Adaptive attitude regulation and control method and device for aircraft

Abstract

The invention discloses a self-adaptive attitude regulation and control method and device for an aircraft, and relates to the technical field of aircrafts, and the method comprises the following steps: monitoring a target aircraft; based on a preset aircraft vertical direction stress balance equation and an aircraft total lift force demand equation, constructing a dynamic lift force demand model; based on the monitoring data of the target aircraft, the total thrust of a rotor wing is obtained by combining a vertical direction stress balance equation of the aircraft and a defined total lift force demand equation; on the basis of the total rotor thrust and a finite time distributed average tracking algorithm, the local lift reference values corresponding to the rotors of the target aircraft converge to the rotor thrust average value within a preset time threshold value, and the sum of the local lift reference values corresponding to the rotors is equal to the total rotor thrust. Through multi-source sensing fusion, dynamic lift force control, a finite time tracking mechanism and thrust coordination driven by neighbor information, the method can adapt to a high-dynamic flight task in a complex environment, and has important engineering application value.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, specifically to an adaptive attitude control method and device for aircraft. Background Technology

[0002] With the development of unmanned aerial vehicles (UAVs), electric vertical takeoff and landing (eVTOL) aircraft, and intelligent swarm flight systems, higher demands are being placed on the accuracy, response speed, and robustness of aircraft attitude control. Existing aircraft attitude control largely relies on linear control methods such as PID or linear quadratic (LQR), which perform well under small disturbances but struggle to guarantee performance under large disturbances, time-varying parameters, or communication delays. Furthermore, most distributed control algorithms have asymptotic or exponential convergence speeds, failing to meet the "finite-time convergence" requirements of highly dynamic tasks. Simultaneously, lift allocation often neglects thrust coordination between neighboring nodes, easily leading to local conflicts or overloads. Due to its modularity, strong fault tolerance, and ease of expansion, distributed control is gradually becoming a research hotspot in advanced flight control systems.

[0003] In multi-rotor aircraft, attitude control is essentially achieved by adjusting the thrust of each rotor to generate the required resultant force and torque. However, when the load changes dynamically or encounters sudden airflow disturbances, failure to quickly and collaboratively redistribute lift will lead to attitude instability or even loss of control.

[0004] Therefore, there is an urgent need for an adaptive attitude control technology for aircraft that can sense the system status in real time, respond quickly, and achieve distributed collaborative control. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the purpose of this application is to provide an adaptive attitude control method and device for aircraft. Through multi-source sensing fusion, dynamic lift control, finite-time tracking mechanism, and thrust coordination driven by neighbor information, it can adapt to highly dynamic flight missions in complex environments and has significant engineering application value.

[0006] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, this application provides an adaptive attitude control method for an aircraft, the method comprising the following steps: The system monitors and calculates the target aircraft's real-time attitude data, real-time air pressure changes, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance forces. Based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft, a dynamic lift demand model is constructed. Based on the real-time attitude data, the real-time air pressure change, the real-time latitude and longitude, the real-time ground velocity, the real-time vertical velocity, the real-time three-dimensional airspeed vector, the real-time altitude, the real-time total mass, and the real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the defined total lift demand equation, the total rotor thrust is obtained. Based on the total rotor thrust and the finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; wherein, The real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

[0007] Based on the above technical solution, the method includes the following steps: The system monitors and obtains the target aircraft's real-time three-axis angular velocity, real-time three-axis acceleration, real-time gravitational acceleration, and real-time vertical acceleration. Based on the real-time three-axis angular velocity and the real-time three-axis acceleration, the real-time attitude angle data is calculated. The real-time attitude data is obtained based on the real-time attitude angle data, the real-time gravitational acceleration, and the real-time vertical acceleration; wherein, The real-time attitude angle data includes: real-time roll angle, real-time pitch angle, and real-time yaw angle.

[0008] Based on the above technical solution, the method further includes the following steps: Based on the load sensor pre-installed on the target aircraft, the real-time force at the corresponding fulcrum is measured and obtained. The real-time total load is calculated based on the real-time forces at each support point. The real-time total mass is obtained based on the real-time total load and the mass of the aircraft itself.

[0009] Based on the above technical solution, the vertical force balance equation of the aircraft is: ;in, The total thrust of each rotor, The real-time total mass is... The real-time gravitational acceleration, The real-time vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0010] Based on the above technical solution, the total lift requirement equation for the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0011] Based on the above technical solution, the method further includes the following steps: Based on the real-time attitude data, the real-time air pressure change, the real-time ground velocity, the real-time vertical velocity, and the real-time external disturbance force, the total lift demand equation of the aircraft is reconstructed to obtain the reconstructed total lift demand equation of the aircraft. The reconstructed equation for the total lift requirement of the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance force is the equivalent vertical force corresponding to the real-time external disturbance force. For height correction items, This refers to the real-time air pressure change. The real-time vertical velocity, For data fusion time constant, For the dynamic compensation term of the disturbance, The rotation matrix corresponding to the real-time attitude angle data. This represents the disturbance gain coefficient corresponding to the target aircraft. The real-time three-dimensional airspeed vector is denoted as .

[0012] Based on the above technical solution, the method is configured with a real-time total mass calculation formula, which is as follows: ; ;in, The real-time total load is [value]. The mass of the aircraft itself. The real-time total mass is... The real-time force corresponding to each fulcrum equipped with a load sensor. The real-time gravitational acceleration is given.

[0013] Secondly, this application provides an adaptive attitude control device for an aircraft, the device comprising: The real-time monitoring module is used to monitor and calculate the target aircraft's real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force. The model building module is used to construct a dynamic lift demand model based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft. The total thrust acquisition module is used to obtain the rotor total thrust based on the real-time attitude data, the real-time air pressure change, the real-time latitude and longitude, the real-time ground velocity, the real-time vertical velocity, the real-time three-dimensional airspeed vector, the real-time altitude, the real-time total mass, and the real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the defined total lift demand equation. The rotor coordination control module is used to ensure that, based on the total rotor thrust and a finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; wherein, The real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

[0014] Based on the above technical solution, the real-time monitoring module is also used to monitor and obtain the real-time three-axis angular velocity, real-time three-axis acceleration, real-time gravitational acceleration and real-time vertical acceleration of the target aircraft. The real-time monitoring module is also used to calculate and obtain real-time attitude angle data based on the real-time three-axis angular velocity and the real-time three-axis acceleration. The real-time monitoring module is further configured to obtain the real-time attitude data based on the real-time attitude angle data, the real-time gravitational acceleration, and the real-time vertical acceleration; wherein, The real-time attitude angle data includes: real-time roll angle, real-time pitch angle, and real-time yaw angle.

[0015] Based on the above technical solution, the real-time monitoring module is also used to measure and obtain the real-time force at the corresponding fulcrum based on the load sensor preset on the target aircraft; The real-time monitoring module is also used to calculate the real-time total load based on the real-time force at each support point. The real-time monitoring module is also used to obtain the real-time total mass based on the real-time total load and the mass of the aircraft itself.

[0016] Based on the above technical solution, the vertical force balance equation of the aircraft is: ;in, The total thrust of each rotor, The real-time total mass is... The real-time gravitational acceleration, The real-time vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0017] Based on the above technical solution, the total lift requirement equation for the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0018] Based on the above technical solution, the model building module is also used to reconstruct the total lift demand equation of the aircraft based on the real-time attitude data, the real-time air pressure change, the real-time ground speed, the real-time vertical speed and the real-time external disturbance force, so as to obtain the reconstructed total lift demand equation of the aircraft. The reconstructed equation for the total lift requirement of the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance force is the equivalent vertical force corresponding to the real-time external disturbance force. For height correction items, This refers to the real-time air pressure change. The real-time vertical velocity, For data fusion time constant, For the dynamic compensation term of the disturbance, The rotation matrix corresponding to the real-time attitude angle data. This represents the disturbance gain coefficient corresponding to the target aircraft. The real-time three-dimensional airspeed vector is denoted as .

[0019] Based on the above technical solution, the device is equipped with a real-time total mass calculation formula, which is as follows: ; ;in, The real-time total load is [value]. The mass of the aircraft itself. The real-time total mass is... The real-time force corresponding to each fulcrum equipped with a load sensor. The real-time gravitational acceleration is given.

[0020] Compared with the prior art, the advantages of this application are: This application, through multi-source sensing fusion, dynamic lift control, finite-time tracking mechanism, and thrust coordination driven by neighbor information, can adapt to highly dynamic flight missions in complex environments and has significant engineering application value. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a system architecture diagram of the adaptive attitude control method for aircraft according to an embodiment of this application; Figure 2 This is a flowchart of the FT-DAT algorithm corresponding to the adaptive attitude control method for aircraft in this application embodiment; Figure 3 This is a schematic diagram of the communication topology and thrust allocation corresponding to the adaptive attitude control method for aircraft in this application embodiment. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0025] This application provides an adaptive attitude control method and apparatus for aircraft. Through multi-source sensing fusion, dynamic lift control, finite-time tracking mechanism, and thrust coordination driven by neighbor information, it can adapt to highly dynamic flight missions in complex environments and has significant engineering application value.

[0026] To achieve the aforementioned technical effects, the overall concept of this application is as follows: An adaptive attitude control method for aircraft, comprising the following steps: S1. Monitor and calculate the target aircraft's real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force. S2. Based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft, a dynamic lift demand model is constructed. S3. Based on real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the definition of the total lift demand equation, the total thrust of the rotor is obtained. S4. Based on the total rotor thrust and a finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; where, Real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

[0027] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0028] Firstly, see [the following] Figures 1-3 As shown in the figure, this application provides an adaptive attitude control method for an aircraft, which includes the following steps: S1. Monitor and calculate the target aircraft's real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force. S2. Based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft, a dynamic lift demand model is constructed. S3. Based on real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the definition of the total lift demand equation, the total thrust of the rotor is obtained. S4. Based on the total rotor thrust and a finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; where, Real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

[0029] In this embodiment, through multi-source sensing fusion, dynamic lift control, finite-time tracking mechanism, and thrust coordination driven by neighbor information, it can adapt to highly dynamic flight missions in complex environments and has significant engineering application value.

[0030] Furthermore, the method includes the following steps: The system monitors and obtains the target aircraft's real-time three-axis angular velocity, real-time three-axis acceleration, real-time gravitational acceleration, and real-time vertical acceleration. Based on the real-time three-axis angular velocity and the real-time three-axis acceleration, the real-time attitude angle data is calculated. The real-time attitude data is obtained based on the real-time attitude angle data, the real-time gravitational acceleration, and the real-time vertical acceleration; wherein, The real-time attitude angle data includes: real-time roll angle, real-time pitch angle, and real-time yaw angle.

[0031] Furthermore, the method also includes the following steps: Based on the load sensor pre-installed on the target aircraft, the real-time force at the corresponding fulcrum is measured and obtained. The real-time total load is calculated based on the real-time forces at each support point. The real-time total mass is obtained based on the real-time total load and the mass of the aircraft itself.

[0032] Furthermore, the force balance equation for the aircraft in the vertical direction is: ;in, The total thrust of each rotor, The real-time total mass is... The real-time gravitational acceleration, The real-time vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0033] Furthermore, the total lift requirement equation for the aircraft is: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0034] Furthermore, the method also includes the following steps: Based on the real-time attitude data, the real-time air pressure change, the real-time ground velocity, the real-time vertical velocity, and the real-time external disturbance force, the total lift demand equation of the aircraft is reconstructed to obtain the reconstructed total lift demand equation of the aircraft. The reconstructed equation for the total lift requirement of the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance force is the equivalent vertical force corresponding to the real-time external disturbance force. For height correction items, This refers to the real-time air pressure change. The real-time vertical velocity, For data fusion time constant, For the dynamic compensation term of the disturbance, The rotation matrix corresponding to the real-time attitude angle data. This represents the disturbance gain coefficient corresponding to the target aircraft. The real-time three-dimensional airspeed vector is denoted as .

[0035] Furthermore, the method is configured with a real-time total mass calculation formula, which is: ; ;in, The real-time total load is [value]. The mass of the aircraft itself. The real-time total mass is... The real-time force corresponding to each fulcrum equipped with a load sensor. The real-time gravitational acceleration is given.

[0036] It should be noted that the system architecture of the technical solution in this application embodiment is mainly as follows in specific implementation: Sensor layer: IMU, barometer, GPS, load sensor; Data fusion and state estimation layer: attitude calculation, altitude correction, and disturbance observation; Control decision layer: total lift calculation, FT-DAT algorithm, logic control; Execution layer: Drive modules for each rotor motor; Communication layer: State exchange between nodes based on wireless networks (such as ZigBee, UWB or 5G).

[0037] The specific implementation of the technical solution in this application embodiment is as follows: First, the basic data for multi-source sensing fusion: By integrating data from IMU, GPS, barometer, and load sensors, high-precision perception of the aircraft's status and external disturbances is achieved. The sensor layer primarily includes IMU, barometer, GPS, and load sensors. The data acquired by each sensor is mainly as follows: a. IMU (Inertial Measurement Unit). Capable of acquiring triaxial angular velocities. With linear acceleration The attitude angles are calculated using quaternion or Euler angle update algorithms (such as complementary filtering, extended Kalman filtering, EKF). Its numerical value is expressed as These correspond to roll, pitch, and yaw angles, respectively. Simultaneously, the IMU can directly measure the real-time gravitational acceleration g (based on the measurement value of the IMU's built-in gravimeter, taking into account the slight influence of geographical location and altitude on gravity) and (directly measured by the IMU accelerometer, reflecting the current vertical motion state of the aircraft), and finally output high-frequency attitude data (frequency greater than or equal to 100Hz) for real-time control.

[0038] b. Barometer. Capable of highly integrating IMU data to suppress drift. Among other things, The standard parameter for sea level. This represents the temperature lapse rate. While barometers measure slow altitude changes with high absolute accuracy, IMUs (Integrated Mutual Amplifiers) provide good short-term altitude dynamics through quadratic acceleration integration but are prone to drift. By fusing the two methods using EKF (Extreme Kinematics Function), the fast dynamic response of the IMU can be utilized, while the barometer suppresses IMU altitude drift, resulting in a high-frequency output of the pressure change. (Reflects vertical displacement corresponding to changes in air pressure, affected by temperature and air pressure fluctuations, but with a high response frequency). In altitude calculation, temperature sensor data or standard atmospheric model parameters (such as sea level standard parameters) are incorporated. Temperature compensation is performed using temperature lapse rate α to improve measurement accuracy under different environments.

[0039] c. GPS. It provides latitude, longitude, altitude, and ground velocity, and can form loosely or tightly coupled navigation systems with barometers and IMUs, improving positioning and airspeed estimation accuracy. GPS position and velocity information, used as observation inputs to the EKF (Extended Kinematics Function), periodically corrects the accumulated errors of the IMU, significantly improving long-term positioning accuracy. Utilizing GPS ground velocity... By combining the aircraft's attitude with wind speed models or state observers, airspeed can be estimated. And wind speed vector, at this time, GPS can output (Vertical velocity calculated by GPS (reflects the vertical movement trend under GPS positioning, affected by multipath effect but with good long-term stability)) (GPS measurements are corrected (including horizontal and vertical components, converted to velocity components in the aircraft coordinate system via a rotation matrix). Airspeed information can be used for forward flight dynamic compensation, while the wind speed vector is used to estimate external disturbance forces.) Important prior information.

[0040] d. Load sensor. Installed at the landing gear or fuselage connection point to measure the force at each support point. ; Let the total load be The mass of the aircraft itself The total mass is then obtained as .

[0041] e. External airflow disturbance observer. This mainly utilizes the IMU acceleration residuals and air pressure fluctuations, combined with a disturbance observer (Kalman filter) to estimate the external disturbance force. The disturbance term will be introduced as feedforward compensation into the lift demand calculation. The core principle of the acceleration residual method is to utilize the residual between the acceleration measured by the IMU and the acceleration expected based on the model and motor thrust. The disturbance observer uses this residual as its input. The observer's dynamic equations can be designed as follows: Its output This represents the estimated external disturbance force, where ra is the residual vector. The vertical component of this disturbance force... It will be used as feedforward compensation, directly incorporated into the lift demand calculation, to achieve active control against disturbances.

[0042] Through this integration, multi-source sensing fusion has formed a complete closed loop, including raw data, fusion estimation, and control applications.

[0043] Secondly, dynamic lift demand modeling: Based on real-time weight and gravitational acceleration, the total lift requirement is dynamically calculated to improve control adaptability; based on the aforementioned sensor data settings, the force balance equation for the aircraft in the vertical direction is: ; in, The total thrust of each rotor is given, and the total mass is given in real time (obtained from the load sensor). This is real-time gravitational acceleration (obtained by IMU measurement). Vertical acceleration (obtained by IMU measurement). The equivalent vertical force of external disturbance (including the comprehensive equivalent value of disturbances such as gusts, airflow disturbances, and load sway, which is the vertical component estimated by the disturbance observer).

[0044] To achieve more precise control, the total lift requirement is defined as follows: ; in, denoted as the total rotor thrust, and m as the real-time total mass (obtained from the load sensor). The desired vertical acceleration (generated by flight control commands to achieve vertical motion targets such as hovering, climbing, and descending). The equivalent vertical force of the disturbance (the vertical component estimated by the disturbance observer, used for feedforward compensation of the disturbance effect).

[0045] To improve the model's adaptability to environmental changes and sensor errors, IMU attitude data will be used. Barometer altitude data GPS positioning and airspeed data External disturbance vertical effect Incorporating lift demand calculations, the reconstructed total lift demand model is as follows: ; in: This is the total thrust of the rotor. m is the real-time total mass (obtained by the load sensor); The desired vertical acceleration (generated by flight control commands); For the height correction term, where, , Vertical velocity calculated by GPS To balance the response speed difference between barometer and GPS data, and achieve smooth calibration of altitude data, correction is needed. Input deviation); For the dynamic compensation term of the disturbance, The rotation matrix for the attitude angles measured by the IMU (including pitch, roll, and yaw angles, used to project the GPS velocity onto the aircraft's vertical axis). This is the disturbance gain coefficient (a coefficient calibrated based on the aerodynamic characteristics of the aircraft and the range of ambient wind speed, which quantifies the influence of attitude and airspeed on the disturbance). (Three-dimensional airspeed vector measured by GPS) The equivalent vertical force of the disturbance (estimated by the disturbance observer).

[0046] The reconstructed model leverages the complementary characteristics of barometer and GPS data to generate more accurate vertical motion reference values, avoiding lift requirement deviations caused by errors from a single sensor; combined with the aircraft's attitude... ) and airspeed ( Adjusting disturbance observations in real time The compensation weights are automatically increased when the aircraft's attitude changes or encounters wind speed disturbances, so that the total lift demand can dynamically adapt to "aerodynamic disturbances" (such as changes in lift components during tilted flight) and "wind speed disturbances" (such as the effect of crosswinds on vertical lift).

[0047] Thirdly, the Finite-Time Distributed Average Tracking Algorithm (FT-DAT): The algorithm implementation mainly follows the following logic: 1. Data Acquisition and Alignment Obtained via weight sensor IMU acquisition ; Barometer acquisition GPS acquisition ; Perturbation observer obtains ; pass The data fusion time constant enables multi-data clock alignment, eliminating data delays between sensors.

[0048] 2. Lift Calculation Basic requirements calculation Then, by integrating the data from each sensor through height compensation and disturbance compensation, the calibration result is calculated. ; 3. Thrust Distribution Will According to the rotor layout of the aircraft (such as quadcopter or hexacopter), the target speed commands for each motor are assigned to each rotor, and the vertical and attitude control are coordinated by combining the attitude control algorithm.

[0049] FT-DAT can solve the problem of how to quickly, collaboratively, and conflict-free distribute thrust among multiple rotors in a multi-rotor aircraft under load changes and external disturbances. Traditional centralized distribution is prone to single-point-of-failure risks, while conventional distributed algorithms have slow convergence speeds. This scheme employs a finite-time distributed average tracking algorithm to ensure that thrust commands from all rotor nodes can quickly reach consensus and accurately track the total lift demand, while simultaneously generating the control torque required to maintain attitude stability. The algorithm design for this problem is described in detail below.

[0050] Assuming the aircraft has Each rotor node, The local lift reference value is The goal is to make all nodes It converges to the average value in a finite time. ,Right now: And satisfy To avoid thrust conflict.

[0051] Assume the communication topology is an undirected connected graph. Adjacency matrix Laplace matrix .

[0052] The tracking error is the deviation between the actual attitude and the desired attitude. Specifically, the tracking error ei can be expressed as: in, It is the actual pose quaternion of node i. It is the expected posture quaternion.

[0053] Design a nonlinear distributed control law: , in: ; Controlling linear and nonlinear gain : Nonlinear exponent, ensuring convergence in finite time; :node The set of neighbors; : Communication weights (adjacency matrix elements); : Neighbor node status; Choose a positive definite function V(x) as a candidate Lyapunov function. This function should generally satisfy V(x) = 0 and remain constant when x ≠ 0. .

[0054] Taking the time derivative of V(x) gives V˙(x), which, when substituted into the control law, results in the control law... Substitute the values ​​into the dynamic equations of the system, and then calculate V˙(x).

[0055] Analyze the sign of the derivative: if V˙(x) is negative definite (i.e., ... For all x ≠ 0, then the system is asymptotically stable. If V˙(x) is semi-negative definite (i.e., ...), then the system is asymptotically stable. If so, then the system is Lyapunov stable.

[0056] Applying finite-time stability theory: if the derivative of the system satisfies certain conditions, for example... ,in If 0 < α < 1 < β, then the system will converge to zero in a finite amount of time.

[0057] After the above control algorithm, the FT-DAT algorithm outputs a consistent base thrust. The final thrust command for each rotor is determined by T̅ and the output of the torque distribution module. This is achieved by solving the equations. When the resultant force is satisfied Under the constraints, the thrust increment for each motor's fine-tuning is calculated, and finally, a command that satisfies both lift requirements and attitude torque is synthesized. This process ensures that the control torque M calculated in the first point is executed precisely.

[0058] Meanwhile, the iterative process of FT-DAT is monitored by a logic controller, the specific logic control strategy of which is detailed below. Each node, according to... When adjusting the PWM output, the set upper and lower thrust limits must be observed. and rate of change constraints This prevents motor saturation or sudden changes. If a node detects an abnormal thrust from a neighbor during communication (such as a sudden drop or severe deviation), it can immediately trigger a local recalculation mechanism. The node will then recalculate based on its last valid response. It outputs the default average value to maintain its own stability and assists the system in recovering from anomalies through the communication network.

[0059] Fourthly, logic control and system integration: a. Design a state machine to switch control strategies for different flight phases: ; b. Thrust Distribution and Conflict Avoidance Each node according to Adjust the PWM output; Set upper and lower limits for thrust. To prevent motor saturation; Introducing thrust rate of change constraint: To avoid mutations; If a node detects an abnormality in the thrust of its neighbor (such as a sudden drop), it triggers a local recalculation to maintain system stability.

[0060] c. Communication and synchronization mechanisms: Employing a Time-Triggered Communication (TTC) mechanism, with a periodicity... ; Each node broadcasts itself. Status flags; Use timestamps and filtering mechanisms to suppress communication delays and packet loss.

[0061] Fifthly, the complete algorithm derivation and execution process: Data acquisition: Raw data is acquired in real time by IMU, GPS, barometer, and load sensor; State estimation: fused data to calculate attitude angles, altitude, airspeed, total mass, and disturbances; Lift requirement calculation: ; Initialize reference values: ; FT-DAT iteration: Each node receives information from its neighbors. ; Calculate the error difference; Execution control law update ; Repeat until convergence or the cycle ends; Logical judgment: Determine whether to continue, pause, or switch controls based on the flight mode; Output execution: Converted into a motor PWM signal; Cyclic execution: Repeat the above process at a control cycle (e.g., 100Hz).

[0062] It should be noted that the accompanying drawings in the instruction manual... Figure 1 This is a system architecture diagram of an embodiment of this application; The attached diagram of the instruction manual Figure 2 The flowchart of the FT-DAT algorithm in this application embodiment is as follows: (by using a nonlinear control law (including sign function and power term), it ensures that the thrust reference values ​​of all nodes converge to the average value within a finite time, introduces disturbances for feedforward compensation, and dynamically adjusts the thrust of each rotor according to the real-time mass). The attached diagram of the instruction manual Figure 3 This is a schematic diagram of the communication topology and thrust allocation in an embodiment of this application (taking a three-rotor as an example, the control law Fi is designed through the neighbor state information xj, so that the cluster converges to the desired state in a finite time, the thrust of the three nodes is updated in real time, and finally converges to zero).

[0063] As shown in the attached diagram of the instruction manual. Figure 1 , Figure 2 As shown, this algorithm synchronizes real-time data collected by IMU, GPS, and load sensors to the data fusion layer via high-precision real-time communication. The data fusion layer then performs attitude calculations (outputting roll, pitch, yaw angles, etc.), load identification, disturbance observation, and altitude fusion on the extracted data, and provides it to the control decision layer. Through the FT-DAT distributed algorithm, a finite-time control law is executed on each rotor node to achieve convergence of all nodes to the average lift within a finite time. The aircraft is then controlled in real time via wireless communication. After receiving the data, each rotor (execution layer) of the aircraft drives the motors to make adjustments. At the same time, the adjusted data is transmitted to the data fusion layer via wireless communication, thus realizing a control closed loop.

[0064] As shown in the attached diagram of the instruction manual. Figure 3 As shown, this algorithm, taking three nodes as an example, establishes a ring communication link by building bidirectional neighbor relationships among the three nodes. Only neighbor relationships need to be considered between nodes, eliminating the need for global communication and improving communication efficiency. Simultaneously, it increases the robustness of the entire link (redundant design). If a link fails (AB failure), the system can still communicate through the ACB link. The goal of this algorithm is to obtain neighbor information through neighbor relationships. In the control law Under its influence, the cluster converges to the desired state (the ideal flight state) within a finite time.

[0065] During convergence, the thrust allocation strategy is as follows: During convergence, the thrust allocation strategy is as follows: Will Decomposed into thrust components of each rotor, using a dynamic model: Assignment is based on the state difference between neighbors (e.g., node state difference is...). If N represents the average neighbor state, then the direction of the thrust is... Conversely, size is determined by Decide).

[0066] In the initialization state: ; Communication weight: ; Control gain: ; The sum of neighbor states is calculated iteratively as follows: ; Applying control laws: ; Status updates in real time: ; Repeat this control process until convergence is complete.

[0067] The advantages of this method are: finite-time convergence under the reasonable balance between the convergence speed and stability of α, β, and γ; accelerated system stability due to nonlinear terms; distributed implementation: no central controller required, resistant to single points of failure; and topological robustness: the ring structure improves fault tolerance.

[0068] In summary, the technical solution of this application proposes an adaptive attitude control method for aircraft, which has the following advantages: High-precision perception: Multi-sensor fusion improves the robustness of state estimation; Strong dynamic adaptability: Based on real-time weight and disturbance compensation, it adapts to variable loads and complex environments; Fast convergence: The FT-DAT algorithm ensures that lift distribution is consistent within a finite time. Decentralized collaboration: Relies on neighbor communication, eliminating the need for a central controller and improving system reliability; Complete logic: Integrated mode switching and exception handling mechanisms ensure safe operation throughout the entire lifecycle.

[0069] This method can be widely applied to platforms such as drones, eVTOL, and flying robot swarms, providing core control technology support for future intelligent flight systems.

[0070] Secondly, embodiments of this application provide an adaptive attitude control device for an aircraft, the device comprising: The real-time monitoring module is used to monitor and calculate the target aircraft's real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force. The model building module is used to construct a dynamic lift demand model based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft. The total thrust acquisition module is used to obtain the rotor total thrust based on the real-time attitude data, the real-time air pressure change, the real-time latitude and longitude, the real-time ground velocity, the real-time vertical velocity, the real-time three-dimensional airspeed vector, the real-time altitude, the real-time total mass, and the real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the defined total lift demand equation. The rotor coordination control module is used to ensure that, based on the total rotor thrust and a finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; wherein, The real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

[0071] In this embodiment, through multi-source sensing fusion, dynamic lift control, finite-time tracking mechanism, and thrust coordination driven by neighbor information, it can adapt to highly dynamic flight missions in complex environments and has significant engineering application value.

[0072] Furthermore, the real-time monitoring module is also used to monitor and obtain the target aircraft's real-time three-axis angular velocity, real-time three-axis acceleration, real-time gravitational acceleration, and real-time vertical acceleration. The real-time monitoring module is also used to calculate and obtain real-time attitude angle data based on the real-time three-axis angular velocity and the real-time three-axis acceleration. The real-time monitoring module is further configured to obtain the real-time attitude data based on the real-time attitude angle data, the real-time gravitational acceleration, and the real-time vertical acceleration; wherein, The real-time attitude angle data includes: real-time roll angle, real-time pitch angle, and real-time yaw angle.

[0073] Furthermore, the real-time monitoring module is also used to measure and obtain the real-time force at the corresponding fulcrum based on the load sensor preset on the target aircraft; The real-time monitoring module is also used to calculate the real-time total load based on the real-time force at each support point. The real-time monitoring module is also used to obtain the real-time total mass based on the real-time total load and the mass of the aircraft itself.

[0074] Furthermore, the force balance equation for the aircraft in the vertical direction is: ;in, The total thrust of each rotor, The real-time total mass is... The real-time gravitational acceleration, The real-time vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0075] Furthermore, the total lift requirement equation for the aircraft is: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance equivalent vertical force is the force corresponding to the real-time external disturbance.

[0076] Furthermore, the model building module is also used to reconstruct the total lift demand equation of the aircraft based on the real-time attitude data, the real-time air pressure change, the real-time ground speed, the real-time vertical speed, and the real-time external disturbance force, so as to obtain the reconstructed total lift demand equation of the aircraft. The reconstructed equation for the total lift requirement of the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance force is the equivalent vertical force corresponding to the real-time external disturbance force. For height correction items, This refers to the real-time air pressure change. The real-time vertical velocity, For data fusion time constant, For the dynamic compensation term of the disturbance, The rotation matrix corresponding to the real-time attitude angle data. This represents the disturbance gain coefficient corresponding to the target aircraft. The real-time three-dimensional airspeed vector is denoted as .

[0077] Furthermore, the device is equipped with a real-time total mass calculation formula, which is as follows: ; ;;in, The real-time total load is [value]. The mass of the aircraft itself. The real-time total mass is... The real-time force corresponding to each fulcrum equipped with a load sensor. The real-time gravitational acceleration is given.

[0078] In summary, the adaptive attitude control device for aircraft provided in this application embodiment has the same technical principle as the adaptive attitude control method for aircraft provided in the first aspect in terms of technical problems, technical solutions and technical effects, so it will not be described in detail here.

[0079] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0080] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0081] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. An adaptive attitude control method for aircraft, characterized in that, The method includes the following steps: The system monitors and calculates the target aircraft's real-time attitude data, real-time air pressure changes, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance forces. Based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft, a dynamic lift demand model is constructed. Based on the real-time attitude data, the real-time air pressure change, the real-time latitude and longitude, the real-time ground velocity, the real-time vertical velocity, the real-time three-dimensional airspeed vector, the real-time altitude, the real-time total mass, and the real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the defined total lift demand equation, the total rotor thrust is obtained. Based on the total rotor thrust and the finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; wherein, The real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

2. The adaptive attitude control method for an aircraft as described in claim 1, characterized in that, The method includes the following steps: The system monitors and obtains the target aircraft's real-time three-axis angular velocity, real-time three-axis acceleration, real-time gravitational acceleration, and real-time vertical acceleration. Based on the real-time three-axis angular velocity and the real-time three-axis acceleration, the real-time attitude angle data is calculated. The real-time attitude data is obtained based on the real-time attitude angle data, the real-time gravitational acceleration, and the real-time vertical acceleration; wherein, The real-time attitude angle data includes: real-time roll angle, real-time pitch angle, and real-time yaw angle.

3. The adaptive attitude control method for an aircraft as described in claim 1, characterized in that, The method further includes the following steps: Based on the load sensor pre-installed on the target aircraft, the real-time force at the corresponding fulcrum is measured and obtained. The real-time total load is calculated based on the real-time forces at each support point. The real-time total mass is obtained based on the real-time total load and the mass of the aircraft itself.

4. The adaptive attitude control method for an aircraft as described in claim 1, characterized in that, The vertical force balance equation for the aircraft is: ;in, The total thrust of each rotor, The real-time total mass is... The real-time gravitational acceleration, The real-time vertical acceleration, The external disturbance is the equivalent vertical force corresponding to the real-time external disturbance.

5. The adaptive attitude control method for an aircraft as described in claim 4, characterized in that, The equation for the total lift requirement of the aircraft is: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance is the equivalent vertical force corresponding to the real-time external disturbance.

6. The adaptive attitude control method for an aircraft as described in claim 5, characterized in that, The method further includes the following steps: Based on the real-time attitude data, the real-time air pressure change, the real-time ground velocity, the real-time vertical velocity, and the real-time external disturbance force, the total lift demand equation of the aircraft is reconstructed to obtain the reconstructed total lift demand equation of the aircraft. The reconstructed equation for the total lift requirement of the aircraft is as follows: ;in, The total thrust of the rotor, The real-time total mass is... For the set desired vertical acceleration, The external disturbance force is the equivalent vertical force corresponding to the real-time external disturbance force. For height correction items, This refers to the real-time air pressure change. The real-time vertical velocity, For data fusion time constant, For the dynamic compensation term of the disturbance, The rotation matrix corresponding to the real-time attitude angle data. This represents the disturbance gain coefficient corresponding to the target aircraft. The real-time three-dimensional airspeed vector is denoted as .

7. The adaptive attitude control method for an aircraft as described in claim 3, characterized in that, The method is configured with a real-time total mass calculation formula, which is: ； ;in, The real-time total load is [value]. The mass of the aircraft itself. The real-time total mass is... The real-time force corresponding to each fulcrum equipped with a load sensor. The real-time gravitational acceleration is given.

8. An adaptive attitude control device for an aircraft, characterized in that, The device includes: The real-time monitoring module is used to monitor and calculate the target aircraft's real-time attitude data, real-time air pressure change, real-time latitude and longitude, real-time GPS altitude, real-time ground speed, real-time vertical speed, real-time three-dimensional airspeed vector, real-time altitude, real-time total mass, and real-time external disturbance force. The model building module is used to construct a dynamic lift demand model based on the preset vertical force balance equation of the aircraft and the total lift demand equation of the aircraft. The total thrust acquisition module is used to obtain the rotor total thrust based on the real-time attitude data, the real-time air pressure change, the real-time latitude and longitude, the real-time ground velocity, the real-time vertical velocity, the real-time three-dimensional airspeed vector, the real-time altitude, the real-time total mass, and the real-time external disturbance force, combined with the vertical force balance equation of the aircraft and the defined total lift demand equation. The rotor coordination control module is used to ensure that, based on the total rotor thrust and a finite-time distributed average tracking algorithm, the local lift reference values ​​corresponding to each rotor of the target aircraft converge to the average rotor thrust within a preset time threshold, and the sum of the local lift reference values ​​corresponding to each rotor equals the total rotor thrust; wherein, The real-time attitude data includes real-time attitude angle data, real-time gravitational acceleration, and real-time vertical acceleration.

9. The adaptive attitude control device for an aircraft as described in claim 8, characterized in that: The real-time monitoring module is also used to monitor and obtain the target aircraft's real-time three-axis angular velocity, real-time three-axis acceleration, real-time gravitational acceleration, and real-time vertical acceleration. The real-time monitoring module is also used to calculate and obtain real-time attitude angle data based on the real-time three-axis angular velocity and the real-time three-axis acceleration. The real-time monitoring module is further configured to obtain the real-time attitude data based on the real-time attitude angle data, the real-time gravitational acceleration, and the real-time vertical acceleration; wherein, The real-time attitude angle data includes: real-time roll angle, real-time pitch angle, and real-time yaw angle.

10. The adaptive attitude control device for an aircraft as described in claim 8, characterized in that: The real-time monitoring module is also used to measure and obtain the real-time force at the corresponding fulcrum based on the load sensor preset on the target aircraft. The real-time monitoring module is also used to calculate the real-time total load based on the real-time force at each support point. The real-time monitoring module is also used to obtain the real-time total mass based on the real-time total load and the mass of the aircraft itself.

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