the entire speed range. For each discrete speed point, a relationship curve between the XY resultant torque and the swashplate angle is fitted using a 5th-order polynomial, expressed as: Among them, T XY Let X and Y be the axes and torque, b1, b2, b3, b4, and b5 be the polynomial coefficients corresponding to the current discrete speed point, and θ be the tilt angle. This embodiment can significantly improve the attitude control accuracy without collective pitch adjustment by fitting a 5th-order polynomial. Different discrete speed points correspond to different polynomial coefficients.
[0039] In the angle-torque-speed model, surface relationships between the speed, XY resultant torque, and swashplate angle are constructed for both the upper motor 12 and the lower motor 13. Specifically, a corresponding speed range is set for the speed range of the upper motor 12. Based on experimental data and the discrete points of the speed within this range, a fifth-order polynomial is used to fit the relationship curve between the XY resultant torque and the upper swashplate angle. Similarly, a corresponding speed range is set for the speed range of the lower motor 13. Based on experimental data and the discrete points of the speed within this range, a fifth-order polynomial is used to fit the relationship curve between the XY resultant torque and the lower swashplate angle.
[0040] In other embodiments, the order of the polynomial fitting can be selected based on the actual processor performance.
[0041] First embodiment of the power distribution decoupling control method for motor-driven coaxial aircraft: See Figure 2 This embodiment is based on the above-described aircraft embodiment, wherein the steps executed by the processor include: S1: Obtain system-level control commands, including target Z-axis total thrust, target X-axis torque, target Y-axis torque, and target Z-axis total torque.
[0042] The target Z-axis total thrust needs to be achieved entirely through speed regulation, while the target X-axis torque and target Y-axis torque are achieved through periodic pitch changes of the swashplate. The target Z-axis total thrust is represented as F. z The target X-axis torque is expressed as T. x The target Y-axis torque is expressed as T. y The target total torque along the Z-axis is expressed as T. z .
[0043] S2: Calculate the target motor speed corresponding to the total thrust on the target Z-axis based on the speed-thrust model and the thrust-Z-axis torque model.
[0044] Among them, a system of linear equations is established based on the thrust-Z-axis torque model: F u F represents the thrust of the upper motor. d Let F represent the thrust of the lower motor. The thrust F of the upper motor can be obtained by solving the matrix inversion problem. u and the thrust F of the lower motor d .
[0045] When the motor's thrust F u Exceeding the upper motor thrust limit value F umax At that time, the thrust F of the upper motor will be... u The limit is the upper motor thrust limit value F. umaxThe current thrust F of the motor d Exceeding the lower motor thrust limit value F dmax At that time, the thrust F of the lower motor will be... d The limit is the lower motor thrust limit value F. dmax For example, the thrust F of the upper motor u Exceeding the upper motor thrust limit value F umax At this time, the thrust F of the upper motor u = F umax Then recalculate F d = F z - F umax Simultaneously adjust the target Z-axis torque T z = (F umax - F d )k, to ensure that Z-axis lift is prioritized when there is no collective pitch adjustment.
[0046] The thrust F of the upper motor u Substituting into the speed-thrust model, the thrust F of the upper motor can be obtained. u The corresponding motor speed rpm u The thrust F of the lower motor d Substituting into the speed-thrust model, the thrust F of the lower motor can be obtained. d The corresponding lower motor speed (rpm) d .
[0047] Therefore, the target motor speed obtained includes the speed of the upper motor in rpm. u and the speed of the lower motor (rpm) d .
[0048] S3: Determine the target angle-torque correspondence in the preset angle-torque-speed model based on the target motor speed.
[0049] Specifically, based on the angle-torque-speed model corresponding to the upper motor, the first target angle-torque correspondence for the upper motor's speed is determined. Based on the angle-torque-speed model corresponding to the lower motor, the second target angle-torque correspondence for the lower motor's speed is determined.
[0050] S4: Based on the target angle-torque correspondence, determine the target tilt angle corresponding to the target X-axis torque and the target Y-axis torque.
[0051] Among them, according to the target X-axis torque T x And the target Y-axis torque T y The target resultant torque along the X and Y axes is obtained as follows: Then, the resultant torque T along the target XY axis xy The target resultant torque T of the swashplate is obtained by distributing the torque evenly between the swashplate and the tiltplate.xyu The resultant moment T of the inclined plate target xyd , i.e. T xyu = T xyd =T xy / 2.
[0052] The target resultant moment T of the inclined plane xyu Substituting the first target angle into the torque correspondence, we obtain the first target tilt angle θ. u The target resultant moment T of the tilting plate. xyd Substituting the values into the relationship between the second target angle and the torque, we obtain the tilt angle θ of the second target. d .
[0053] Therefore, the obtained target tilt angles include the first target tilt angle corresponding to the upper tilting disk and the second target tilt angle corresponding to the lower tilting disk.
[0054] S5: Determine the target tilt direction based on the target tilt angle, the target X-axis torque, and the target Y-axis torque.
[0055] Among them, according to Determine the target's tilt direction, and the target tilt angle is denoted as α.
[0056] S6: Output speed control command based on target motor speed, and output angle and direction control command based on target tilt angle and target tilt direction.
[0057] The speed control commands include a first speed control command for driving the upper motor and a second speed control command for driving the lower motor. The first speed control command adjusts the speed of the upper motor to the rpm obtained in the above steps. u The second speed control command causes the lower motor speed to be adjusted to the rpm obtained in the above steps. d The angle and direction control commands include a first angle and direction control command for driving the upper tilting plate and a second angle and direction control command for driving the lower motor. The first angle and direction control command causes the upper tilting plate to tilt in the target tilting direction at an angle of θ. u The second angle direction control command causes the tilting direction of the swashplate to be the target tilting direction, with a tilting angle of θ. d This enables power control without collective pitch adjustment.
[0058] Second embodiment of the power distribution decoupling control method for motor-driven coaxial aircraft: The difference between this embodiment and the first embodiment described above lies in step S3. In step S3, this embodiment determines the first and second relationship curves adjacent to the speed of the upper motor in the angle-torque-speed model; and determines the third and fourth relationship curves adjacent to the speed of the lower motor in the angle-torque-speed model.
[0059] For example, if the calculated speed of the upper motor is between 3000 rpm and 3100 rpm, there is no directly corresponding curve representing the relationship between angle and torque in the angle-torque-speed model. Therefore, the first and second relationship curves adjacent to the currently calculated upper motor speed are determined. That is, in the angle-torque-speed model, the curve representing the relationship between angle and torque at 3000 rpm is determined as the first relationship curve, and the curve representing the relationship between angle and torque at 3100 rpm is determined as the second relationship curve. Similarly, since there is no directly corresponding curve representing the relationship between angle and torque in the angle-torque-speed model for the currently calculated lower motor speed, the third and fourth relationship curves can be determined based on the calculated lower motor speed in the angle-torque-speed model.
[0060] Then, by performing a linear difference between the first and second relationship curves, we can approximately obtain the curve representing the relationship between angle and torque corresponding to the currently calculated upper motor speed, i.e., the first target angle-torque relationship; by performing a linear difference between the third and fourth relationship curves, we can approximately obtain the curve representing the relationship between angle and torque corresponding to the currently calculated lower motor speed, i.e., the second target angle-torque relationship.
[0061] In summary, this invention retains the structural advantages of motor-driven coaxial aircraft while overcoming coupling challenges, adapting to control logic without collective pitch adjustment, improving stability under extreme conditions, ensuring accuracy while increasing computational efficiency, and exhibiting strong model consistency, making it easy for engineering applications and mass production adaptation.
[0062] Finally, it should be emphasized that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. A method for decoupling power distribution control of a motor-driven coaxial aircraft, characterized in that, Includes the following steps: Obtain system-level control commands, including target Z-axis total thrust, target X-axis torque, target Y-axis torque, and target Z-axis total torque; The target motor speed corresponding to the total thrust of the target Z-axis is calculated based on the preset speed-thrust model and thrust-Z-axis torque model. Based on the target motor speed, determine the corresponding target angle-torque relationship in the preset angle-torque-speed model; Based on the target angle-torque correspondence, determine the target tilt angles corresponding to the target X-axis torque and the target Y-axis torque; The target tilt direction is determined based on the target tilt angle, the target X-axis torque, and the target Y-axis torque; Output a speed control command based on the target motor speed, and output an angle direction control command based on the target tilt angle and target tilt direction.
2. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 1, characterized in that: The speed-thrust model is obtained by fitting the speed and thrust using a polynomial. The thrust-Z-axis torque model is expressed as follows: , among which, T z Here, Z represents the torque, F represents the thrust, and k is the experimental calibration coefficient. The angle-torque-speed model obtains the relationship curve between the resultant torque of the XY axes and the tilting disk angle by setting a speed range and performing polynomial fitting on discrete speed points within the speed range.
3. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 2, characterized in that: The speed-thrust model is expressed as follows: The speed and thrust are fitted using a 5th-order polynomial: Where rpm represents the rotational speed of a single motor, F is the thrust, and a1, a2, a3, a4, and a5 are polynomial coefficients obtained by fitting experimental data. The relationship curve between the resultant torque of XY and the tilting disk angle was obtained by fitting a 5th-order polynomial, and is expressed as follows: , among which, T XY Let X and Y be the axes and torque, b1, b2, b3, b4, and b5 be the polynomial coefficients corresponding to the current discrete rotational speed point, and θ be the tilt angle.
4. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 2, characterized in that: The speed range is set to 100 revolutions per minute.
5. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 2, characterized in that: When determining the target tilt angle corresponding to the target X-axis torque and the target Y-axis torque based on the target angle-torque correspondence, the process includes: Calculate the resultant torque of the target X and Y axes based on the target X-axis torque and the target Y-axis torque; Based on the relationship curve between the resultant torque of the XY axes and the tilting disk angle, the target tilting angle corresponding to the resultant torque of the target XY axes is obtained.
6. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 2, characterized in that: The target motor speed corresponding to the target Z-axis total thrust is calculated based on the preset speed-thrust model and thrust-Z-axis torque model, including: A system of linear equations is established based on the thrust-Z-axis torque model: F u F represents the thrust of the upper motor. d This indicates the thrust of the lower motor; The speed of the upper motor corresponding to the thrust of the upper motor is obtained according to the speed-thrust model, and the speed of the lower motor corresponding to the thrust of the lower motor is obtained. The target motor speed includes the speed of the upper motor and the speed of the lower motor.
7. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 6, characterized in that: When the thrust of the upper motor exceeds the thrust limit value of the upper motor, the thrust of the upper motor is limited to the thrust limit value of the upper motor. When the thrust of the lower motor exceeds the thrust limit value of the lower motor, the thrust of the lower motor is limited to the thrust limit value of the lower motor.
8. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 6, characterized in that: Determine the target angle-torque correspondence in the preset angle-torque-speed model based on the target motor speed, including: Determine the first target angle-torque correspondence corresponding to the rotational speed of the upper motor, and the second target angle-torque correspondence corresponding to the rotational speed of the lower motor; When obtaining the target tilt angle corresponding to the target XY axis resultant torque based on the relationship curve between the XY axis resultant torque and the tilting disk angle, the following steps are included: The target X-axis resultant torque, obtained from the target X-axis torque and the target Y-axis torque, is evenly distributed to the upper tilting disk and the lower tilting disk to obtain the target resultant torque of the upper tilting disk and the target resultant torque of the lower tilting disk. Substituting the resultant torque of the upper tilting disk target into the first target angle-torque correspondence, we obtain the first target tilt angle; Substituting the resultant torque of the tilting disk target into the second target angle-torque correspondence, we obtain the second target tilt angle.
9. The power distribution decoupling control method for a motor-driven coaxial aircraft as described in claim 8, characterized in that: Determining the first target angle-torque correspondence corresponding to the rotational speed of the upper motor includes: Determine the first and second relationship curves in the angle-torque-speed model that are adjacent to the speed of the upper motor; Linear interpolation is performed on the first relationship curve and the second relationship curve to obtain the first target angle-torque correspondence.
10. An aircraft comprising a processor and a memory, wherein the memory stores a computer program, characterized in that: When the computer program is executed by the processor, it implements the power distribution decoupling control method for motor-driven coaxial aircraft as described in any one of claims 1 to 9.