Anti-bomb method and system for vertical take-off fixed-wing unmanned aerial vehicle, unmanned aerial vehicle and medium

Abstract

The application discloses a kind of vertical fixed wing unmanned aerial vehicle's anti-bomb method, system, unmanned aerial vehicle and medium, anti-bomb method includes: real-time monitoring the operating condition of all rotor assemblies motor, when abnormal, determine fault motor;According to fault motor to its remaining motor that does not occur fault, the rudder surface of fixed wing and the rudder surface of tail wing are carried out first stability control;The current flight height of unmanned aerial vehicle is acquired, and according to current flight height, unmanned aerial vehicle is controlled to land until unmanned aerial vehicle lands to ground;Unmanned aerial vehicle is carried out fault detection processing, and generates fault disposal process record.The application can accurately identify and locate to fault motor during unmanned aerial vehicle landing process, and according to the position relationship of fault motor, corresponding emergency measures are executed, so that unmanned aerial vehicle can maintain stability in the air, and stably lands to ground, effectively avoids the phenomenon that unmanned aerial vehicle appears bomb, guarantees the safety and stability of unmanned aerial vehicle landing.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to a method, system, UAV, and computer-readable storage medium for preventing crashes of a vertical take-off and landing (VTOL) fixed-wing UAV. Background Technology

[0002] With the rapid development of science and technology, in recent years, the types of drones have become increasingly diverse, including products with various flight modes such as fixed-wing, multi-rotor, helicopter, and VTOL fixed-wing drones. Among them, VTOL fixed-wing drones are drones that combine the capabilities of vertical take-off and landing with fixed-wing flight, combining the flexibility of multi-rotor drones with the advantages of long endurance and high-efficiency cruising of fixed-wing drones.

[0003] After completing horizontal cruising in fixed-wing mode, VTOL fixed-wing drones typically attempt vertical landing in multi-rotor mode. If the drone's rotor motors malfunction during this descent, the drone is highly likely to become unbalanced and crash, falling in an abnormal posture. Current technology makes it difficult to locate the faulty motor and implement effective emergency measures. Typically, the pilot must manually intervene to control the drone, relying on their experience to prevent crashes. This requires a high level of skill from the pilot and has a low success rate, making it difficult to guarantee a safe landing for VTOL fixed-wing drones when rotor motors malfunction.

[0004] Therefore, existing technologies still need to be improved and developed. Summary of the Invention

[0005] The main objective of this application is to provide a method, system, drone, and medium for preventing crashes of vertical take-off and landing (VTOL) fixed-wing unmanned aerial vehicles (UAVs). This aims to solve the technical problem in the prior art where, if the rotor motor of a VTOL fixed-wing UAV fails during preparation for landing or landing, it is difficult to locate the faulty motor and take effective emergency measures, which makes the UAV prone to crashing.

[0006] To achieve the above objectives, this application provides a method for protecting a vertical take-off and landing fixed-wing unmanned aerial vehicle (UAV) from crashes. The UAV includes: a fuselage, fixed wings, a tail fin, multiple rotor assemblies, and a horizontal propulsion assembly. Each of the horizontal propulsion assembly and each rotor assembly is equipped with an independently controllable motor. The fixed wings are located on both sides of the fuselage, and the tail fin is located at the rear of the fuselage. Both the fixed wings and the tail fin are equipped with controllable rudder surfaces. Each rotor assembly is connected to either the fuselage or the fixed wing, and the horizontal propulsion assembly is located at the head or tail of the fuselage.

[0007] The method for preventing the vertical take-off and landing fixed-wing UAV from crashing includes the following steps:

[0008] Monitor the operating status of all motors in the rotor assembly in real time, and identify the faulty motor when an abnormality occurs;

[0009] Based on the faulty motor, the remaining non-faulty motors, the control surfaces of the fixed wing, and the control surfaces of the tail wing are subjected to first stability control.

[0010] The current flight altitude of the drone is obtained, and the drone is controlled to land based on the current flight altitude until the drone lands on the ground;

[0011] The drone is subjected to fault detection and processing, and a fault handling process record is generated.

[0012] Optionally, the real-time monitoring of the operating status of all rotor assembly motors, and the identification of faulty motors when an abnormality occurs, specifically includes:

[0013] The current of the motor in each rotor assembly is monitored based on the electronic speed controller;

[0014] If a sudden drop in current is detected in any motor, the corresponding motor will be identified as a suspected abnormal motor.

[0015] The angular acceleration of the UAV is monitored using an inertial measurement unit;

[0016] If the roll angular acceleration or yaw angular acceleration in the angular acceleration is greater than a preset threshold, the suspected abnormal motor is determined to be a faulty motor.

[0017] Optionally, the first stability control based on the faulty motor for the remaining non-faulty motors, the control surfaces of the fixed wing, and the control surfaces of the tail fin specifically includes:

[0018] The speed increase coefficient is obtained based on the first preset coefficient range, and the speed of the diagonal motor opposite the faulty motor is increased according to the speed increase coefficient.

[0019] The speed reduction coefficient is obtained based on the second preset coefficient range. The speed of all adjacent motors of the faulty motor is reduced according to the speed reduction coefficient. The speed increase coefficient is greater than the speed reduction coefficient and they are in a multiple relationship.

[0020] The control surfaces of the fixed wing and the tail wing are oscillated according to the positional relationship of the faulty motor.

[0021] Optionally, the step of controlling the oscillation of the control surfaces of the fixed wing and the tail wing based on the positional relationship of the faulty motor specifically includes:

[0022] If the faulty motor is located on either side of the head of the fuselage, then the rudder of the fixed wing on the same side as the faulty motor is controlled to swing to the maximum extent in the first direction.

[0023] Control the rudder of the fixed wing opposite the faulty motor to swing to the maximum extent in the second direction, and control the rudder of all the tail wing to swing to the maximum extent in the third direction.

[0024] If the faulty motor is located on either side of the tail of the fuselage, the rudder of the fixed wing on the same side as the faulty motor is controlled to swing to the maximum extent in the first direction.

[0025] Control the rudder of the fixed wing opposite the faulty motor to swing to the maximum extent in the second direction, and control the rudder of all the tail wing to swing to the maximum extent in the fourth direction.

[0026] Once the drone is detected to have reached a stable state, control the control surfaces of all fixed wings and all tail fins to swing to the corresponding preset zero position.

[0027] Optionally, obtaining the current flight altitude of the drone and performing landing control on the drone based on the current flight altitude until the drone lands on the ground specifically includes:

[0028] Control the drone to fly in fixed-wing mode and obtain the drone's current flight altitude in real time;

[0029] If the current flight altitude is greater than the first preset altitude, then control the drone to descend in fixed-wing mode until the current flight altitude of the drone reaches the first preset altitude;

[0030] If the current flight altitude is less than or equal to the first preset altitude, then control the UAV to switch from fixed-wing mode to hybrid forced landing mode, and control the UAV to land in the hybrid forced landing mode until the current flight altitude of the UAV reaches the third preset altitude;

[0031] If the current flight altitude is less than or equal to the second preset altitude and greater than the third preset altitude, then the motors of the remaining rotor components that have not malfunctioned, the control surfaces of the fixed wing and the control surfaces of the tail wing are subjected to third stability control until the current flight altitude of the UAV reaches the third preset altitude.

[0032] If the current flight altitude is less than or equal to the third preset altitude, then all the motors of the rotor assembly and the horizontal propulsion assembly are turned off, and the control surfaces of all the fixed wings are controlled to swing to the maximum extent in the first direction, and the control surfaces of all the tail fins are controlled to swing to the maximum extent in the third direction, so that the UAV glides and lands on the ground.

[0033] Optionally, controlling the drone to switch from fixed-wing mode to hybrid forced landing mode, and controlling the drone to land in the hybrid forced landing mode, specifically includes:

[0034] Based on the positional relationship of the faulty motor, a second stability control is performed on the motors of the rotor assembly that has not experienced a fault, the control surfaces of the fixed wing, and the control surfaces of the tail fin.

[0035] The thrust provided by the motors of the rotor assembly (which has not malfunctioned) and the horizontal propulsion assembly in the vertical upward direction is controlled to enable the UAV to land at a preset landing speed.

[0036] Optionally, controlling the thrust provided in the vertical upward direction by the motors of the rotor assembly that have not malfunctioned and the motors of the horizontal propulsion assembly, so that the UAV lands at a preset landing speed, specifically includes:

[0037] The descent speed of the drone is monitored in real time;

[0038] If the descent speed of the UAV is detected to be less than or equal to the preset descent speed, the thrust provided by the motors of all rotor components that have not malfunctioned and the motors of the horizontal propulsion component is equal to the weight of the UAV multiplied by the preset descent coefficient, wherein the descent coefficient is less than 1.

[0039] If the descent speed of the UAV is detected to be greater than the preset descent speed, the thrust provided by the motors of all rotor components that have not malfunctioned and the motors of the horizontal propulsion component is equal to the weight of the UAV multiplied by a preset climb coefficient, wherein the climb coefficient is greater than or equal to 1.

[0040] Furthermore, to achieve the above objectives, this application also provides a crash protection system for a vertical take-off and landing fixed-wing unmanned aerial vehicle (UAV), wherein the crash protection system is used to implement the crash protection method described in any of the above claims, and the crash protection system includes:

[0041] The fault confirmation module is used to monitor the operating status of all the motors of the rotor assembly in real time and identify the faulty motor when an abnormality occurs.

[0042] A stability control module is used to perform first stability control on the remaining non-faulty motors, the control surfaces of the fixed wing, and the control surfaces of the tail wing based on the faulty motor.

[0043] The landing control module is used to obtain the current flight altitude of the UAV and control the landing of the UAV based on the current flight altitude until the UAV lands on the ground.

[0044] The fault recording module is used to detect and process faults in the UAV and generate fault handling process records.

[0045] In addition, to achieve the above objectives, this application also provides a drone, wherein the drone includes: a memory, a processor, and a crash-proof program stored in the memory and executable on the processor, wherein the crash-proof program, when executed by the processor, implements the steps of the crash-proof method as described in any of the preceding claims.

[0046] In addition, to achieve the above objectives, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores an anti-explosion machine program, which, when executed by a processor, implements the steps of the anti-explosion machine method as described above.

[0047] In this application, the unmanned aerial vehicle (UAV) includes: a fuselage, fixed wings, a tail, multiple rotor assemblies, and a horizontal propulsion assembly. Each rotor assembly and the horizontal propulsion assembly are equipped with an independently controllable motor. The fixed wings are located on both sides of the fuselage, and the tail is located at the rear of the fuselage. Both the fixed wings and the tail are equipped with controllable rudder surfaces. Each rotor assembly is connected to either the fuselage or the fixed wing, and the horizontal propulsion assembly is located at the head or tail of the fuselage. The anti-crash method includes: real-time monitoring of the operating status of the motors of all rotor assemblies; identifying the faulty motor when an abnormality occurs; performing first stability control on the remaining unfaulty motors, the rudder surfaces of the fixed wings, and the rudder surfaces of the tail based on the faulty motor; obtaining the current flight altitude of the UAV; performing landing control on the UAV based on the current flight altitude until the UAV lands on the ground; performing fault detection processing on the UAV and generating a fault handling process record. This application can accurately identify and locate the faulty motor during the landing of a drone, and execute corresponding emergency measures based on the position of the faulty motor, so that the drone can maintain stability in the air and land stably on the ground. This effectively avoids the phenomenon of drone crashing and ensures that the drone can land safely and smoothly when the rotor motor fails, further guaranteeing the safety and stability of drone landing. Attached Figure Description

[0048] Figure 1This is a flowchart of a preferred embodiment of the anti-bombing method for vertical take-off and landing fixed-wing UAVs provided in this application;

[0049] Figure 2 This is a structural schematic diagram of the UAV provided in this application;

[0050] Figure 3 This is a first schematic diagram of the control surface oscillation control of the UAV provided in this application;

[0051] Figure 4 This is a second schematic diagram of the control surface oscillation control of the UAV provided in this application;

[0052] Figure 5 This is a schematic diagram of a preferred embodiment of the anti-bombing system for vertical take-off and landing fixed-wing UAVs provided in this application;

[0053] Figure 6 This is a schematic diagram of the operating environment of a preferred embodiment of the vertical take-off fixed-wing UAV of this application.

[0054] The meanings of the numbers in the diagram are as follows: 10, fuselage; 20, fixed wing; 30, tail; 40, rotor assembly; 50, horizontal propulsion assembly. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer and more explicit, the following detailed description of this application is provided with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0056] This application provides a method for preventing crashes of a vertical take-off and landing (VTOL) fixed-wing unmanned aerial vehicle (UAV). It should be noted that this method is applied to VTOL fixed-wing UAVs. In the embodiments of this application, the UAV (hereinafter, "UAV" refers to a VTOL fixed-wing UAV) includes: a fuselage, fixed wings, a tail fin, multiple rotor assemblies, and a horizontal propulsion assembly. Each rotor assembly and the horizontal propulsion assembly are equipped with an independently controllable motor. The fixed wings are located on both sides of the fuselage, and the tail fin is located at the rear of the fuselage. Both the fixed wings and the tail fin are equipped with controllable rudder surfaces. Each rotor assembly is connected to either the fuselage or the fixed wing, and the horizontal propulsion assembly is located at the head or tail of the fuselage.

[0057] Specifically, such as Figure 2As shown, the drone includes a fuselage 10, fixed wings 20 distributed on the left and right sides of the fuselage 10, and tail fins 30 distributed on both sides of the tail of the fuselage 10. The drone also includes multiple rotor assemblies 40 and horizontal propulsion assemblies 50, each rotor assembly 40 and horizontal propulsion assembly 50 equipped with an independently controllable motor. Preferably, the vertical take-off fixed-wing drone provided in this application includes four rotor assemblies 40, wherein the motors of adjacent rotor assemblies 40 rotate in opposite directions, and the motors of diagonally opposite rotor assemblies 40 rotate in the same direction.

[0058] All fixed wings 20 and all tail fins 30 are equipped with controllable rudder surfaces. Figure 2 The dashed boxes in the diagram represent the control surfaces. The control surfaces on the fixed wing 20 are ailerons, and the control surfaces on the tail fin 30 are elevators, both of which can be controlled by servo motors. Each rotor assembly 40 can be connected to the fuselage 10 or the fixed wing 20, and the horizontal propulsion assembly 50 can be located at the nose or tail of the fuselage 10. Figure 2 The rotor assembly 40 is connected to the fixed wing 20, and the horizontal propulsion assembly 50 is located at the tail of the fuselage 10. The rotor assembly 40 is used to provide the UAV with vertical upward thrust (opposite to the direction of gravity), enabling the UAV to take off and land vertically. The horizontal propulsion assembly 50 is used to provide the UAV with horizontal thrust for fixed-wing mode cruise, enabling the UAV to cruise horizontally at a certain altitude.

[0059] The preferred embodiment of this application describes a method for preventing the crashing of a vertical take-off and landing fixed-wing UAV, such as... Figure 1 As shown, the method for preventing crashes of the vertical take-off and landing fixed-wing UAV includes the following steps:

[0060] Step S10: Monitor the operating status of all rotor assembly motors in real time, and identify the faulty motor when an abnormality occurs.

[0061] Specifically, the anti-crash method of this application is mainly applied to situations where a drone completes horizontal cruising in fixed-wing mode and switches to multi-rotor mode for vertical landing.

[0062] First, when the drone is preparing to land in multi-rotor mode, the operating status of all rotor motors will be monitored in real time. The drone will be monitored in two dimensions through current and angular acceleration. When it is determined that any rotor motor on the drone is abnormal, it will be identified as a faulty motor.

[0063] In one embodiment, the real-time monitoring of the operating status of all rotor assembly motors, and the identification of faulty motors when an abnormality occurs, specifically includes:

[0064] The current of the motor in each rotor assembly is monitored using an electronic speed controller; if a sudden drop in the current of any motor is detected, the corresponding motor is identified as a suspected abnormal motor; the angular acceleration of the UAV is monitored using an inertial measurement unit; if the roll angular acceleration or yaw angular acceleration in the angular acceleration is greater than a preset threshold, the suspected abnormal motor is identified as a faulty motor.

[0065] Specifically, the electronic speed control (ESC) configured on the drone monitors the motor current of each rotor assembly in real time. When the electronic speed control detects a sudden drop in the current of any motor, the motor with the sudden drop in current can be identified as a suspected abnormal motor.

[0066] It should be noted that, in this application, "current drop" refers to the sudden drop in current of one or two motors to near 0A or an extremely low value (e.g., 1A, 2A, etc., which are not limited in this application, as long as they can indicate that the current of the motor has become abnormal).

[0067] Subsequently, the angular acceleration of the UAV is monitored using the inertial measurement unit (IMU) configured on the UAV. This angular acceleration includes roll acceleration, yaw acceleration, and pitch acceleration. If the IMU detects that the roll acceleration or yaw acceleration of the UAV exceeds a preset threshold, it indicates that the UAV's flight attitude is out of control. This means that at least one of the multiple rotor components on the UAV has a faulty motor. In this case, the motor exhibiting abnormal current can be identified as the faulty motor, thus confirming the suspected abnormal motor as the faulty motor. The preset threshold is 200 rad / s².

[0068] In this embodiment, the motor fault is determined by using both current and angular acceleration as dimensions. This multi-parameter complementary verification reduces the possibility of false positives and false negatives, improves the accuracy of motor fault detection in the UAV rotor assembly, and can also quickly locate the faulty motor, facilitating immediate control of the UAV's stability and maintaining its normal flight capability.

[0069] Furthermore, once the faulty motor is identified, the drone's mode switching function is locked, which means the drone is prohibited from switching from fixed-wing mode to multi-rotor mode to avoid exacerbating the imbalance of the aircraft caused by mode switching.

[0070] Step S20: Perform first stability control on the remaining non-faulty motors, the control surfaces of the fixed wing, and the control surfaces of the tail wing based on the faulty motor.

[0071] Specifically, once the location of the faulty motor is determined, the landing plan is executed immediately. First, based on the positional relationship between the faulty motor and the other non-faulty motors, the rotational speeds of the remaining non-faulty motors are adjusted. The UAV provided in this embodiment includes four rotor assemblies, which essentially means adjusting the rotational speeds of the two motors adjacent to the faulty motor and the motor diagonally opposite the faulty motor, based on the location of the faulty motor.

[0072] Furthermore, based on the position of the faulty motor on the drone, the system will control the oscillation of all controllable control surfaces of the fixed wings and the tail fin. This ensures that the drone does not lose control due to the faulty motor, allowing it to continue flying in fixed-wing mode. The control of the motors, fixed-wing control surfaces, and tail fin control surfaces described above constitutes the first stability control.

[0073] In one embodiment, the first stability control based on the faulty motor for the remaining non-faulty motors, the control surfaces of the fixed wing, and the control surfaces of the tail fin specifically includes:

[0074] A speed increase coefficient is obtained based on a first preset coefficient range, and the speed of the diagonal motor of the faulty motor is increased according to the speed increase coefficient; a speed decrease coefficient is obtained based on a second preset coefficient range, and the speed of all adjacent motors of the faulty motor is decreased according to the speed decrease coefficient, wherein the speed increase coefficient is greater than the speed decrease coefficient and they are in a multiple relationship (for example, the speed increase coefficient is twice the speed decrease coefficient); the control surfaces of the fixed wing and the tail wing are oscillated according to the positional relationship of the faulty motor.

[0075] Specifically, a speed increase coefficient is obtained based on a preset first preset coefficient range, and the speed of the diagonal motor opposite the faulty motor is increased from its current speed to the current speed multiplied by the speed increase coefficient, thus completing the speed increase process for the diagonal motor; then, a speed decrease coefficient is obtained based on a preset second preset coefficient range, and the speed of all adjacent motors of the faulty motor (in this application, there are two adjacent motors) is decreased from its current speed to the current speed multiplied by the speed decrease coefficient. The first preset coefficient ranges from 1.3 to 1.5, and the second preset coefficient ranges from 0.65 to 0.75.

[0076] It should be noted that the speed increase coefficient is greater than the speed decrease coefficient, and the speed increase coefficient and speed decrease coefficient are in a multiple relationship. For example, if the speed increase coefficient is 1.3 (1.5), then the speed decrease coefficient is 0.65 (0.75). This is because when the motor is not faulty, the counterclockwise torque provided by one set of diagonal motors (rotating clockwise) is equal to the clockwise torque provided by another set of diagonal motors (rotating counterclockwise). When the motor fails, this application, through the multiple relationship between the speed increase coefficient and the speed decrease coefficient, makes the torque provided by the diagonal motor of the faulty motor (the motor rotating in the same direction as the faulty motor) (opposite to the faulty motor's rotation) equal to the torque provided by the adjacent motor that is not faulty (the motor rotating in the opposite direction to the faulty motor's rotation) (in the same direction as the faulty motor's rotation). In other words, the diagonal motor of the faulty motor can provide a torque of the same magnitude but opposite direction as the two adjacent motors, thereby preventing the drone from spinning and initially preventing the drone from crashing.

[0077] Subsequently, the positional relationship of the faulty motor relative to the entire UAV is obtained, and the control surfaces of the fixed wing and tail are oscillated according to this positional relationship to complete the first stability control.

[0078] Furthermore, the step of controlling the oscillation of the control surfaces of the fixed wing and the tail wing based on the positional relationship of the faulty motor specifically includes:

[0079] If the faulty motor is located on either side of the head of the fuselage, the control surfaces of the fixed wing on the same side as the faulty motor are controlled to swing to the maximum extent in the first direction; the control surfaces of the fixed wing opposite the faulty motor are controlled to swing to the maximum extent in the second direction, and the control surfaces of all tail wing surfaces are controlled to swing to the maximum extent in the third direction. If the faulty motor is located on either side of the tail of the fuselage, the control surfaces of the fixed wing on the same side as the faulty motor are controlled to swing to the maximum extent in the first direction; the control surfaces of the fixed wing opposite the faulty motor are controlled to swing to the maximum extent in the second direction, and the control surfaces of all tail wing surfaces are controlled to swing to the maximum extent in the fourth direction. When the UAV is detected to have reached a stable state, the control surfaces of all fixed wings and all tail wing surfaces are controlled to swing to the corresponding preset zero position.

[0080] Specifically, since the faulty motor has been identified, its positional relationship relative to the drone can be determined accordingly. Figure 2 Taking the drone shown as an example, the positional relationship of the faulty motor includes the left and right sides of the head and tail of the fuselage, namely, left front (left side of the head of the fuselage), right front (right side of the head of the fuselage), left rear (left side of the tail of the fuselage) and right rear (right side of the tail of the fuselage).

[0081] The positional relationship of the faulty motor relative to the drone fuselage is determined. If the faulty motor is located on either side of the front of the fuselage (left front or right front), the control surfaces of the fixed wings on the same side as the faulty motor (i.e., on the same side of the fuselage) are controlled to swing to their maximum extent in the first direction, increasing the lift of the fuselage on the same side as the faulty motor and compensating for the lift lost due to the motor failure. The control surfaces of the fixed wings on the opposite side of the faulty motor (i.e., on the other side of the fuselage) are controlled to swing to their maximum extent in the second direction, reducing the lift of the fuselage on the opposite side of the faulty motor. At the same time, the control surfaces of all tail fins are controlled to swing to their maximum extent in the third direction, causing the drone's nose (the front of the fuselage) to lift vertically upward, thereby resisting the fuselage tilt caused by the motor failure and maintaining the longitudinal and lateral balance of the drone's fuselage.

[0082] If the faulty motor is located on either side of the tail section (left rear or right rear), the control surfaces of the fixed wing on the same side as the faulty motor are controlled to swing to their maximum extent in the first direction, increasing the lift of the fuselage on the same side as the faulty motor and compensating for the lift lost due to the motor failure. The control surfaces of the fixed wing opposite the faulty motor are controlled to swing to their maximum extent in the second direction, reducing the lift of the fuselage on the opposite side of the faulty motor. At the same time, the control surfaces of all tail wing components are controlled to swing to their maximum extent in the fourth direction, causing the nose of the UAV to press down vertically downwards, thereby resisting the fuselage tilt caused by the motor failure and maintaining the longitudinal and lateral balance of the UAV.

[0083] Finally, once the inertial measurement unit on the UAV detects that the UAV has reached a stable state (all angular accelerations approach 0), it controls the control surfaces of all fixed wings and all tail fins to swing to their corresponding preset zero positions, enabling the UAV to fly smoothly forward in fixed-wing mode. The preset zero position refers to the default initial position of the control surfaces before being controlled by the servo motor. In this embodiment, the preset zero position of each control surface can be set by a technician before takeoff. Preferably, the preset zero position can be a position consistent with the corresponding fixed wing or tail fin, that is, a position where no swinging occurs relative to the fixed wing or tail fin.

[0084] It should be noted that the first, second, third, and fourth directions mentioned above all represent the swing direction of the control surfaces. The swing direction of the control surfaces may differ between different UAVs; therefore, in this application, they are represented by directions relative to the fixed wing or tail of the UAV. In the normal flight attitude of the UAV, the first direction represents the downward direction relative to the fixed wing (e.g., ...). Figure 3 As shown, the first direction can be the direction of gravity, and the second direction represents the upward direction relative to the fixed wing (e.g., the direction of gravity). Figure 3 As shown, the direction can be opposite to the direction of gravity), and the third direction represents the upward direction relative to the tail fin (e.g., Figure 3As shown, the two directions in which the control surfaces of the two tail fins swing upward relative to the tail fins are both third directions), and the fourth direction represents the downward direction relative to the tail fins (e.g., Figure 4 As shown, the two tail fin control surfaces swing downwards relative to the tail fin in two directions, both of which are the fourth direction. Additionally, when the control surfaces of the fixed wing and tail fin of the UAV are arranged parallel, the first and fourth directions can be the same, and the second and third directions can be the same.

[0085] For example, such as Figure 3 As shown, the motors of the four rotor components of the UAV are numbered A, B, C, and D. When motor A (right front motor) malfunctions, the speed of motor B (left rear motor) is increased to 1.4 times the current speed, the speeds of motors C (left front motor) and D (right rear motor) are reduced to 0.7 times the current speed, and the rudder of the fixed wing on the same side as motor A is controlled to swing to the maximum extent in the first direction (relative to the downward direction of the fixed wing), and the rudder of the fixed wing on the opposite side of motor A is controlled to swing to the maximum extent in the second direction (relative to the upward direction of the fixed wing). At the same time, the rudders of the two tail fins are controlled to swing to the maximum extent in the third direction (relative to the upward direction of the tail fins).

[0086] like Figure 4 As shown, when motor D (right rear motor) malfunctions, the speed of motor C (left front motor) is increased to 1.4 times the current speed, the speeds of motors A (right front motor) and B (left rear motor) are reduced to 0.7 times the current speed, and the rudder of the fixed wing on the same side as motor D is controlled to swing to the maximum extent in the first direction (relative to the downward direction of the fixed wing), the rudder of the fixed wing on the opposite side of motor A is controlled to swing to the maximum extent in the second direction (relative to the upward direction of the fixed wing), and the rudders of the two tail fins are simultaneously controlled to swing to the maximum extent in the fourth direction (relative to the downward direction of the tail fin).

[0087] Step S30: Obtain the current flight altitude of the drone, and control the drone to land based on the current flight altitude until the drone lands on the ground.

[0088] Specifically, after the drone detects a motor malfunction and completes the first stability control, it will monitor the drone's current flight altitude in real time and implement corresponding control measures based on the different current flight altitudes until the drone lands on the ground.

[0089] It should be noted that the current flight altitude of the drone can be measured by devices such as barometric altimeters, laser rangefinders, and ultrasonic sensors pre-configured on the drone. This application does not impose any specific restrictions, as long as the current flight altitude of the drone can be obtained.

[0090] In one embodiment, obtaining the current flight altitude of the drone and performing landing control on the drone based on the current flight altitude until the drone lands on the ground specifically includes:

[0091] The system controls the drone to fly in fixed-wing mode and acquires its current flight altitude in real time. If the current flight altitude is greater than a first preset altitude, the system controls the drone to descend in fixed-wing mode until it reaches the first preset altitude. If the current flight altitude is less than or equal to the first preset altitude, the system controls the drone to switch from fixed-wing mode to hybrid forced landing mode and lands in hybrid forced landing mode until it reaches a third preset altitude. If the current flight altitude is less than or equal to a second preset altitude but greater than the third preset altitude, the system performs third stability control on the motors of the remaining rotor components that are not malfunctioning, the control surfaces of the fixed wings, and the control surfaces of the tail fin until the drone reaches the third preset altitude. If the current flight altitude is less than or equal to the third preset altitude, the system shuts down all the motors of the rotor components and the motors of the horizontal propulsion components, controls all the control surfaces of the fixed wings to swing to their maximum extent in a first direction, and controls all the control surfaces of the tail fin to swing to their maximum extent in a third direction, allowing the drone to glide and land on the ground.

[0092] Specifically, after completing the first stability control, the drone will continue to fly forward in fixed-wing mode, and will obtain the drone's current flight altitude in real time during the flight.

[0093] Subsequently, the current flight altitude is determined. If the current flight altitude is greater than the first preset altitude, the drone is controlled to descend slowly in fixed-wing mode, gradually reducing the drone's current flight altitude until the drone's current flight altitude reaches the first preset altitude.

[0094] When the drone's current flight altitude is less than or equal to the first preset altitude, the drone is switched from fixed-wing mode to hybrid emergency landing mode, and then landed in hybrid emergency landing mode until the drone's current flight altitude reaches the third preset altitude. Hybrid emergency landing mode is a preset landing mode in the drone, referring to a mode in which the motors of the control surfaces, rotor assembly, and horizontal propulsion assembly work together to control the drone's descent. Compared to multi-rotor landing, hybrid emergency landing mode adds the control of the horizontal propulsion assembly's motors and control surfaces.

[0095] When the drone's current flight altitude is less than or equal to the second preset altitude but greater than the third preset altitude, third stability control is applied to the motors of the remaining rotor components that are not malfunctioning, the control surfaces of all fixed wings, and the control surfaces of all tail fins until the drone's current flight altitude reaches the third preset altitude. During this process, the gyroscope in the inertial measurement unit primarily monitors the fuselage attitude in real time, optimizes the drone's spin by dynamically adjusting the motor speeds, and optimizes lift distribution by dynamically adjusting the control surface oscillation amplitude, thereby improving landing stability.

[0096] When the current flight altitude of the drone is less than or equal to the third preset altitude, the power supply to the motors of all rotor components and horizontal propulsion components is immediately cut off, and the control surfaces of all fixed wings are controlled to swing to the maximum extent in the first direction to provide the drone with the maximum natural lift. At the same time, the control surfaces of all tail fins are controlled to swing to the maximum extent in the third direction, so that the nose of the drone can be raised to the maximum extent. This allows the drone to glide and land in this attitude, avoiding a sudden change in attitude when the drone touches down due to the continuous operation of the motors. It also reduces the landing impact of the drone and reduces the risk of structural damage to the drone.

[0097] It should be noted that the first preset height, the second preset height, and the third preset height can all be set by the user. Preferably, in the embodiments of this application, the first preset height is 5m, the second preset height is 2m, and the third preset height is 0.5m.

[0098] Furthermore, controlling the drone to switch from fixed-wing mode to hybrid forced landing mode, and controlling the drone to land in the hybrid forced landing mode, specifically includes:

[0099] Based on the positional relationship of the faulty motor, a second stability control is performed on the motors of the rotor assembly that are not faulty, the control surfaces of the fixed wing, and the control surfaces of the tail fin; the thrust provided by the motors of the rotor assembly that are not faulty and the motors of the horizontal propulsion assembly in the vertical upward direction is controlled to enable the UAV to land at a preset landing speed.

[0100] Specifically, during the drone's landing in a hybrid forced landing mode, a second stability control is performed on the motors of the rotor assembly that are not faulty, the control surfaces of all fixed wings, and the control surfaces of the tail fin, based on the positional relationship of the faulty motor relative to the drone's fuselage.

[0101] It is important to emphasize that the steps of the second and third stability controls are the same as those of the first stability control. The steps of the first stability control have already been described above and will not be repeated here. Furthermore, although the second and third stability controls are in the same direction of control surface oscillation, the oscillation amplitude can differ from that of the first stability control. That is, the first stability control controls the control surface to oscillate to its maximum limit, while the second and third stability controls can adjust the oscillation amplitude of the control surface according to the actual situation (the oscillation amplitude can be between the preset zero position and the maximum limit of the control surface, or it can be equal to the maximum limit, but it cannot be equal to the preset zero position), thereby enabling more precise control of the UAV's flight attitude.

[0102] After completing the second stability control of the rotor motors, all fixed-wing control surfaces, and all tail control surfaces on the drone that have not malfunctioned, the drone is kept in this attitude, and the thrust provided by the rotor motors and horizontal propulsion motors in the vertical upward direction is controlled. That is, the rotational speed of the rotor motors and horizontal propulsion motors is controlled separately, so that the drone lands at a preset landing speed.

[0103] Furthermore, controlling the thrust provided in the vertical upward direction by the motors of the rotor assembly that have not malfunctioned and the motors of the horizontal propulsion assembly, so that the UAV lands at a preset landing speed, specifically includes:

[0104] The descent speed of the UAV is monitored in real time. If the descent speed is less than or equal to a preset descent speed, the thrust provided by the motors of all rotor components that are not malfunctioning and the motors of the horizontal propulsion component is equal to the weight of the UAV multiplied by a preset descent coefficient, wherein the descent coefficient is less than 1. If the descent speed is greater than the preset descent speed, the thrust provided by the motors of all rotor components that are not malfunctioning and the motors of the horizontal propulsion component is equal to the weight of the UAV multiplied by a preset climb coefficient, wherein the climb coefficient is greater than or equal to 1.

[0105] Specifically, when the drone lands in a hybrid forced landing mode, the drone's landing speed is monitored in real time. By controlling the rotational speed of the motors of all rotor components that have not malfunctioned and the motors of the horizontal propulsion components, the total lift (vertical upward thrust) of the drone is controlled.

[0106] If the drone's descent speed is detected to be less than or equal to the preset descent speed, then the thrust (total lift) provided by all the motors involved in the operation in the vertical direction is equal to the drone's own weight multiplied by the preset descent coefficient, and the descent coefficient is less than 1; at this time, the drone's total lift in the vertical direction is less than the drone's own weight, and the drone will descend.

[0107] However, due to the existence of gravitational acceleration, drones are prone to stalling during descent. Once stalling occurs, the drone is highly likely to crash. Therefore, it is necessary to control the drone's descent speed. If the drone's descent speed is detected to be greater than the preset descent speed, the thrust (total lift) provided by all the motors involved in the operation in the vertical direction is controlled to be equal to the drone's own weight multiplied by a preset climb coefficient, and the climb coefficient is greater than 1. At this time, the total lift of the drone in the vertical direction is greater than the drone's own weight, and the drone will tend to climb upwards, thereby reducing the drone's descent speed until the drone's descent speed is reduced to the preset descent speed.

[0108] It should be noted that the aforementioned landing coefficient is 0.8~0.95, preferably 0.9; the aforementioned climb coefficient is 1.15~1.25, preferably 1.2; and the preset landing speed is 0.5~1m / s, preferably 1m / s. Furthermore, during the UAV's hybrid forced landing mode landing, the control surfaces are not controlled; only the motor speeds involved in the landing are controlled. It should also be emphasized that when controlling the motor speeds of the rotor components that are not malfunctioning, the speed of the diagonal motor opposite the malfunctioning motor is still synchronously increased or decreased, ensuring that the speed of the motor opposite the malfunctioning motor is twice the speed of the adjacent motor. This prevents the UAV from spinning during landing.

[0109] In this case, by dynamically adjusting the thrust provided in the vertical direction by the motors of the rotor assembly and the horizontal propulsion assembly that have not malfunctioned, this application enables the UAV to land at a stable landing speed, improving the stability of the UAV during landing, avoiding crashes caused by stall, and further enhancing the safety of UAV landing.

[0110] As an example, the following is a complete explanation of the drone landing process, with the first preset height being 5m, the second preset height being 2m, the third preset height being 0.5m, and the faulty motor being the right front motor:

[0111] (1) After the UAV completes the first stability control (at this time all control surfaces of the UAV are at the preset zero position), monitor the current flight altitude of the UAV. When the flight altitude of the UAV is greater than 5m, control the UAV to slowly descend in a fixed-wing cruise attitude and gradually reduce the flight altitude to 5m.

[0112] (2) When the current flight altitude of the UAV is 5m, switch the UAV from fixed-wing mode to hybrid forced landing mode and simultaneously execute the second stability control (control the motors that have not failed according to the position relationship of the faulty motor, and control the control surfaces of all fixed wings and all tail wings).

[0113] (3) After the second stability control is completed, the rotation speed of all motors involved in the landing operation is controlled so that the UAV can land at the preset landing speed.

[0114] (4) When the current flight altitude of the UAV reaches 2m, the third stability control is performed on the UAV (the motors that have not failed are controlled according to the position relationship of the faulty motors, and the control surfaces of all fixed wings and all tail wings are controlled). In fact, the result of the second stability control is further optimized, the control surfaces of the UAV are controlled more precisely, and the UAV is controlled to land at the preset landing speed.

[0115] (5) When the current flight altitude of the UAV reaches 0.5m, cut off the power supply of all motors involved in the landing work, and control all fixed wing rudders to swing to the maximum extent in the first direction, and control all tail rudders to swing to the maximum extent in the third direction, so that the UAV can glide and land in this attitude.

[0116] Step S40: Perform fault detection and processing on the UAV and generate a fault handling process record.

[0117] Specifically, after the drone lands, it automatically performs fault detection and processing. The fault detection and processing includes, but is not limited to, checking whether the drone has rolled over and whether any parts on the drone are damaged. Specifically, whether the drone has rolled over is monitored by an inertial measurement unit, and whether any parts on the drone are damaged is detected by checking the drone's current.

[0118] After the fault detection and handling of the UAV is completed, a fault handling process record is generated. The fault handling process record records a series of operation procedures from the detection of a sudden drop in current and confirmation of a faulty motor to the control of the UAV to land. The specific form can be presented in the form of tables, text, or graphics, and there is no limitation in this application.

[0119] Finally, the troubleshooting process record is sent to the user's client for review. The user's client may include, but is not limited to, computers, tablets, mobile phones, and remote controls with on-screen displays.

[0120] It should be noted that users can also export and store the fault handling process records, which is beneficial for users to carry out corresponding data analysis processes later.

[0121] Furthermore, such as Figure 5 As shown, based on the above-described method for preventing crashes of a VTOL fixed-wing UAV, this application also provides a corresponding crash prevention system for a VTOL fixed-wing UAV, wherein the crash prevention system for the VTOL fixed-wing UAV includes:

[0122] The fault confirmation module is used to monitor the operating status of all the motors of the rotor assembly in real time and identify the faulty motor when an abnormality occurs.

[0123] A stability control module is used to perform first stability control on the remaining non-faulty motors, the control surfaces of the fixed wing, and the control surfaces of the tail wing based on the faulty motor.

[0124] The landing control module is used to obtain the current flight altitude of the UAV and control the landing of the UAV based on the current flight altitude until the UAV lands on the ground.

[0125] The fault recording module is used to detect and process faults in the UAV and generate fault handling process records.

[0126] Furthermore, such as Figure 6 As shown, based on the above-mentioned anti-crash method and system for vertical take-off and landing fixed-wing UAVs, the vertical take-off and landing fixed-wing UAV provided in this application also includes a processor 701, a memory 702, and a communication interface 703. Figure 6 Only some components of the vertical take-off and landing fixed-wing UAV are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0127] In some embodiments, the memory 702 may be an internal storage unit of the VTOL fixed-wing UAV, such as a hard drive or memory of the terminal. In other embodiments, the memory 702 may also be an external storage device of the VTOL fixed-wing UAV, such as a plug-in hard drive, SmartMedia Card (SMC), Secure Digital (SD) card, Flash Card, etc., equipped on the VTOL fixed-wing UAV.

[0128] Furthermore, the memory 702 may include both internal storage units and external storage devices of the VTOL fixed-wing UAV. The memory 702 is used to store application software and various types of data installed on the VTOL fixed-wing UAV, such as the program code of the installation terminal. The memory 702 can also be used to temporarily store data that has been output or will be output. In one embodiment, the memory 702 stores a crash protection program 704 for the VTOL fixed-wing UAV, which can be executed by the processor 701 to implement the crash protection method for the VTOL fixed-wing UAV in this application.

[0129] In some embodiments, the processor 701 may be a central processing unit (CPU), a microprocessor, or other data processing chip, used to run program code stored in the memory 702 or process data, such as executing the anti-crash method of the vertical take-off fixed-wing UAV.

[0130] The communication interface 703 is used for communication between the processor 701 and the memory 702. If the memory 702, processor 701, and communication interface 703 are implemented independently, the communication interface 703, memory 702, and processor 701 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EIS) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 6 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0131] Optionally, in a specific implementation, if the memory 702, processor 701, and communication interface 703 are integrated on a single chip, then the memory 702, processor 701, and communication interface 703 can communicate with each other through an internal interface.

[0132] In one embodiment, when the processor 701 executes the anti-crash program 704 for the VTOL fixed-wing UAV in the memory 702, it implements the steps of the anti-crash method for the VTOL fixed-wing UAV as described above.

[0133] This application also provides a computer-readable storage medium storing a crash protection program for a VTOL fixed-wing unmanned aerial vehicle (UAV), wherein the crash protection program for the VTOL fixed-wing UAV, when executed by a processor, implements the steps of the crash protection method for the VTOL fixed-wing UAV as described above.

[0134] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal that includes that element.

[0135] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0136] Of course, those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.). The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The computer-readable storage medium can be a memory, magnetic disk, optical disk, etc.

[0137] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A method of bombing a vertical take-off fixed wing drone, characterized in that, The unmanned aerial vehicle comprises a fuselage, fixed wings, a tail wing, a plurality of rotor assemblies and a horizontal propulsion assembly, the horizontal propulsion assembly and each of the rotor assemblies are configured with independently controllable motors; the fixed wings are arranged on both sides of the fuselage, the tail wing is arranged at the tail of the fuselage, and controllable control surfaces are arranged on the fixed wings and the tail wing; each of the rotor assemblies is connected with the fuselage or the fixed wings, and the horizontal propulsion assembly is arranged at the head or the tail of the fuselage; The anti-bombing method comprises: Real-time monitoring of the operating conditions of the motors of all the rotor assemblies, and determining a faulty motor when an abnormality occurs; According to the faulty motor, first stability control is performed on the motors of the remaining non-faulty rotor assemblies, the control surfaces of the fixed wings and the control surfaces of the tail wing; The first stability control according to the faulty motor on the remaining non-faulty motors, the control surfaces of the fixed wings and the control surfaces of the tail wing specifically comprises: Based on a first preset coefficient range, a rotation speed increasing coefficient is obtained, and the rotation speed of the diagonal motor of the faulty motor is increased according to the rotation speed increasing coefficient; Based on a second preset coefficient range, a rotation speed decreasing coefficient is obtained, and the rotation speed of all adjacent motors of the faulty motor is decreased according to the rotation speed decreasing coefficient, wherein the rotation speed increasing coefficient is greater than the rotation speed decreasing coefficient and has a multiple relationship; According to the positional relationship of the faulty motor, swing control is performed on the control surfaces of the fixed wings and the control surfaces of the tail wing; The swing control according to the positional relationship of the faulty motor on the control surfaces of the fixed wings and the control surfaces of the tail wing specifically comprises: If the positional relationship of the faulty motor is on any one side of the head of the fuselage, the control surface of the fixed wing on the same side as the faulty motor is controlled to swing to the maximum limit in a first direction; The control surface of the fixed wing on the opposite side of the faulty motor is controlled to swing to the maximum limit in a second direction, and all the control surfaces of the tail wing are controlled to swing to the maximum limit in a third direction; If the positional relationship of the faulty motor is on any one side of the tail of the fuselage, the control surface of the fixed wing on the same side as the faulty motor is controlled to swing to the maximum limit in a first direction; The control surface of the fixed wing on the opposite side of the faulty motor is controlled to swing to the maximum limit in a second direction, and all the control surfaces of the tail wing are controlled to swing to the maximum limit in a fourth direction; When it is monitored that the unmanned aerial vehicle reaches a steady state, all the control surfaces of the fixed wings and all the control surfaces of the tail wing are controlled to swing to the corresponding preset zero positions; The current flight height of the unmanned aerial vehicle is obtained, and the unmanned aerial vehicle is controlled to land according to the current flight height until the unmanned aerial vehicle lands on the ground; The unmanned aerial vehicle is subjected to fault detection processing, and a fault disposal process record is generated.

2. The method of claim 1, wherein, The real-time monitoring of the operating conditions of the motors of all the rotor assemblies, and determining a faulty motor when an abnormality occurs, specifically comprises: The current of the motor of each of the rotor assemblies is monitored based on an electronic speed regulator; If the current of any motor suddenly drops, the corresponding motor is determined as a suspected abnormal motor; monitoring angular acceleration of the unmanned aerial vehicle based on an inertial measurement unit; if the roll angular acceleration or the yaw angular acceleration in the angular acceleration is greater than a preset threshold, the suspected abnormal motor is determined as a faulty motor.

3. The method of claim 1, wherein, The method comprises the following steps: controlling the unmanned aerial vehicle to fly in a fixed-wing mode, and acquiring a current flight height of the unmanned aerial vehicle in real time; if the current flight height is greater than a first preset height, controlling the unmanned aerial vehicle to descend in the fixed-wing mode until the current flight height of the unmanned aerial vehicle reaches the first preset height; if the current flight height is less than or equal to the first preset height, controlling the unmanned aerial vehicle to switch from the fixed-wing mode to a hybrid emergency landing mode, and controlling the unmanned aerial vehicle to land in the hybrid emergency landing mode until the current flight height of the unmanned aerial vehicle reaches a third preset height; if the current flight height is less than or equal to a second preset height and greater than the third preset height, performing third stability control on the motors of the remaining non-faulty rotor assemblies, the control surfaces of the fixed wings and the control surfaces of the tail wings until the current flight height of the unmanned aerial vehicle reaches the third preset height; if the current flight height is less than or equal to the third preset height, shutting down all the motors of the rotor assemblies and the motors of the horizontal propulsion assembly, and controlling all the control surfaces of the fixed wings to swing to a maximum limit in a first direction and controlling all the control surfaces of the tail wings to swing to a maximum limit in a third direction, so that the unmanned aerial vehicle glides and lands on the ground.

4. The method of claim 3, wherein, The method of controlling the unmanned aerial vehicle to switch from the fixed-wing mode to the hybrid emergency landing mode and controlling the unmanned aerial vehicle to land in the hybrid emergency landing mode comprises the following steps: performing second stability control on the motors of the non-faulty rotor assemblies, the control surfaces of the fixed wings and the control surfaces of the tail wings according to the positional relationship of the faulty motor; controlling the thrust provided by the motors of the non-faulty rotor assemblies and the motors of the horizontal propulsion assembly in the vertical upward direction, so that the unmanned aerial vehicle lands at a preset landing speed.

5. The method of claim 4, wherein, The method of controlling the thrust provided by the motors of the non-faulty rotor assemblies and the motors of the horizontal propulsion assembly in the vertical upward direction, so that the unmanned aerial vehicle lands at a preset landing speed comprises the following steps: monitoring the landing speed of the unmanned aerial vehicle in real time; if the monitored landing speed of the unmanned aerial vehicle is less than or equal to a preset landing speed, controlling the thrust provided by all the non-faulty rotor assemblies and the horizontal propulsion assembly to be equal to the gravity of the unmanned aerial vehicle multiplied by a preset landing coefficient, wherein the landing coefficient is less than 1; if the monitored landing speed of the unmanned aerial vehicle is greater than the preset landing speed, controlling the thrust provided by all the non-faulty rotor assemblies and the horizontal propulsion assembly to be equal to the gravity of the unmanned aerial vehicle multiplied by a preset climb coefficient, wherein the climb coefficient is greater than or equal to 1.

6. A bomb-defusing system for a vertical take-off fixed wing drone, characterized in that, The anti-missile system is used to implement the anti-missile method as claimed in any one of claims 1-5, and the anti-missile system comprises: a fault confirmation module, configured to monitor the operation of the motors of all the rotor assemblies in real time, and determine a fault motor when an abnormality occurs; a stability control module, configured to perform first stability control on the remaining motors without faults, the control surfaces of the fixed wing, and the control surfaces of the tail wing according to the fault motor; a landing control module, configured to obtain a current flight height of the UAV, and perform landing control on the UAV according to the current flight height until the UAV lands on the ground; a fault record module, configured to perform fault detection processing on the UAV, and generate a fault disposal process record.

7. A drone, characterized in that, The UAV comprises a memory, a processor, and an anti-missile program stored in the memory and executable on the processor, and the anti-missile program, when executed by the processor, implements the steps of the anti-missile method as claimed in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores an anti-missile program, and the anti-missile program, when executed by the processor, implements the steps of the anti-missile method as claimed in any one of claims 1-5.

Images