Airship hanging load control method, electronic equipment, storage medium and program product

Abstract

The embodiment of the invention provides a control method of an airship hanging load, electronic equipment, a storage medium and a program product, and relates to the technical field of nonlinear control, the control method of the airship hanging load provided by the embodiment of the invention designs a component of a virtual control force along a cable direction in load trajectory tracking control and position error control, so that the control precision of the airship hanging load is improved; and driving the load to approach the expected trajectory. A cable direction error is introduced in cable swing angle suppression, a component perpendicular to a cable is designed, swing is suppressed, stability is guaranteed, in airship driving control implementation, according to the load control requirement, analog control force needed by the airship is solved, dynamic balance is achieved by adjusting a propelling system of the airship, the dynamic coupling effect of an airship speed ring is considered, and the airship swing angle is suppressed. The self-adaptive control of the attitude is realized, the problems of large deviation of load tracking expected trajectory, insufficient cable swing suppression and unstable airship attitude are solved, and the hoisting control precision of the airship hanging load is improved.

Description

Technical Field

[0001] This application relates to the field of nonlinear control technology, and in particular to a control method, electronic equipment, storage medium, and program product for a load suspended on an airship. Background Technology

[0002] Airships, as point-to-point delivery and high-load-capacity transport vehicles in the low-altitude domain, are widely used in various fields. Their sling transport mode has become a preferred choice for efficient transportation due to its advantages such as adaptability to goods of different sizes and shapes, hovering loading and unloading capabilities, and disregard for terrain limitations. However, current airship sling load control has significant shortcomings, making it difficult to meet the requirements of high-precision sling transport. Summary of the Invention

[0003] This application provides a control method, electronic device, storage medium, and program product for airship suspending loads, in order to alleviate or solve one or more technical problems existing in the prior art.

[0004] In a first aspect, embodiments of this application provide a method for controlling a load suspended from an airship, including: Based on load expectation location With respect to the actual location of the load First error Expected speed of load With actual load speed The second error The first control force component along the cable direction is calculated by the load controller. The first control force component is used to drive the actual position of the load. Track the desired location of the load The actual speed of the load being driven Track the expected speed of the load The load is expected to reach a certain speed. According to the expected load location Sure; Based on the desired direction of the cable relative to the actual direction of the cable The third error Desired angular velocity of the cable With the actual angular velocity of the cable The fourth error The second control force component perpendicular to the direction of the cable is calculated by the cable controller. The second control force component Used to drive the actual direction of the cable Tracking the desired direction of the cable The actual angular velocity of the driving cable Tracking the desired angular velocity of the cable Wherein, the desired angular velocity of the cable According to the desired direction of the cable Sure; Based on the airship's desired attitude angle Compared with the actual attitude angle of the airship The fifth error The desired attitude angle of the airship is determined by a second-order command filter. After smoothing, combined with the fifth error Calculate the desired attitude angular velocity of the airship Based on the fifth error and the desired attitude angular velocity of the airship Compared with the actual attitude angular velocity of the airship The sixth error The actual attitude of the airship is adjusted through the airship controller; Based on the coupling model, the actual attitude of the airship, and the total desired control force. Solve for the actual position of the airship And further based on the actual position of the airship Calculate the actual location of the load and the actual direction of the cable The actual position of the load and the actual direction of the cable Feedback is respectively sent to the load controller and the cable controller; wherein, the total expected controller According to the first control force component and the second control force component The superposition results in a coupled model comprising: the six-degree-of-freedom rigid body dynamics equations of the airship, the coupled dynamics equations of the airship position and load incorporating cable tension and sway angle dynamics, and the airship attitude loop model equations considering cable torque.

[0005] In some implementations, the statement based on the airship's desired attitude angle... Compared with the actual attitude angle of the airship The fifth error The desired attitude angle of the airship is determined by a second-order command filter. After smoothing, combined with the fifth error Calculate the desired attitude angular velocity of the airship ,include: Calculate the fifth error - ; The desired attitude angle of the airship The input is smoothed by the second-order command filter to obtain the first filter state variable. And further based on the first filter state variable Obtain the state variables of the second filter ; According to the second filter state variable Determine the desired attitude angle of the airship First derivative estimate ; Based on the fifth error Transformation matrix of attitude angle and angular velocity The estimated value of the first derivative The desired attitude angular velocity of the airship is obtained by solving the desired virtual angular velocity control law. .

[0006] In some implementations, the fifth error is used as the basis for... and the desired attitude angular velocity of the airship Compared with the actual attitude angular velocity of the airship The sixth error Adjusting the airship's actual attitude via the airship controller includes: Calculate the sixth error ; According to the fifth error Construct the first layer of Lyapunov functions for the airship controller ; According to the fifth error and the sixth error Solving for the first layer of Lyapunov functions Time first derivative ; Based on the first layer of Lyapunov functions The second-level Lyapunov function of the airship controller is obtained by extension. ; Based on the second-layer Lyapunov function Time first derivative The negative definite constraint is used to solve for the airship attitude control torque through the airship attitude control law; The actual attitude angular velocity of the airship is driven by the airship attitude control torque. Tracking the desired attitude angular velocity of the airship The fifth error gradually converges. This is to complete the adjustment of the actual attitude of the airship.

[0007] In some embodiments, calculating the first control force component along the cable direction via the load controller includes: Calculate the first error Calculate the second error ; Based on the first error and the second error, calculate the first-level Lyapunov function of the load controller. : ; in, It is the first gain coefficient. It is the second gain coefficient; Calculate the load error feedback term based on the first error and the second error. Therefore, based on the load error feedback item Calculate and solve for the virtual control force, where, It is the third gain coefficient; The virtual control force is decomposed to obtain the first control force component.

[0008] In some embodiments, calculating the second control force component perpendicular to the cable direction via the cable controller includes: Calculate the third error ; The second-layer Lyapunov function of the cable controller is calculated based on the first-layer Lyapunov function and the third error. ; According to the desired direction of the cable Calculate the desired angular velocity of the cable ,in, For antisymmetric matrices, The desired direction of the cable The normalized time derivative term; Calculate the fourth error ; The third-layer Lyapunov function of the cable controller is calculated based on the second-layer Lyapunov function and the fourth error. ; Calculate the time derivative of the third-layer Lyapunov function. ; based on Given a negative constraint, calculate the second control force component. .

[0009] In some embodiments, the coupled dynamic equations of airship position and load, which incorporate cable tension and oscillation dynamics, include: ; in, It is actual control. It's the airship's mass. For load quality, It is the length of the cable. It is the gravitational acceleration vector. The angular velocity of the load rotation. for antisymmetric matrix, for An antisymmetric matrix.

[0010] In some embodiments, the airship attitude loop model equations considering cable torque include: ; in, Let be the nonlinear term vector of the attitude loop. This is the input matrix for the attitude control torque. For the longitudinal thrust of the airship, For attitude control torque, This is the coupling matrix between the velocity loop and the attitude loop.

[0011] Secondly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor implements any of the methods of embodiments of this application when executing the computer program.

[0012] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the method of any one of the embodiments of this application.

[0013] Fourthly, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, implements any of the methods described in the embodiments of this application.

[0014] Based on any of the above technical solutions, in the load trajectory tracking control, the embodiment of this application designs a component of virtual control force along the cable direction in the position error control to drive the load to approach the desired trajectory. In the cable swing angle suppression, a cable direction error is introduced, and a component perpendicular to the cable is designed to suppress swing and ensure stability. In the airship drive control implementation, according to the load control requirements, the simulated control force required by the airship is calculated, and dynamic balance is achieved by adjusting the airship's propulsion system. Considering the dynamic coupling effect of the airship's velocity loop, adaptive control of attitude is achieved. This solves the problems of large deviation in load tracking of the desired trajectory, insufficient suppression of cable swing, and unstable airship attitude, and improves the hoisting control accuracy of the airship carrying the load.

[0015] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0016] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the various drawings denote the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments according to this application and should not be construed as limiting the scope of this application.

[0017] Figure 1 A flowchart of a control method for airship suspending loads according to an embodiment of this application is shown; Figure 2 This illustration shows a controller schematic diagram of a control method for suspending loads on an airship, as provided in an embodiment of this application. Figure 3 This diagram illustrates the expected control effect of a control method for suspending loads on an airship, as provided in an embodiment of this application. Figure 4 This paper shows a schematic diagram of the structure of a control device for suspending loads on an airship, according to an embodiment of this application. Figure 5 A block diagram of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0018] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the concept or scope of this application. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0019] To facilitate understanding of the technical solutions of the embodiments of this application, the relevant technologies of the embodiments of this application are described below. The following related technologies are optional solutions and can be arbitrarily combined with the technical solutions of the embodiments of this application, all of which fall within the protection scope of the embodiments of this application. It should be noted that the application scenarios or application examples provided in this application are for ease of understanding, and the embodiments of this application do not specifically limit the application of the technical solutions.

[0020] As a new type of transport vehicle with point-to-point delivery and large payload capacity, airships can fill the capability gaps of existing transport vehicles, construct a three-dimensional and diversified transport system, and effectively solve the bottleneck problem restricting delivery capacity in special environments. Whether in the fields of safety or economy, airships can play an important role through sling transport. In the practice of airship cargo transport, there are two main ways to connect the hull and the cargo: the first is to use rigid connectors to fix the cargo to the airship. Although this method has a simple mechanical structure, it has strict requirements on the size and shape of the cargo, limiting its adaptability; the second is to connect the cargo to the airship via cables, i.e., airship sling transport. Compared with the rigid fixing method, sling transport has significant advantages: it does not require consideration of the size and shape of the cargo, does not require additional devices to fix the cargo, and can complete cargo loading and unloading while the airship is hovering in the air. It also ignores the impact of terrain factors on cargo transport, ultimately achieving more efficient cargo transport. In conclusion, in the current context of vigorously developing the low-altitude economy, the use of airships for cargo transport is more precisely suited to the core requirements of logistics transportation in terms of accessibility, flexibility, economy, and timeliness.

[0021] The technical solution of this application and how it solves the aforementioned technical problems are described in detail below with specific embodiments. The listed specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0022] Figure 1 The diagram shown is a flowchart of the control method for airships to suspend loads, and its controller schematic diagram is as follows. Figure 2 As shown, for reference Figure 1 and Figure 2 The airship load control method provided in this application embodiment specifically includes steps 101-104: Step 101, based on the expected load location With respect to the actual location of the load First error Expected speed of load With actual load speed The second error The first control force component along the cable direction is calculated by the load controller. The first control force component is used to drive the actual position of the load to track the desired position of the load and to drive the actual speed of the load to track the desired speed of the load; the desired speed of the load is determined based on the desired position of the load. Step 102, based on the desired direction of the cable relative to the actual direction of the cable The third error Desired angular velocity of the cable With the actual angular velocity of the cable The fourth error is calculated by the cable controller using the second control force component perpendicular to the cable direction. The second control force component is used to drive the actual direction of the cable to track the desired direction of the cable and to drive the actual angular velocity of the cable to track the desired angular velocity of the cable; wherein, the desired angular velocity of the cable is determined according to the desired direction of the cable. Step 103, based on the desired attitude angle of the airship Compared with the actual attitude angle of the airship The fifth error Desired attitude angular velocity of the airship Compared with the actual attitude angular velocity of the airship The sixth error The airship's actual attitude is adjusted by the airship controller; the desired attitude angular velocity of the airship is determined based on the desired attitude angle of the airship. Step 104: Based on the coupling model and the actual attitude of the airship, solve for the actual position of the load and the actual direction of the cable, and feed back the actual position of the load and the actual direction of the cable to the load controller and the cable controller, respectively. The coupling model includes the following simultaneous equations: the six-degree-of-freedom rigid body dynamics equations of the airship, the coupled dynamics equations of the airship position and load that incorporate cable tension and swing angle dynamics, and the airship attitude loop model equations that consider cable torque.

[0023] This application embodiment addresses a hybrid layout low-altitude heavy-duty airship load-bearing system. It constructs a mathematical coupling model of the airship load-bearing system, designs a load-bearing stabilization control algorithm, and achieves stable control when the airship is carrying cargo. That is, while the airship is flying smoothly, it can effectively suppress the swaying of the load.

[0024] The dynamic equations of the airship are established using the Newton-Euler method: Formula 1 In the formula, It is the total mass of the airship (considered as a rigid body). Let O be the additional mass of the airship orbiting point O, where O is any point on a six-degree-of-freedom rigid body. It is a 3×3 identity matrix. Let be the radius vector from the airship's center of mass to its body center, expressed in the airship's coordinate system as: , Let O be the inertial tensor matrix of the airship about point O. For the airship's additional inertial tensor matrix about point O, The linear velocity vector representing the center of mass of the airship. The linear acceleration vector representing the center of mass of the airship is expressed in the airship coordinate system as: , The angular velocity vector of the rigid body. and These are the net external force acting on the airship and its torque relative to point O, respectively.

[0025] Establish the coupled dynamic equations of airship position and suspended load using d'Alembert's principle:

[0026] Formula 2 in, It is actual control. It's the airship's mass. For load quality, It is the length of the cable. It is the gravitational acceleration vector. The angular velocity of the load rotation. for antisymmetric matrix, for An antisymmetric matrix.

[0027] Considering the cable torque, the equations for the airship attitude loop model are established: Formula 3 in, Let be the nonlinear term vector of the attitude loop. This is the input matrix for the attitude control torque. This is the input vector for attitude control torque. This is the coupling matrix between the velocity loop and the attitude loop.

[0028] The three equations above are combined to form a mathematically coupled model that can be used for control design. This coupled model provides a theoretical basis for the subsequent backstepping control strategy, and simplifies the control input analysis through the full-drive assumption.

[0029] Depend on: Formula 4 It can be seen that the acceleration of the load Mainly composed of The rotation angle and angular acceleration of the cable are mainly controlled by... Control, due to ,so and It can be seen as F The component of the force along the cable direction and the component of the force perpendicular to the cable direction can be used to obtain... F The component of the force along the cable direction controls the position and velocity of the load, while the component perpendicular to the cable direction controls the angle and angular velocity of the cable. These two components are controlled independently, so in subsequent controller design, this will be consciously considered. FDecomposed into components along the cable direction and the component of force perpendicular to the cable direction To carry out the design, that is Formula 5 in , .

[0030] Using the backstepping method as the core control framework, the high-order nonlinear system is decomposed into multiple subsystems, and control laws are designed step by step. A suitable control law is designed according to the backstepping method design process. F ,produce and This system achieves control over the load position and cable swing angle. In load trajectory tracking control, a virtual control force component along the cable direction is designed in the position error control to drive the load towards the desired trajectory. Cable swing angle suppression introduces a cable direction error, and a component perpendicular to the cable is designed to suppress swaying and ensure stability. The asymptotic stability of the closed-loop system is proved by constructing a composite Lyapunov function.

[0031] Define the position error function and velocity error function as follows, and begin the design of the controller based on the backstepping method: Formula 6 Formula 7 in, The first error, For the actual location of the load, For the desired load location, The actual speed of the load. For the expected speed of the load, This is the second error. Actual load position. To determine the actual position of the airship and cable direction The following can be calculated based on the cable length L: .

[0032] Define the first-level Lyapunov function of the load controller. as follows: Formula 8 in, It is the first gain coefficient. These are the second gain coefficients, all of which are positive real numbers. Load error state feedback is introduced here: Formula 9 in, It is the third gain coefficient.

[0033] In order to make To satisfy the negative definite or semi-negative definite conditions, the second term in the above formula needs to be eliminated in the design process. F Let its second term be zero, but because The existence of F It was confined to the direction along the cable, so the design was... The direction of this vector is restricted to the direction of the cable. Observation As a vector, if you want to and To cancel each other out, it is necessary to expect the direction of the vector to be along the cable. q The direction. Therefore, the expected direction can be defined. q The direction, that is q Virtual control rate: Formula 10 definition Virtual force vector Virtual force vector It can also represent the component along the cable direction and the component perpendicular to the cable direction, thus: Formula 11 Formula 12 In the formula, Therefore, the desired control input The component along the cable direction can be defined as: Formula 13 according to: Formula 14 It can be seen that, in reality, The state is determined by the position and speed of the load and cannot be directly driven. Therefore, a controller design based on the load position control is needed.

[0034] In order to drive To the desired cable direction Above, definition Error function and its derivative: Formula 15 Constructing the second-level Lyapunov function The following includes the position and speed of the first layer load and the cable swing angle of that layer: Formula 16 In the formula, This is the third error.

[0035] The desired angular velocity of the cable is derived to further perform the backstepping process. The desired angular velocity of the cable is: Formula 17 Define the fourth error, namely the error function of angular velocity: Formula 18 Based on the formula, a third-level Lyapunov function including angular acceleration is defined: Formula 19 In the above formula, This is the fourth error.

[0036] Formula 20 The first term is in a semi-negative fixed form; the third term can be eliminated in the case of full drive, i.e., when the thrust along the cable direction is defined; the intermediate term makes the subsequent backstepping method design... As the expression approaches zero, this term is eliminated. To make the second term in the above equation zero, a desired control input can be set. Component perpendicular to the cable direction It can be defined as: Formula 21 The time derivative of the third-level Lyapunov function can be simplified to: Formula 22 in: .

[0037] Desired Control for: Formula 23 Thus, by virtue of the airship's all-propulsion capability, it directly provides... F Set a control law, and make Thus, the control input is obtained, which is the control input of the final airship position-suspended load system, thereby solving the trajectory tracking control problem of the suspended load and completing the design of the controller.

[0038] In the implementation of airship drive control, which adjusts the actual attitude of the airship through the airship controller, the simulated control force required by the airship is calculated according to the load control requirements, and dynamic balance is achieved by adjusting the airship's propulsion system. Considering the dynamic coupling effect of the airship's velocity loop, an adaptive control law is designed based on an adaptive backstepping control framework to achieve adaptive attitude control.

[0039] Analog control input can only be achieved through adjustments to the fully driven airship. F : Formula 24 These are gravity, buoyancy, aerodynamic force, additional inertial force, and active control force. Since gravity and buoyancy are constant within a certain space, and during normal cruise, the airship's weight-buoyancy balance is maintained (i.e., buoyancy equals gravity) to reduce system energy consumption. Therefore, at this time... F In reality, it is driven by aerodynamic forces, additional inertial forces, and active control forces. Aerodynamic forces and additional inertial forces are functions of the airship's linear velocity vector and attitude angular state quantities, which are known and measurable quantities. Therefore, in order to ensure that the airship generates analog control inputs... F With the expected control law To achieve consistency, the airship's main power control input needs to be constantly adjusted to reach a dynamic balance, namely: Formula 25 From Equation 23, the aerodynamic force is obtained. Additional inertial force The following is an introduction to the airship modeling section: Formula 26 In the above formula, The atmospheric density at the altitude at which the airship flies. , , These represent the components of the total aerodynamic force along the x, y, and z axes of the hull coordinate system. This is the reference area for the airship. , , These are the aerodynamic coefficients along the x, y, and z axes of the hull coordinate system, respectively. It is the square of the airship's airspeed magnitude (the modulus of the airspeed vector).

[0040] Formula 27 The airship's attitude loop is unaffected in the trajectory tracking control of the load and is not involved in the controller design. Therefore, the airship's attitude loop still needs to be controlled separately to meet the airship's trajectory implementation requirements.

[0041] In the design of trajectory tracking control for an airship's attitude loop, it is necessary to first calculate its desired attitude based on the airship's trajectory. The desired attitude angle of the airship is defined as follows: Formula 28 In the above formula, These are the desired roll angle, desired pitch angle, and desired yaw angle, respectively.

[0042] The airship's attitude model is as follows: Formula 29 in , Let be the nonlinear term vector of the attitude loop. This is the input matrix for the attitude control torque. For the longitudinal thrust of the airship, For attitude control torque, Let be the coupling matrix between the velocity loop and the attitude loop. This is the transformation matrix (also often called the attitude differential matrix / rotation matrix) between the airship's attitude angles and attitude angular velocities. Because... Bounded, that is ,in For an unknown positive real number, .definition The estimated value is The estimation error is .

[0043] For the coupling terms with the velocity loop in the model equations and the torque generated by the cable on the airship's attitude, an adaptive control method can be used to estimate them in the controller design.

[0044] The next step will be to design an adaptive attitude tracking controller to track the desired attitude. .

[0045] Step 1: Define attitude angle error (fifth error) and attitude angular velocity tracking error (sixth error): Formula 30 Formula 31 in, The virtual control law to be designed is shown below. The first-level Lyapunov function of the airship controller is selected as follows. : Formula 32 in The control gain is the diagonal matrix. This is the first-level Lyapunov function of the airship controller. Taking the first derivative in time yields: Formula 33 This is the transformation matrix. Therefore, the desired virtual angular velocity control law can be defined: Formula 34 Due to desired posture Solving for the first and second derivatives with respect to time is quite cumbersome. Therefore, the following second-order instruction filter is introduced for estimation: Formula 35 in, The damping ratio of the second-order command filter. This is the first filter state variable of the second-order command filter. This is the second filter state variable of the second-order instruction filter. Let be the natural frequency of the second-order command filter. Define the first-order derivative estimate of the desired attitude angle of the airship. The second derivative estimate of the airship's desired attitude angle Choose the appropriate , It can guarantee fast tracking of the desired attitude signal, and the estimation error is... , Bounded.

[0046] Therefore, the desired attitude angular velocity of the airship is defined based on the desired virtual angular velocity control law: Formula 36 The first-level Lyapunov function of the airship controller Take the first derivative with respect to time And combining with formula 36, ​​we get :

[0047] Formula 37 Step 2: To handle attitude angular velocity tracking errors, the first layer of Lyapunov functions is... The following extension yields the second-level Lyapunov function. : Formula 38 in, The gain parameter is a positive real number. It is the estimation error of the unknown disturbance in the airship's attitude angular velocity channel. Differentiating with respect to time yields : Formula 39 In order to seek ,Depend on achievable Formula 40 Both sides of the equal sign are adjusted for time. Differentiating gives Formula 41 Organizing can yield Formula 42 The estimated value of the first derivative of the desired angular velocity is defined as follows: estimation error , Bounded.

[0048] Design control law: Formula 43 Sum of adaptive laws: Formula 44 in, , is the control gain matrix. The gain parameter is a positive real number. Unknown disturbance in the airship attitude and angular velocity control channel The online estimate.

[0049] refer to Figure 2 This is a schematic diagram of a controller for a control method of suspending a load on an airship, provided in an embodiment of this application. The process is as follows: Position the load at the desired location... The input is sent to the load position controller (i.e., the load controller), which then combines this information with the actual load position feedback. and actual load speed Calculate the first control force component along the cable direction. and the expected direction of the cable Desired direction of the cable The input is sent to the cable swing angle controller (i.e., the cable controller). Based on the feedback of the actual cable direction q and the actual cable angular velocity w, the cable swing angle controller calculates the cable swing angle and obtains the desired cable angular velocity. And based on the desired angular velocity of the cable Control the actual angular velocity of the cable. Then, calculate the second control force component perpendicular to the cable direction using the cable angular velocity component. Then according to and The airship's position is calculated, and the load on the sling is then controlled based on that position. The two processes are dynamically coupled to transmit and provide feedback on the actual state. Meanwhile, the airship's desired attitude angle... The input will be sent to the attitude angle controller, which, combined with the feedback of the airship's actual attitude angle Θ, will output the airship's desired attitude angular velocity. , The data is then input to the attitude angular velocity controller, and the attitude control torque is calculated by combining it with the actual attitude angular velocity Ω of the airship as feedback. The airship controller includes an attitude angle controller and an attitude angular velocity controller. Attitude control torque. After the input is sent to the airship attitude module, the airship attitude module will also interact with the airship position module through dynamic coupling, thus forming a complete closed-loop control process covering load, cable, and attitude.

[0050] Figure 3The diagram illustrates the effect of controlling the airship sling transport process using the method provided in this application. It shows the three-dimensional position of the airship during sling transport, with X, Y, and Z as the three-dimensional coordinate axes. Thick solid lines correspond to the actual load trajectory, dashed lines represent the desired load trajectory, and thin solid lines represent the airship trajectory. This visually presents the actual load's tracking status of the desired trajectory and the positional relationship between the airship and the load. Figure 3 As can be seen, the actual load trajectory closely matches the expected load trajectory, indicating that the load tracks the expected trajectory with good accuracy. The airship trajectory and the load trajectory are matched in a coordinated manner. Combined with the stability of the load trajectory, it can be inferred that the cable swing is effectively suppressed. Overall, the expected control effect of accurate load tracking and coordinated system motion in airship hoisting transportation has been achieved.

[0051] Corresponding to the application scenarios and methods provided in the embodiments of this application, the embodiments of this application also provide a control device for airship suspending loads, see [link to relevant documentation]. Figure 4 The device includes: The first calculation module 401 is used for calculating based on the expected load location. With respect to the actual location of the load First error Expected speed of load With actual load speed The second error The first control force component along the cable direction is calculated by the load controller. The first control force component is used to drive the actual position of the load. Track the desired location of the load The actual speed of the load being driven Track the expected speed of the load The load is expected to reach a certain speed. According to the expected load location Sure; The second calculation module 402 is used for calculation based on the desired direction of the cable. relative to the actual direction of the cable The third error Desired angular velocity of the cable With the actual angular velocity of the cable The fourth error The second control force component perpendicular to the direction of the cable is calculated by the cable controller. The second control force component Used to drive the actual direction of the cable Tracking the desired direction of the cable The actual angular velocity of the driving cable Tracking the desired angular velocity of the cable Wherein, the desired angular velocity of the cable According to the desired direction of the cable Sure; The third calculation module 403 is used to calculate the desired attitude angle of the airship. Compared with the actual attitude angle of the airship The fifth error The desired attitude angle of the airship is determined by a second-order command filter. After smoothing, combined with the fifth error Calculate the desired attitude angular velocity of the airship Based on the fifth error and the desired attitude angular velocity of the airship Compared with the actual attitude angular velocity of the airship The sixth error The actual attitude of the airship is adjusted through the airship controller; The solution control module 404 is used to solve the problem based on the coupling model, the actual attitude of the airship, and the total desired control force. Solve for the actual position of the airship And further based on the actual position of the airship Calculate the actual location of the load and the actual direction of the cable The actual position of the load and the actual direction of the cable Feedback is respectively sent to the load controller and the cable controller; wherein, the total expected controller According to the first control force component and the second control force component The superposition results in a coupled model comprising: the six-degree-of-freedom rigid body dynamics equations of the airship, the coupled dynamics equations of the airship position and load incorporating cable tension and sway angle dynamics, and the airship attitude loop model equations considering cable torque.

[0052] The functions of each module in each device in the embodiments of this application can be found in the corresponding description in the above method, and they have corresponding beneficial effects, which will not be repeated here.

[0053] Figure 5 This is a block diagram of an electronic device used to implement embodiments of this application. For example... Figure 5 As shown, the electronic device includes a memory 501 and a processor 502. The memory 501 stores a computer program that can run on the processor 502. When the processor 502 executes the computer program, it implements the method described in the above embodiments. The number of memories 501 and processors 502 can be one or more. In a specific implementation, the electronic device may also include a communication interface 503 for communicating with external devices and exchanging data.

[0054] In practical implementation, if the memory 501, processor 502, and communication interface 503 are implemented independently, they can be interconnected via a bus to communicate with each other. This bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. This bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0055] Optionally, in a specific implementation, if the memory 501, processor 502 and communication interface 503 are integrated on a single chip, the memory 501, processor 502 and communication interface 503 can communicate with each other through an internal interface.

[0056] This application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method provided in this application.

[0057] This application provides a computer program product, including a computer program that, when executed by a processor, implements the method provided in this application.

[0058] This application also provides a chip including a processor for calling and executing instructions stored in a memory, causing a communication device with the chip installed to perform the method provided in this application.

[0059] This application also provides a chip, including: an input interface, an output interface, a processor, and a memory. The input interface, output interface, processor, and memory are connected through an internal connection path. The processor is used to execute code in the memory. When the code is executed, the processor is used to execute the method provided in the application embodiment.

[0060] It should be understood that the aforementioned processor can be a CPU (Central Processing Unit), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. General-purpose processors can be microprocessors or any conventional processor. It is worth noting that the processor can be a processor supporting Advanced Reduced Instruction Set Machines (ARM) architecture.

[0061] Further, optionally, the aforementioned memory may include read-only memory and random access memory. The memory may be volatile memory or non-volatile memory, or may include both. Non-volatile memory may include read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory may include random access memory (RAM), which serves as an external cache. By way of example, but not limitation, many forms of RAM are available. Examples include Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Sync Link DRAM (SLDRAM), and Direct Rambus RAM (DR RAM).

[0062] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions according to this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another.

[0063] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0064] 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, "a plurality of" means two or more, unless otherwise explicitly specified.

[0065] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process. Furthermore, the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functionality involved.

[0066] The logic and / or steps described in the flowchart or otherwise herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus or device (such as a computer-based system, a processor-included system or other system that can fetch and execute instructions from, an instruction execution system, apparatus or device).

[0067] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. All or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware, the program being stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiments.

[0068] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. This storage medium can be a read-only memory, a disk, or an optical disk, etc.

[0069] The above description is merely an exemplary embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope described in this application, and these should all be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for suspending loads on an airship, characterized in that, include: Based on load expectation location With respect to the actual location of the load First error Expected speed of load With actual load speed The second error The first control force component along the cable direction is calculated by the load controller. The first control force component is used to drive the actual position of the load. Track the desired location of the load The actual speed of the load being driven Track the expected speed of the load The load is expected to reach a certain speed. According to the expected load location Sure; Based on the desired direction of the cable relative to the actual direction of the cable The third error Desired angular velocity of the cable With the actual angular velocity of the cable The fourth error The second control force component perpendicular to the direction of the cable is calculated by the cable controller. The second control force component Used to drive the actual direction of the cable Tracking the desired direction of the cable The actual angular velocity of the driving cable Tracking the desired angular velocity of the cable Wherein, the desired angular velocity of the cable According to the desired direction of the cable Sure; Based on the airship's desired attitude angle Compared with the actual attitude angle of the airship The fifth error The desired attitude angle of the airship is determined by a second-order command filter. After smoothing, combined with the fifth error Calculate the desired attitude angular velocity of the airship Based on the fifth error and the desired attitude angular velocity of the airship Compared with the actual attitude angular velocity of the airship The sixth error The actual attitude of the airship is adjusted through the airship controller; Based on the coupling model, the actual attitude of the airship, and the total desired control force. Solve for the actual position of the airship And further based on the actual position of the airship Calculate the actual location of the load and the actual direction of the cable The actual position of the load and the actual direction of the cable Feedback is respectively sent to the load controller and the cable controller; wherein, the total expected controller According to the first control force component and the second control force component The superposition results in a coupled model comprising: the six-degree-of-freedom rigid body dynamics equations of the airship, the coupled dynamics equations of the airship position and load incorporating cable tension and sway angle dynamics, and the airship attitude loop model equations considering cable torque.

2. The method according to claim 1, characterized in that, The airship's desired attitude angle Compared with the actual attitude angle of the airship The fifth error The desired attitude angle of the airship is determined by a second-order command filter. After smoothing, combined with the fifth error Calculate the desired attitude angular velocity of the airship ,include: Calculate the fifth error - ; The desired attitude angle of the airship The input is smoothed by the second-order command filter to obtain the first filter state variable. And further based on the first filter state variable Obtain the state variables of the second filter ; According to the second filter state variable Determine the desired attitude angle of the airship First derivative estimate ; Based on the fifth error Transformation matrix of attitude angle and angular velocity The estimated value of the first derivative The desired attitude angular velocity of the airship is obtained by solving the desired virtual angular velocity control law. .

3. The method according to claim 2, characterized in that, The fifth error and the desired attitude angular velocity of the airship Compared with the actual attitude angular velocity of the airship The sixth error Adjusting the airship's actual attitude via the airship controller includes: Calculate the sixth error ; According to the fifth error Construct the first layer of Lyapunov functions for the airship controller ; According to the fifth error and the sixth error Solve for the first layer of Lyapunov functions Time first derivative ; Based on the first layer of Lyapunov functions The second-level Lyapunov function of the airship controller is obtained by extension. ; Based on the second-layer Lyapunov function Time first derivative The negative definite constraint is used to solve for the airship attitude control torque through the airship attitude control law; The actual attitude angular velocity of the airship is driven by the airship attitude control torque. Tracking the desired attitude angular velocity of the airship The fifth error gradually converges. This is to complete the adjustment of the actual attitude of the airship.

4. The method according to claim 1, characterized in that, The calculation of the first control force component along the cable direction via the load controller includes: Calculate the first error Calculate the second error ; Based on the first error and the second error, calculate the first-level Lyapunov function of the load controller. : ； in, It is the first gain coefficient. It is the second gain coefficient; Calculate the load error feedback term based on the first error and the second error. Therefore, based on the load error feedback item Calculate and solve for the virtual control force, where, It is the third gain coefficient; The virtual control force is decomposed to obtain the first control force component.

5. The method according to claim 4, characterized in that, The calculation of the second control force component perpendicular to the cable direction via the cable controller includes: Calculate the third error ; The second-layer Lyapunov function of the cable controller is calculated based on the first-layer Lyapunov function and the third error. ; According to the desired direction of the cable Calculate the desired angular velocity of the cable ,in, For antisymmetric matrices, The desired direction of the cable The normalized time derivative term; Calculate the fourth error ; The third-layer Lyapunov function of the cable controller is calculated based on the second-layer Lyapunov function and the fourth error. ; Calculate the time derivative of the third-layer Lyapunov function. ; based on Given a negative constraint, calculate the second control force component. .

6. The method according to claim 1, characterized in that, The coupled dynamic equations of airship position and load, which incorporate cable tension and swing angle dynamics, include: ； in, It is actual control. It's the airship's mass. For load quality, It is the length of the cable. It is the gravitational acceleration vector. The angular velocity of the load rotation. for antisymmetric matrix, for An antisymmetric matrix.

7. The method according to claim 1, characterized in that, The airship attitude loop model equations considering cable torque include: ； in, Let be the nonlinear term vector of the attitude loop. This is the input matrix for the attitude control torque. For the longitudinal thrust of the airship, For attitude control torque, This is the coupling matrix between the velocity loop and the attitude loop.

8. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory, wherein the processor, when executing the computer program, implements the method of any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of any one of claims 1-7.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1-7.

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