A center of gravity control method and device applied to a goods location picking scenario and a flying vehicle

Abstract

The application relates to the field of flight control technology and discloses a center of gravity control method and device applied to a cargo position and cargo taking scene and a flying vehicle. Before the cargo is grabbed, the weight of the cargo and the position of the cargo relative to the center of gravity of the flying vehicle are predicted based on the collected cargo image, the current initial attitude angle of the flying vehicle is collected, the real-time attitude angle and the angle change of the flying vehicle when the flying vehicle grabs the cargo are monitored, if the angle change meets the center of gravity adjustment condition of the flying vehicle, the actual center of gravity offset of the flying vehicle is analyzed based on the real-time attitude angle of the flying vehicle and the predicted weight of the cargo, finally, the center of gravity of the flying vehicle is adjusted in combination with the attitude change analysis result of the flying vehicle, so that the center of gravity stability of the flying vehicle in the process of grabbing the cargo is maintained, the flight stability and the accuracy of the flying vehicle in the process of grabbing the cargo are improved, and the safety of the cargo transportation operation is improved, and the cargo is efficiently and accurately delivered to the destination.

Description

Technical Field

[0001] This invention relates to the field of flight control technology, and in particular to a center of gravity control method, device and aircraft applied in cargo retrieval scenarios. Background Technology

[0002] In modern logistics and warehousing systems, unmanned aerial vehicles (UAVs) are becoming an important tool for achieving intelligent cargo retrieval. Specifically, by being equipped with corresponding sensing systems and control algorithms, UAVs can autonomously identify and grab goods in the warehouse environment, safely transporting them to their target location, significantly improving logistics efficiency.

[0003] However, practice has shown that during the retrieval of goods from the cargo location, factors such as the uncertainty of cargo weight, the diversity of cargo dimensions, and deviations in the retrieval position can all cause the aircraft's center of gravity to shift, seriously affecting flight stability and operational safety. Therefore, proposing a new aircraft control method to maintain the stability of the aircraft's center of gravity, thereby improving the aircraft's flight stability and accuracy, and ultimately enhancing the safety of cargo transportation operations, is of paramount importance. Summary of the Invention

[0004] This invention provides a center of gravity control method, device, and aircraft for use in cargo retrieval scenarios, which can maintain the stability of the aircraft's center of gravity, thereby improving the aircraft's flight stability and accuracy, and thus improving the safety of cargo transportation operations.

[0005] The first aspect of this invention discloses a center of gravity control method applied in a warehouse pickup scenario, the method comprising: Before the aircraft grabs the target cargo, based on the image obtained by the aircraft in capturing images of the target cargo, the weight of the target cargo and the initial cargo position relative to the center of gravity of the aircraft are predicted. The initial attitude angle of the aircraft before it grabs the target cargo is collected, and the aircraft is controlled to grab the target cargo. The real-time attitude angle and real-time attitude acceleration of the aircraft during the grabbing process are monitored, and the real-time attitude change angle of the aircraft is monitored based on the initial attitude angle and the real-time attitude angle of the aircraft. The real-time attitude change angle of the aircraft is compared with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis result of the aircraft. When the attitude change analysis results of the aircraft are used to indicate that the real-time attitude angle of the aircraft meets the predetermined center of gravity adjustment conditions of the aircraft, the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft is generated based on the real-time attitude change angle, real-time attitude acceleration and cargo weight of the target cargo. Based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft, the center of gravity of the aircraft is adjusted during the process of grasping the target cargo.

[0006] As an optional implementation, in a first aspect of the invention, predicting the weight of the target cargo and its initial position relative to the center of gravity of the aircraft based on images acquired by the aircraft targeting the target cargo includes: When the aircraft hovers at a preset vertical height above the location of the target cargo, an image of the target cargo is obtained based on the image acquisition performed by the aircraft on the target cargo. Feature analysis is performed on the image of the target cargo to obtain the cargo features of the target cargo. The cargo features of the target cargo include the cargo location and other cargo features. The other cargo features of the target cargo include the cargo size, cargo type and / or cargo packaging and / or cargo shape. Based on the cargo characteristics of the target cargo, the cargo weight of the target cargo is analyzed, and based on the predetermined transformation relationship between the camera coordinate system and the aircraft coordinate system, the cargo position of the target cargo is transformed to obtain the initial cargo position of the target cargo relative to the center of gravity of the aircraft. The preset vertical height is equal to or greater than the vertical height between the position of the aircraft when it grabs the target cargo and the position of the target cargo. When it is greater than the vertical height, the aircraft is controlled to descend to the vertical height before grabbing the target cargo.

[0007] As an optional implementation, in a first aspect of the present invention, generating the actual center-of-gravity offset of the target cargo relative to the center of gravity of the aircraft based on the real-time attitude change angle, real-time attitude acceleration of the aircraft, and the cargo weight of the target cargo includes: The attitude rotational inertia of the aircraft is obtained, and the actual torque of the aircraft is generated based on the attitude rotational inertia and the real-time attitude acceleration of the aircraft. Based on the weight of the target cargo, the real-time attitude change angle of the aircraft, the preset gravitational acceleration, and the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, the estimated torque generated by the change in the attitude angle of the aircraft is calculated. The actual torque corresponding to the aircraft and the estimated torque of the aircraft are analyzed by least squares method to obtain the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft.

[0008] As an optional implementation, in a first aspect of the present invention, the step of adjusting the center of gravity of the aircraft during the process of grasping the target cargo, based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft, includes: When the attitude change analysis result of the aircraft indicates that the real-time attitude change angle of the aircraft is greater than or equal to the first preset attitude angle deviation threshold and less than the second preset attitude angle deviation threshold, the center of gravity offset difference of the aircraft is generated according to the actual center of gravity offset of the aircraft and the initial cargo position of the target cargo; it is determined whether the center of gravity offset difference of the aircraft is greater than or equal to the first preset center of gravity offset difference; when it is determined that it is less than the first preset center of gravity offset difference, the attitude adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the real-time attitude change angle of the aircraft, and the center of gravity of the aircraft is adjusted during the process of grasping the target cargo based on the attitude adjustment mode of the aircraft. When it is determined that the deviation is greater than or equal to the first preset center of gravity offset difference and less than the second preset center of gravity offset difference, or when the attitude change analysis result of the aircraft is used to indicate that the real-time attitude change angle of the aircraft is greater than or equal to the second preset attitude angle deviation threshold and less than the third preset attitude angle deviation threshold, the attitude adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the real-time attitude change angle of the aircraft, and the load platform adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft, and the center of gravity of the aircraft is adjusted during the process of grasping the target cargo based on the attitude adjustment mode and the load platform adjustment mode of the aircraft. When it is determined that the center of gravity offset difference is greater than or equal to the second preset center of gravity offset difference, or when the attitude change analysis result of the aircraft is used to indicate that the center of gravity offset difference is greater than or equal to the third preset attitude angle deviation threshold, the aircraft's load platform adjustment mode is generated based on the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft. The aircraft's rotor thrust control mode is generated based on the real-time attitude change angle of the aircraft, the aircraft's own weight and the weight of the target cargo. The center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the load platform adjustment mode and the rotor thrust control mode. The preset attitude angle deviation threshold includes the first preset attitude angle deviation threshold, the second preset attitude angle deviation threshold, and the third preset attitude angle deviation threshold.

[0009] As an optional implementation, in a first aspect of the present invention, generating the load-bearing platform adjustment method of the aircraft based on the center-of-gravity offset difference of the aircraft and the preset load-bearing platform control parameters of the aircraft includes: The velocity of the loading platform of the aircraft is generated based on the center of gravity offset difference of the aircraft and the preset position control parameters of the aircraft. The current actual speed of the aircraft's load platform is obtained, and the speed deviation of the aircraft's load platform is generated based on the speed of the aircraft's load platform and the corresponding actual speed of the aircraft. Based on the preset load control parameters of the aircraft and the speed deviation of the load, a speed control signal for the load is generated, which serves as the load adjustment method for the aircraft.

[0010] As an optional implementation, in a first aspect of the present invention, generating a rotor thrust control method for the aircraft based on the real-time attitude change angle of the aircraft, the weight of the aircraft itself, and the weight of the target cargo includes: Based on the aircraft's own weight, the target cargo's mass, and the aircraft's real-time attitude angle, the total rotor thrust required to adjust the aircraft's center of gravity is generated. Based on the real-time attitude angular velocity of the aircraft, the real-time attitude change angle of the aircraft, and the pre-determined attitude control parameters of the aircraft, the attitude control torque of the aircraft is generated. Based on the attitude control torque of the aircraft and the total rotor thrust of the aircraft, the rotor thrust of each rotor of the aircraft is generated as the rotor thrust control method of the aircraft.

[0011] As an optional implementation, in a first aspect of the present invention, generating the center-of-gravity offset difference of the aircraft based on the actual center-of-gravity offset of the aircraft and the initial cargo position corresponding to the target cargo includes: Obtain the position of the aircraft's center of gravity before it grabs the target cargo; The initial center of gravity position of the aircraft is generated based on the aircraft's own center of gravity position, the aircraft's own weight, the initial cargo position corresponding to the target cargo, and the cargo weight of the target cargo. Based on the initial center of gravity position of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, an initial center of gravity offset of the aircraft is generated, and a center of gravity offset difference of the aircraft is generated based on the actual center of gravity offset of the aircraft and the initial center of gravity offset of the aircraft.

[0012] A second aspect of the present invention discloses a center of gravity control device applied in a warehouse retrieval scenario, the device comprising: The prediction module is used to predict the weight of the target cargo and its initial position relative to the center of gravity of the aircraft, based on the image acquired by the aircraft for the target cargo before the aircraft grabs the target cargo. The control module is used to collect the initial attitude angle of the aircraft before it grabs the target cargo, and to control the aircraft to grab the target cargo. The monitoring module is used to monitor the real-time attitude angle and real-time attitude acceleration of the aircraft during the process of grasping the target cargo, and to monitor the real-time attitude change angle of the aircraft based on the initial attitude angle and the real-time attitude angle of the aircraft. The analysis module is used to compare the real-time attitude change angle of the aircraft with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis result of the aircraft. The generation module is used to generate the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft when the attitude change analysis result of the aircraft indicates that the real-time attitude angle of the aircraft meets the predetermined center of gravity adjustment conditions of the aircraft, based on the real-time attitude change angle of the aircraft, the real-time attitude acceleration and the cargo weight of the target cargo. The control module is also used to adjust the center of gravity of the aircraft during the process of grasping the target cargo based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft.

[0013] As an optional implementation, in a second aspect of the invention, the prediction module predicts the weight of the target cargo and its initial cargo position relative to the center of gravity of the aircraft based on images acquired by the aircraft targeting the target cargo, including: When the aircraft hovers at a preset vertical height above the location of the target cargo, an image of the target cargo is obtained based on the image acquisition performed by the aircraft on the target cargo. Feature analysis is performed on the image of the target cargo to obtain the cargo features of the target cargo. The cargo features of the target cargo include the cargo location and other cargo features. The other cargo features of the target cargo include the cargo size, cargo type and / or cargo packaging and / or cargo shape. Based on the cargo characteristics of the target cargo, the cargo weight of the target cargo is analyzed, and based on the predetermined transformation relationship between the camera coordinate system and the aircraft coordinate system, the cargo position of the target cargo is transformed to obtain the initial cargo position of the target cargo relative to the center of gravity of the aircraft. The preset vertical height is equal to or greater than the vertical height between the position of the aircraft when it grabs the target cargo and the position of the target cargo. When it is greater than the vertical height, the aircraft is controlled to descend to the vertical height before grabbing the target cargo.

[0014] As an optional implementation, in a second aspect of the invention, the specific method by which the generation module generates the actual center-of-gravity offset of the target cargo relative to the center of gravity of the aircraft, based on the real-time attitude change angle, real-time attitude acceleration of the aircraft, and the cargo weight of the target cargo, includes: The attitude rotational inertia of the aircraft is obtained, and the actual torque of the aircraft is generated based on the attitude rotational inertia and the real-time attitude acceleration of the aircraft. Based on the weight of the target cargo, the real-time attitude change angle of the aircraft, the preset gravitational acceleration, and the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, the estimated torque generated by the change in the attitude angle of the aircraft is calculated. The actual torque corresponding to the aircraft and the estimated torque of the aircraft are analyzed by least squares method to obtain the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft.

[0015] As an optional implementation, in a second aspect of the invention, the control module adjusts the center of gravity of the aircraft during the process of grasping the target cargo based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft, including: When the attitude change analysis result of the aircraft indicates that the real-time attitude change angle of the aircraft is greater than or equal to the first preset attitude angle deviation threshold and less than the second preset attitude angle deviation threshold, the center of gravity offset difference of the aircraft is generated according to the actual center of gravity offset of the aircraft and the initial cargo position of the target cargo; it is determined whether the center of gravity offset difference of the aircraft is greater than or equal to the first preset center of gravity offset difference; when it is determined that it is less than the first preset center of gravity offset difference, the attitude adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the real-time attitude change angle of the aircraft, and the center of gravity of the aircraft is adjusted during the process of grasping the target cargo based on the attitude adjustment mode of the aircraft. When it is determined that the deviation is greater than or equal to the first preset center of gravity offset difference and less than the second preset center of gravity offset difference, or when the attitude change analysis result of the aircraft is used to indicate that the real-time attitude change angle of the aircraft is greater than or equal to the second preset attitude angle deviation threshold and less than the third preset attitude angle deviation threshold, the attitude adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the real-time attitude change angle of the aircraft, and the load platform adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft, and the center of gravity of the aircraft is adjusted during the process of grasping the target cargo based on the attitude adjustment mode and the load platform adjustment mode of the aircraft. When it is determined that the center of gravity offset difference is greater than or equal to the second preset center of gravity offset difference, or when the attitude change analysis result of the aircraft is used to indicate that the center of gravity offset difference is greater than or equal to the third preset attitude angle deviation threshold, the aircraft's load platform adjustment mode is generated based on the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft. The aircraft's rotor thrust control mode is generated based on the real-time attitude change angle of the aircraft, the aircraft's own weight and the weight of the target cargo. The center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the load platform adjustment mode and the rotor thrust control mode. The preset attitude angle deviation threshold includes the first preset attitude angle deviation threshold, the second preset attitude angle deviation threshold, and the third preset attitude angle deviation threshold.

[0016] As an optional implementation, in a second aspect of the invention, the control module generates a specific method for adjusting the load platform of the aircraft based on the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft, including: The velocity of the loading platform of the aircraft is generated based on the center of gravity offset difference of the aircraft and the preset position control parameters of the aircraft. The current actual speed of the aircraft's load platform is obtained, and the speed deviation of the aircraft's load platform is generated based on the speed of the aircraft's load platform and the corresponding actual speed of the aircraft. Based on the preset load control parameters of the aircraft and the speed deviation of the load, a speed control signal for the load is generated, which serves as the load adjustment method for the aircraft.

[0017] As an optional implementation, in a second aspect of the invention, the control module generates a rotor thrust control mode for the aircraft based on the real-time attitude change angle of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, including: Based on the aircraft's own weight, the target cargo's mass, and the aircraft's real-time attitude angle, the total rotor thrust required to adjust the aircraft's center of gravity is generated. Based on the real-time attitude angular velocity of the aircraft, the real-time attitude change angle of the aircraft, and the pre-determined attitude control parameters of the aircraft, the attitude control torque of the aircraft is generated. Based on the attitude control torque of the aircraft and the total rotor thrust of the aircraft, the rotor thrust of each rotor of the aircraft is generated as the rotor thrust control method of the aircraft.

[0018] As an optional implementation, in a second aspect of the invention, the control module generates the center-of-gravity offset difference of the aircraft based on the actual center-of-gravity offset of the aircraft and the initial cargo position corresponding to the target cargo in a specific manner, including: Obtain the position of the aircraft's center of gravity before it grabs the target cargo; The initial center of gravity position of the aircraft is generated based on the aircraft's own center of gravity position, the aircraft's own weight, the initial cargo position corresponding to the target cargo, and the cargo weight of the target cargo. Based on the initial center of gravity position of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, the initial center of gravity offset of the aircraft is generated; The center of gravity offset difference of the aircraft is generated based on the actual center of gravity offset of the aircraft and the initial center of gravity offset of the aircraft.

[0019] A third aspect of the present invention discloses an aircraft, the aircraft comprising: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute some or all of the steps in any of the methods described in the first aspect of the present invention.

[0020] The fourth aspect of the present invention discloses a computer storage medium storing computer instructions, which, when invoked, are used to execute some or all of the steps in any of the methods described in the first aspect of the present invention.

[0021] Compared with the prior art, the present invention has the following beneficial effects: In this embodiment of the invention, before the aircraft grasps the target cargo, based on the image acquired by the aircraft targeting the target cargo, the weight of the target cargo and its initial position relative to the center of gravity of the aircraft are predicted, and the initial attitude angle of the aircraft at its current position is acquired; the aircraft is controlled to grasp the target cargo, and the real-time attitude angle and real-time attitude acceleration of the aircraft during the grasping process are monitored, and the real-time attitude change angle of the aircraft is monitored according to the initial attitude angle and the real-time attitude angle of the aircraft; the real-time attitude change angle of the aircraft is compared with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis result of the aircraft; when the attitude change analysis result of the aircraft indicates that the real-time attitude angle of the aircraft meets the predetermined center of gravity adjustment conditions of the aircraft, the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft is generated based on the real-time attitude change angle, real-time attitude acceleration and the weight of the target cargo; according to the actual center of gravity offset of the aircraft, the initial position of the target cargo and the attitude change analysis result of the aircraft, the center of gravity of the aircraft is adjusted during the grasping process. As can be seen, implementing this invention involves predicting the weight of the cargo and its initial position relative to the aircraft's center of gravity based on the acquired cargo image before grasping the cargo, while simultaneously acquiring the aircraft's current initial attitude angle. Then, the real-time attitude angle, angle changes, and real-time attitude acceleration of the aircraft during cargo grasping are monitored. If the angle change indicates that the conditions for aircraft center of gravity adjustment are met, the actual center of gravity shift of the aircraft is analyzed based on the real-time attitude angle and the predicted cargo weight. Finally, the center of gravity of the aircraft is adjusted in conjunction with the results of the attitude change analysis to maintain the stability of the aircraft's center of gravity during cargo grasping, thereby improving the flight stability and accuracy of the aircraft during cargo grasping, and ultimately enhancing the safety of cargo transportation operations and efficiently and accurately delivering cargo to its destination. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart illustrating a center of gravity control method for a goods retrieval scenario disclosed in an embodiment of the present invention. Figure 2 This is a schematic diagram of the center of gravity control device disclosed in an embodiment of the present invention, which is applied to a cargo retrieval scenario. Figure 3 This is a schematic diagram of the structure of an aircraft disclosed in an embodiment of the present invention. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or end that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or ends.

[0026] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0027] This invention discloses a center of gravity control method, device, and aircraft applied to a cargo retrieval scenario. Before grasping the cargo, the method predicts the cargo weight and initial cargo position relative to the aircraft's center of gravity based on acquired cargo images, while simultaneously acquiring the aircraft's current initial attitude angle. Then, it monitors the aircraft's real-time attitude angle, angle changes, and real-time attitude acceleration during cargo grasping. If the angle change indicates that the aircraft's center of gravity adjustment conditions are met, the actual center of gravity offset of the aircraft is analyzed based on the real-time attitude angle and the predicted cargo weight. Finally, combining the aircraft's attitude change analysis results, the center of gravity of the aircraft is adjusted to maintain stability during cargo grasping, thereby improving the aircraft's flight stability and accuracy during cargo grasping, and ultimately enhancing the safety of cargo transportation operations and efficiently and accurately delivering goods to their destination. Detailed descriptions follow.

[0028] Example 1 Please see Figure 1 , Figure 1 This is a flowchart illustrating a center-of-gravity control method applied to a goods retrieval scenario according to an embodiment of the present invention. Figure 1 The described method can be applied to any scenario requiring flight operations, such as cargo retrieval in logistics. Figure 1 As shown, the method may include the following operations: 101. Before the aircraft grabs the target cargo, based on the image obtained by the aircraft from the image acquisition of the target cargo, predict the cargo weight of the target cargo and the initial cargo position relative to the center of gravity of the aircraft.

[0029] 102. Collect the initial attitude angle of the aircraft before it grabs the target cargo, control the aircraft to grab the target cargo, monitor the real-time attitude angle and real-time attitude acceleration of the aircraft during the process of grabbing the target cargo, and monitor the real-time attitude change angle of the aircraft based on the initial attitude angle and the real-time attitude angle of the aircraft.

[0030] In this embodiment of the invention, the aircraft is equipped with an Inertial Measurement Unit (IMU), which includes a three-axis accelerometer, a three-axis gyroscope, and a three-axis magnetometer. Optionally, for example, the three-axis accelerometer has a measurement range of ±16g and a resolution of 16 bits, capable of detecting acceleration changes at the 0.001g level; the three-axis gyroscope has a measurement range of ±2000° / s, also with 16-bit resolution, enabling precise measurement of the aircraft's angular velocity; and the three-axis magnetometer provides a heading reference. Specifically, attitude data of the aircraft in corresponding states is collected using a three-axis gyroscope, a three-axis accelerometer, and a three-axis magnetometer. This includes acceleration data, angular velocity data, and magnetometer data. Then, the collected attitude data is processed using an Extended Kalman Filter (EKF) to obtain the corresponding attitude angles, specifically pitch angle, roll angle, and yaw angle—that is, the initial attitude angle and the real-time attitude angle, both including three types of yaw angles. Real-time attitude change angle calculations are performed. For example, before the grab, the stable attitude of the aircraft is: pitch angle 0.1°, roll angle 0.08°; after the grab, the instantaneous attitude of the aircraft is: pitch angle 0.82°, roll angle 0.65°. The attitude calculation using EKF to obtain the corresponding attitude angles specifically includes: defining the aircraft's state vector based on the Extended Kalman Filter. x=[qw, qx, qy, qz, bw_x, bw_y, bw_z, ba_x, ba_y, ba_z] T ; ;

[0031] ; In the formula, T represents transpose; , , These represent pitch angle, roll angle, and yaw angle, respectively; qw, qx, qy, and qz represent the attitude-free basic components, pitch angle component, roll angle component, and yaw angle component of the aircraft, respectively; bw_x, bw_y, and bw_z are the three-axis zero bias of the gyroscope; and ba_x, ba_y, and ba_z are the three-axis zero bias of the accelerometer.

[0032] In this embodiment of the invention, the attitude angle is obtained by calculating the attitude of the state vector based on the relationship between the quaternion time derivative and angular velocity Q1 = 1 / 2 × Ω(ω) × Q. Here, Q1 is the time derivative of Q, Q is the attitude data of the aircraft, i.e., the attitude value in the state vector; Ω(ω) is the value of the three-axis real-time attitude angular velocity ω. x ωy ω z The constructed antisymmetric matrix. The formulas for calculating Ω(ω) and Q are as follows: Ω(ω)= ; Q ; Furthermore, after the IMU acquires the corresponding data, temperature compensation is performed on the data. The temperature drift of the sensor is corrected by a preset temperature coefficient, and then a moving average filter is used to remove high-frequency noise, such as setting the window size to 10 sampling points. For accelerometer data, gravitational acceleration compensation can also be performed to separate the acceleration component caused by motion, so as to improve the accuracy and reliability of IMU data, thereby improving the accuracy and reliability of attitude analysis, and further improving the control accuracy of the aircraft's center of gravity stability.

[0033] 103. Compare the real-time attitude change angle of the aircraft with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis results of the aircraft.

[0034] In this embodiment of the invention, optionally, the preset attitude angle deviation thresholds include the following first preset attitude angle deviation threshold, second preset attitude angle deviation threshold, and third preset attitude angle deviation threshold. The first preset attitude angle deviation threshold, the second preset attitude angle deviation threshold, and the third preset attitude angle deviation threshold increase sequentially, such as 2°, 5°, and 10°. The real-time attitude change angle falling between different preset attitude angle deviation thresholds corresponds to different attitude change analysis results. Specifically, the attitude change analysis results corresponding to the aforementioned different preset attitude angle deviation thresholds are used to represent different levels of center of gravity adjustment warnings. For example, if the angle is between 2° and 5°, a level one center of gravity adjustment warning is activated; if it is between 5° and 10°, a level two center of gravity adjustment warning is activated; and if it is above 10°, a level three center of gravity adjustment warning is activated. The higher the level, the more severe the center of gravity shift of the aircraft, and all levels indicate that the center of gravity adjustment conditions are met.

[0035] 104. When the aircraft's attitude change analysis results are used to indicate that the aircraft's real-time attitude angle meets the predetermined center of gravity adjustment conditions of the aircraft, the actual center of gravity offset of the target cargo relative to the aircraft's center of gravity is generated based on the aircraft's real-time attitude change angle, real-time attitude acceleration, and the weight of the target cargo.

[0036] 105. Based on the analysis results of the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change of the aircraft, adjust the center of gravity of the aircraft during the process of grabbing the target cargo.

[0037] In this embodiment of the invention, when a malfunction is detected in the aircraft, such as when the real-time attitude change angle exceeds the maximum angle threshold (e.g., ±20°), it indicates an abnormality in the IMU sensor. The system switches to a backup IMU sensor, or interpolates the last collected valid attitude data and simultaneously reduces the aircraft's speed to prepare for landing. If, during the capture of target cargo, the weight of the cargo falls beyond a preset weight, and / or the aircraft's attitude angle changes drastically, it indicates that the target cargo is likely to fall off. In this case, all control actions are immediately stopped, an emergency landing procedure is initiated, and an alarm signal is sent. If the aircraft loses communication with the ground station for more than a preset time (e.g., 5 seconds), it enters autonomous return mode and returns to the nearest safe landing point along a preset route. If the aircraft's battery level is lower than a preset value (e.g., 20% of the rated value), the current task is completed first; if it cannot be completed, the aircraft lands at the nearest safe landing point and sends a low battery alarm.

[0038] It is evident that implementation Figure 1 The described method predicts the weight of the cargo and its initial position relative to the aircraft's center of gravity based on acquired cargo images before grasping the cargo, while simultaneously acquiring the aircraft's current initial attitude angle. Then, it monitors the aircraft's real-time attitude angle, angle changes, and real-time attitude acceleration during cargo grasping. If the angle change indicates that the aircraft's center of gravity adjustment conditions are met, the actual center of gravity shift of the aircraft is analyzed based on the real-time attitude angle and the predicted cargo weight. Finally, the center of gravity of the aircraft is adjusted by combining the results of the monitored attitude change analysis to maintain the stability of the aircraft's center of gravity during cargo grasping, thereby improving the flight stability and accuracy of the aircraft during cargo grasping, and ultimately enhancing the safety of cargo transportation operations and efficiently and accurately delivering cargo to its destination.

[0039] In this embodiment of the invention, optionally, predicting the weight of the target cargo and its initial position relative to the center of gravity of the cargo based on images acquired by the aircraft targeting the target cargo includes: When the aircraft hovers at a preset vertical height above the location of the target cargo, an image of the target cargo is obtained based on the image acquisition performed by the aircraft on the target cargo. Feature analysis is performed on the cargo image of the target cargo to obtain the cargo features of the target cargo. The cargo features of the target cargo include the cargo location and other cargo features, including the cargo size, cargo type and / or cargo packaging and / or cargo shape. Based on the characteristics of the target cargo, analyze the weight of the target cargo; In this embodiment of the invention, the preset vertical height is equal to or greater than the vertical distance between the aircraft's position when grabbing the target cargo and the location of the target cargo. When it is greater than the preset vertical height, the aircraft is controlled to descend to the preset vertical height before grabbing the target cargo. The choice of method can be determined based on the estimated operational scenario of the target cargo. For example, for scenarios with multiple cargo stacks, a height higher than the preset vertical height is preferred; for scenarios with a single cargo, a height equal to the preset vertical height is preferred.

[0040] In this embodiment of the invention, the aircraft is equipped with a high-resolution visible light camera (e.g., camera parameters set to 1280×720 resolution, 30fps). The aircraft hovers at a preset vertical height above the target cargo location and controls the visible light camera to acquire images of the target cargo from different angles, such as side views and top views, ensuring unobstructed views of the cargo features. Distortion correction is performed on the acquired multi-angle cargo images to eliminate the impact of lens distortion on subsequent position and weight predictions, restoring the true outline of the target cargo. Then, an adaptive histogram equalization algorithm is used to enhance the contrast of the multi-angle cargo images, ensuring clear identification of cargo features such as cargo edges and packaging textures under different lighting conditions. Finally, bilateral filtering is used to remove noise from the cargo images, based on pre-defined parameters. The trained feature prediction model, such as the YOLOv8 model, performs feature analysis on the target cargo image, identifying the cargo shape, packaging, and type (e.g., daily chemical cardboard boxes) and the bounding box pixel coordinates of the target cargo. Then, based on the camera focal length, the total width of the camera sensor, and the preset vertical height, it calculates the physical size of a single pixel, where the physical size of a single pixel = (total width of the camera sensor / width of the cargo image pixels) × (camera focal length / preset vertical height). Then, it uses binocular vision technology or a structured light scheme to perform depth measurement, and calculates the cargo size of the target cargo through the principle of beam triangulation. Finally, the analyzed cargo size, cargo type, cargo shape, and other features are input into a pre-trained weight prediction model for analysis to obtain the cargo weight of the target cargo. The feature prediction model is trained on a basic feature analysis model, such as the YOLOv8 model, using a logistics cargo sample dataset. This cargo sample dataset contains data on different cargo packaging, cargo types, and cargo sizes. The model uses the C3 module as the backbone network and adds a Convolutional Block Attention Module (CBAM) to it. Through the channel attention mechanism, weights are dynamically allocated to improve the attention to different feature maps. The detection head uses a three-layer path aggregation feature pyramid network structure, PAFPN (Path Aggregation Feature Pyramid Network), to improve the detection capability of small target cargo features.The weight prediction model employs a lightweight fully connected neural network as the weight predictor, such as a multilayer perceptron (MLP), containing three hidden layers with 256, 128, and 64 neurons respectively. The activation function is a rectified linear unit (ReLU). The fully connected neural network is trained based on a training set of different cargo weights in logistics. During training, mean squared error (MSE) is used as the loss function, and the Adam (Adaptive Moment Estimation) optimizer is used to update the parameters. The learning rate is set to 0.001. Thus, by using the feature prediction model and weight prediction model trained based on a sample training set matching the scenario of this invention, the various features of the cargo to be captured are analyzed, improving the analysis accuracy of the various features of the cargo. This, in turn, helps to improve the control stability and accuracy of the aircraft's center of gravity maintenance.

[0041] In this embodiment of the invention, the acquired cargo images are subjected to Scale-Invariant Feature Transform (SIFT) detection and Random Sample Consensus (RANSAC) matching to calculate the disparity between the left and right images, reconstruct the 3D point cloud of the target cargo, and use it as the cargo position. The camera's intrinsic parameter matrix and distortion parameters are also obtained. The relative coordinate system relationship between the camera and the aircraft body is determined based on hand-eye calibration, i.e., the transformation relationship between the camera coordinate system and the aircraft coordinate system. The cargo position is then transformed to obtain the initial cargo position relative to the aircraft's center of gravity. Furthermore, based on the analysis of the acquired cargo feature points, the cargo edge points and corner points are analyzed. Based on the analyzed cargo edge points and corner points, a geometric model of the target cargo is fitted, and the attitude angles of the target cargo relative to the aircraft, i.e., yaw angle, pitch angle, and roll angle, are calculated.

[0042] As can be seen, the embodiments of the present invention can also perform feature prediction analysis on cargo images acquired by the aircraft in a hovering state based on the trained feature prediction model and weight prediction model, which improves the prediction accuracy of cargo weight, size, position and other features. Then, the predicted cargo position is converted to the cargo position in the aircraft coordinate system to improve the stability of the aircraft's center of gravity control.

[0043] In this embodiment of the invention, optionally, the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft is generated based on the real-time attitude change angle, real-time attitude acceleration of the aircraft, and the weight of the target cargo, including: Obtain the attitude rotational inertia of the aircraft, and generate the actual torque of the aircraft based on the attitude rotational inertia and the real-time attitude acceleration of the aircraft; Based on the weight of the target cargo, the real-time attitude change angle of the aircraft, the preset gravitational acceleration, and the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, the estimated torque generated by the change in the attitude angle of the aircraft is calculated. The actual torque and the estimated torque of the aircraft are analyzed by least squares method to obtain the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft. In this embodiment of the invention, optionally, the formula Δr=[Δx, Δy, Δz] can be used. T The actual center-of-gravity offset Δr of the target cargo relative to the center of gravity of the aircraft is calculated, where Δx, Δy, and Δz represent the initial cargo positions, and T denotes transpose. Based on the torque balance principle, the estimated torque τ generated by the aircraft offset is calculated using the formula τ = m × g × Δr × sin(θ), where m is the cargo weight, θ is the real-time attitude change angle, and g is the preset gravitational acceleration. The actual torque τ_meas of the aircraft is calculated using the formula τ_meas = I × α, where α is the real-time attitude acceleration measured by the IMU, and I is the attitude rotational inertia of the aircraft. The actual center-of-gravity offset of the target cargo relative to the center of gravity of the aircraft is obtained by iterating min||τ_meas-τ||² using the least squares method.

[0044] As can be seen, the embodiments of the present invention can also improve the accuracy and reliability of determining the actual center of gravity offset of the aircraft by sequentially analyzing the estimated torque and the actual torque generated by the aircraft's offset, and comprehensively analyzing the attitude control torque of both, thereby helping to further improve the accuracy and reliability of maintaining the stability of the aircraft's center of gravity.

[0045] In this embodiment of the invention, optionally, based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the analysis results of the aircraft's attitude change, an adjustment operation is performed on the center of gravity of the aircraft during the process of grasping the target cargo, including: When the aircraft's attitude change analysis results indicate that the aircraft's real-time attitude change angle is greater than or equal to the first preset attitude angle deviation threshold and less than the second preset attitude angle deviation threshold, the aircraft's center of gravity offset difference is generated based on the aircraft's actual center of gravity offset and the target cargo's initial cargo position. It is then determined whether the aircraft's center of gravity offset difference is greater than or equal to the first preset center of gravity offset difference. If it is determined to be less than the first preset center of gravity offset difference, the aircraft's attitude adjustment mode is generated based on the aircraft's center of gravity offset difference and the aircraft's real-time attitude change angle. Based on the aircraft's attitude adjustment mode, the center of gravity of the aircraft is adjusted during the process of grasping the target cargo. When it is determined that the center of gravity offset difference is greater than or equal to the first preset center of gravity offset difference and less than the second preset center of gravity offset difference, or when the aircraft's attitude change analysis result is used to represent the aircraft's real-time attitude change angle is greater than or equal to the second preset attitude angle deviation threshold and less than the third preset attitude angle deviation threshold, the aircraft's attitude adjustment mode is generated based on the center of gravity offset difference and the aircraft's real-time attitude change angle, and the aircraft's load platform adjustment mode is generated based on the center of gravity offset difference and the aircraft's preset load platform control parameters, and the center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the aircraft's attitude adjustment mode and the aircraft's load platform adjustment mode. When the center of gravity offset difference is determined to be greater than or equal to the second preset center of gravity offset difference, or when the aircraft's attitude change analysis result is used to indicate that the center of gravity offset difference is greater than or equal to the third preset attitude angle deviation threshold, the aircraft's load platform adjustment mode is generated based on the aircraft's center of gravity offset difference and the aircraft's preset load platform control parameters. The aircraft's rotor thrust control mode is generated based on the aircraft's real-time attitude change angle, the aircraft's own weight, and the target cargo weight. The center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the aircraft's load platform adjustment mode and the aircraft's rotor thrust control mode.

[0046] In this embodiment of the invention, optionally, the load-bearing platform adjustment method of the aircraft is generated based on the center of gravity offset difference of the aircraft and the preset load-bearing platform control parameters of the aircraft, including: Based on the aircraft's center of gravity offset difference and the aircraft's preset position control parameters, the aircraft's load platform movement speed is generated; the current actual movement speed of the aircraft's load platform is obtained, and the speed deviation of the aircraft's load platform is generated based on the aircraft's load platform movement speed and the corresponding actual movement speed of the aircraft; based on the aircraft's preset load platform control parameters and the speed deviation of the aircraft's load platform, the speed control signal of the aircraft's load platform is generated as the aircraft's load platform adjustment method.

[0047] In this embodiment of the invention, optionally, a rotor thrust control method for the aircraft is generated based on the real-time attitude change angle of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, including: Based on the aircraft's own weight, the target cargo's mass, and the aircraft's real-time attitude angle, the total rotor thrust required to adjust the aircraft's center of gravity is generated. Based on the aircraft's real-time attitude angular velocity, the aircraft's real-time attitude change angle, and the pre-determined aircraft attitude control parameters, the aircraft's attitude control torque is generated. Based on the aircraft's attitude control torque and the corresponding total rotor thrust, the rotor thrust of each rotor of the aircraft is generated, which serves as the aircraft's rotor thrust control method.

[0048] In this embodiment of the invention, the real-time attitude change angle of the aircraft is calculated based on each real-time attitude change angle of the aircraft and the preset weight corresponding to the real-time attitude change angle. For example, if the aircraft pitch angle changes by +3°, roll angle changes by +1.5°, and yaw angle remains unchanged, and the corresponding weight coefficients are 0.4, 0.4, and 0.2 respectively, then the real-time attitude change angle of the aircraft is 0.4×1.5°+0.4×3°+0.2×0°=1.8°.

[0049] In this embodiment of the invention, when the attitude deviation and center of gravity deviation of the aircraft are small, the attitude adjustment method of the aircraft is to increase the proportional gain and differential gain of the attitude PD controller. For example, the proportional gain Kp of the attitude PD controller is increased by 20% and the differential gain Kd is increased by 15%. Based on the increased gain value, the small attitude deviation of the aircraft is quickly suppressed and the center of gravity of the aircraft is quickly stabilized.

[0050] In this embodiment of the invention, when the attitude deviation of the aircraft is large, or when the center of gravity deviation is large, in addition to gain adjustment, load platform adjustment is also performed. For details regarding gain adjustment, please refer to the above description. For load platform adjustment, the preset position control parameters of the aircraft include the preset proportional gain, preset integral gain, and preset derivative gain of the PD controller. The preset load platform control parameters of the aircraft include the speed gain of the pitch angle, the speed gain of the roll angle, and the speed gain of the yaw angle. The velocity v_cmd of the aircraft's loading platform is calculated using the formula v_cmd=Kp_pos×e_pos+Ki_pos×∫e_posdt+Kd_pos×de_pos / dt, where Kp_pos, Ki_pos, and Kd_pos are the preset proportional gain, preset integral gain, and preset derivative gain, respectively, which are the preset position control parameters of the aircraft; e_pos is the center of gravity offset difference of the aircraft; ∫e_posdt represents the integral of e_pos, i.e., the integral of the center of gravity offset difference; and de_pos / dt represents the derivative of e_pos, i.e., the rate of change of the center of gravity offset difference. The speed control signal PWM for the aircraft's load cell is calculated using the formula PWM = Kp_vel × e_vel + Ki_vel × ∫e_veldt + Kd_vel × de_vel / dt. Here, Kp_vel, Ki_vel, and Kd_vel represent the speed gains for pitch, roll, and yaw angles, respectively; e_vel is the speed deviation of the load cell; ∫e_veldt represents the integral of e_vel, i.e., the integral of the speed deviation; and de_vel / dt represents the derivative of e_vel, i.e., the rate of change of the speed deviation. After obtaining the speed control signal, the servo motor is driven to move the load cell in the opposite direction of the center of gravity deviation to adjust the aircraft's center of gravity. During the adjustment process, an encoder monitors the corresponding center of gravity change in real time. If the center of gravity deviation is less than 1mm, the adjustment stops and the aircraft returns to standby mode. Furthermore, the loading platform has a maximum moving speed, such as 200 mm / s, and a limited acceleration, such as 500 mm / s², to ensure that the adjustment process is smooth and does not affect the flight attitude of the aircraft.

[0051] In this embodiment of the invention, when the aircraft's attitude deviation is large, or when the center of gravity deviation is large, the load platform and the thrust distribution of each rotor are adjusted simultaneously. Details regarding the load platform adjustment are described above and will not be repeated here. For the thrust distribution of each rotor, the total rotor thrust F_total is calculated using the formula F_total=(M+m)×g×cos(θ), where M is the aircraft's own weight, m ​​is the cargo mass, and θ is the aircraft's real-time attitude angle, i.e., the current pitch angle. The attitude control torque for each attitude angle is calculated using the attitude control torque formula for each attitude angle, specifically the roll angle. Pitch angle Yaw angle The attitude control torque formulas are as follows: τ_roll=Kp_roll×θ_roll+Kd_roll×ω_roll; τ_pitch=Kp_pitch×θ_pitch+Kd_pitch×ω_pitch; τ_yaw=Kp_yaw×θ_yaw+Kd_yaw×ω_yaw; Where τ_k is the attitude control torque for each attitude angle; Kp_k and Kd_k are the proportional and derivative gains for each attitude angle, i.e., attitude control parameters; ω_k is the real-time attitude angular velocity for each attitude angle; and θ_k is the real-time attitude change angle for each attitude angle. Here, k corresponds to roll, pitch, and yaw, respectively, representing roll angle, pitch angle, and yaw angle.

[0052] In this embodiment of the invention, the thrust F1, F2, F3, and F4 of the four rotors of the aircraft are calculated using the following formulas:

[0053]

[0054]

[0055]

[0056] In the formula, f represents the distance from the aircraft rotor to its center of gravity, i.e., the lever arm, and c represents the rotor's anti-torque coefficient, ranging from 0.05 to 0.1 m, which is proportional to the air resistance on the rotor. To ensure that each rotor operates within a safe range, the calculated rotor thrust needs to be limited. For example, the lower limit of rotor thrust is set to F_min = 0.2 × F_max to prevent rotor stalling, and the upper limit is F_max = the maximum output thrust of the motor. When the calculated thrust exceeds the limit, a saturation processing mode is entered, and the control strategy is adjusted to adapt to the thrust limitation. For example, when the thrust of a certain rotor reaches the upper limit, the control gain in that direction is reduced, and the compensation for other rotors is increased. Then, based on the thrust of each rotor, the corresponding rotor control signal PWM_i is calculated using the formula PWM_i = (F_i / F_max) × 100%, where i corresponds to the sequence number of the four rotors. Furthermore, after receiving the rotor control signal, it is first processed through a low-pass filter to remove high-frequency noise, and then output to the ESC to drive the rotor motor. The selectable filter cutoff frequency is set to 50Hz to ensure that the signal is smoothed without affecting the control response. Further, based on a preset descent speed, such as 1 m / min, the aircraft is controlled to descend to a preset safe altitude.

[0057] In this embodiment of the invention, during the process of adjusting the center of gravity of the aircraft, the load platform moves to the target position, and the attitude angle data is continuously collected by the IMU sensor. The EKF algorithm calculates the attitude angle in real time. When the pitch angle and roll angle are both restored to the corresponding first sub-preset attitude angle deviation threshold, such as the pitch angle being restored to +1°, the roll angle being restored to +0.5°, and the yaw angle remaining unchanged, it indicates that the center of gravity adjustment of the aircraft is completed, that is, the deviation is less than 1°, and the aircraft enters the stable flight state. The aircraft can transport the target cargo according to the preset route.

[0058] As can be seen, the embodiments of the present invention can also analyze and match the center of gravity adjustment method according to different real-time attitude deviations and different center of gravity offsets of the aircraft. For cases where the deviation and offset are small, the attitude control gain method is used for center of gravity adjustment to reduce the power consumption of the load platform and rotor. For cases where the deviation or offset is large, both the attitude control gain method and the load platform control method are used for center of gravity adjustment to reduce the power consumption of the rotor. For cases where the deviation or offset is very large, both the load platform control method and the rotor thrust distribution method are used for center of gravity adjustment to improve the responsiveness of center of gravity adjustment under different conditions. This improves the efficiency and accuracy of center of gravity adjustment, thereby enhancing the stability of the aircraft's center of gravity during cargo grabbing, and further improving flight stability and accuracy during cargo grabbing. For situations with large deviations or offsets, altitude descent control is implemented to improve stability in maintaining the center of gravity under extreme conditions. Furthermore, during the adjustment process, the aircraft's center of gravity adjustment is monitored simultaneously, and the adjustment parameters are adjusted based on the monitoring data until the aircraft's center of gravity offset and attitude deviation fall within an acceptable range, at which point the center of gravity adjustment operation stops. This is achieved through dynamic adjustment. The aircraft's center of gravity ensures that cargo is transported when the aircraft is at a stable center of gravity, further improving the safety of cargo transportation operations and the accuracy of efficiently delivering cargo to its destination. Furthermore, by first analyzing the aircraft's center of gravity offset and preset position control parameters, the loading platform's movement speed is obtained and compared with its actual movement speed. Finally, this is combined with speed control parameters to analyze the loading platform's speed control signal, improving the accuracy of the speed control signal determination. This, in turn, helps to further improve the control accuracy of the loading platform, and consequently, the efficiency and accuracy of restoring the aircraft's center of gravity stability. Additionally, by first analyzing the aircraft's own weight, cargo weight, and the aircraft's real-time attitude angles, the total rotor thrust required to adjust the aircraft's center of gravity is obtained. Then, by combining the aircraft's real-time attitude angular velocity, changing angular velocity, and attitude control parameters, the corresponding rotor attitude control torque is generated. Finally, this torque, along with the total rotor thrust, is analyzed to obtain the rotor thrust required for each rotor, improving the accuracy and reliability of rotor thrust analysis. This, in turn, helps to improve the control accuracy and reliability of the aircraft's rotors, and consequently, the efficiency and accuracy of restoring the aircraft's center of gravity stability.

[0059] In this embodiment of the invention, optionally, generating the center of gravity offset difference of the aircraft based on the actual center of gravity offset of the aircraft and the initial cargo position of the target cargo includes: Obtain the aircraft's center of gravity position before it grabs the target cargo; The initial center of gravity position of the aircraft is generated based on the aircraft's own center of gravity position, the aircraft's own weight, the initial cargo position corresponding to the target cargo, and the cargo weight of the target cargo. Based on the initial center of gravity position of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, the initial center of gravity offset of the aircraft is generated; The center of gravity offset difference of the aircraft is generated based on the actual center of gravity offset of the aircraft and the initial center of gravity offset of the aircraft.

[0060] In this embodiment of the invention, optionally, the initial center of gravity offset of the aircraft before grasping the target cargo can be analyzed using formulas for initial center of gravity offset in different directions, i.e., the theoretical center of gravity. Specifically: Xcm = (M × X0 + m × x) / (M + m); Ycm = (M × Y0 + m × y) / (M + m); Zcm = (M × Z0 + m × z) / (M + m); In the formula, Xcm, Ycm, and Zcm are the initial center of gravity offsets of the aircraft before it grabs the target cargo; M and m are the weight of the aircraft itself and the weight of the target cargo, respectively; X0, Y0, and Z0 are the positions of the aircraft's own center of gravity in the aircraft coordinate system before it grabs the target cargo, and x, y, and z are the initial cargo positions of the target cargo's center of gravity relative to the aircraft's center of gravity.

[0061] As can be seen, the embodiments of the present invention can first analyze the initial center of gravity position based on the aircraft's own center of gravity position, its own weight, the weight of the cargo, and the initial cargo position relative to the aircraft's center of gravity. Then, it can analyze the theoretical center of gravity of the aircraft by combining the aircraft's own weight and the weight of the cargo. Finally, it can analyze the theoretical center of gravity position and the actual center of gravity offset of the aircraft to obtain the center of gravity offset difference when the aircraft grabs the cargo. This improves the accuracy and reliability of determining the center of gravity offset difference, which is conducive to further improving the accuracy and reliability of the attitude adjustment method and the load platform adjustment method. In turn, it is conducive to improving the accuracy of the aircraft's controller gain control and the accuracy of the load platform movement control. It is also conducive to further improving the efficiency and accuracy of the aircraft's center of gravity stability recovery, so that the aircraft can quickly and accurately maintain a stable center of gravity state, further improving the safety of cargo transportation operations and the accuracy of efficiently delivering cargo to the destination.

[0062] Example 2 Please see Figure 2 , Figure 2 This is a schematic diagram of the center of gravity control device disclosed in an embodiment of the present invention, which is applied to a cargo retrieval scenario. Figure 2 The described device can be applied to any scenario requiring flight operations, such as cargo retrieval in logistics. Figure 2As shown, the device may include: a prediction module 201, used to predict the weight of the target cargo and its initial position relative to the center of gravity of the aircraft based on an image acquired by the aircraft of the target cargo before the aircraft grabs the target cargo.

[0063] The control module 202 is used to collect the initial attitude angle of the aircraft before it grabs the target cargo, and to control the aircraft to grab the target cargo.

[0064] The monitoring module 203 is used to monitor the real-time attitude angle and real-time attitude acceleration of the aircraft during the process of grabbing the target cargo, and to monitor the real-time attitude change angle of the aircraft based on the initial attitude angle and the real-time attitude angle of the aircraft.

[0065] Analysis module 204 is used to compare the real-time attitude change angle of the aircraft with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis results of the aircraft.

[0066] The generation module 205 is used to generate the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft when the attitude change analysis results of the aircraft are used to indicate that the real-time attitude angle of the aircraft meets the predetermined center of gravity adjustment conditions of the aircraft, based on the real-time attitude change angle of the aircraft, the real-time attitude acceleration and the weight of the target cargo.

[0067] The control module 202 is also used to adjust the center of gravity of the aircraft during the process of grabbing the target cargo based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft.

[0068] It is evident that implementation Figure 2 The described device predicts the weight of the cargo and its initial position relative to the aircraft's center of gravity based on acquired cargo images before grasping the cargo, while simultaneously acquiring the aircraft's current initial attitude angle. It then monitors the aircraft's real-time attitude angle, angle changes, and real-time attitude acceleration during cargo grasping. If the angle change indicates that the aircraft's center of gravity adjustment conditions are met, the device analyzes the actual center of gravity shift based on the aircraft's real-time attitude angle and the predicted cargo weight. Finally, combining the results of the attitude change analysis, the device adjusts the aircraft's center of gravity to maintain stability during cargo grasping, thereby improving flight stability and accuracy, enhancing the safety of cargo transportation operations, and efficiently and accurately delivering cargo to its destination.

[0069] In this embodiment of the invention, optionally, the prediction module 201 predicts the weight of the target cargo and its initial position relative to the center of gravity of the cargo based on images acquired by the aircraft targeting the target cargo, including: When the aircraft hovers at a preset vertical height above the location of the target cargo, an image of the target cargo is obtained based on the image acquisition performed by the aircraft on the target cargo. Feature analysis is performed on the cargo image of the target cargo to obtain the cargo features of the target cargo. The cargo features of the target cargo include the cargo location and other cargo features, including the cargo size, cargo type and / or cargo packaging and / or cargo shape. Based on the characteristics of the target cargo, the weight of the target cargo is analyzed, and based on the predetermined transformation relationship between the camera coordinate system and the aircraft coordinate system, the position of the target cargo is transformed to obtain the initial position of the target cargo relative to the center of gravity of the aircraft. The preset vertical height is equal to or greater than the vertical height between the position of the aircraft when it grabs the target cargo and the position of the target cargo. When it is greater than the vertical height, the aircraft is controlled to descend to the vertical height before grabbing the target cargo.

[0070] It is evident that implementation Figure 2 The described device can also perform feature prediction analysis on cargo images acquired by the aircraft while it is hovering based on the trained feature prediction model and weight prediction model, which improves the prediction accuracy of features such as cargo weight, size and position. The predicted cargo position is then converted to the cargo position in the aircraft coordinate system to improve the stability of the aircraft's center of gravity control.

[0071] In this embodiment of the invention, optionally, the generation module 205 generates the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft based on the real-time attitude change angle, real-time attitude acceleration of the aircraft, and the weight of the target cargo. The specific method includes: Obtain the attitude rotational inertia of the aircraft, and generate the actual torque of the aircraft based on the attitude rotational inertia and the real-time attitude acceleration of the aircraft; Based on the weight of the target cargo, the real-time attitude change angle of the aircraft, the preset gravitational acceleration, and the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, the estimated torque generated by the change in the attitude angle of the aircraft is calculated. The actual torque and the estimated torque of the aircraft are analyzed using the least squares method to obtain the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft.

[0072] It is evident that implementation Figure 2 The described device can also improve the accuracy and reliability of determining the actual center of gravity offset of the aircraft by sequentially analyzing the estimated torque and the actual torque generated by the aircraft's offset, and comprehensively analyzing the attitude control torque of both, thereby helping to further improve the accuracy and reliability of maintaining the stability of the aircraft's center of gravity.

[0073] In this embodiment of the invention, optionally, the control module 202 adjusts the center of gravity of the aircraft during the process of grasping the target cargo based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the analysis results of the aircraft's attitude change. The specific method includes: When the aircraft's attitude change analysis results indicate that the aircraft's real-time attitude change angle is greater than or equal to the first preset attitude angle deviation threshold and less than the second preset attitude angle deviation threshold, the aircraft's center of gravity offset difference is generated based on the aircraft's actual center of gravity offset and the target cargo's initial cargo position. It is then determined whether the aircraft's center of gravity offset difference is greater than or equal to the first preset center of gravity offset difference. If it is determined to be less than the first preset center of gravity offset difference, the aircraft's attitude adjustment mode is generated based on the aircraft's center of gravity offset difference and the aircraft's real-time attitude change angle. Based on the aircraft's attitude adjustment mode, the center of gravity of the aircraft is adjusted during the process of grasping the target cargo. When it is determined that the center of gravity offset difference is greater than or equal to the first preset center of gravity offset difference and less than the second preset center of gravity offset difference, or when the aircraft's attitude change analysis result is used to represent the aircraft's real-time attitude change angle is greater than or equal to the second preset attitude angle deviation threshold and less than the third preset attitude angle deviation threshold, the aircraft's attitude adjustment mode is generated based on the center of gravity offset difference and the aircraft's real-time attitude change angle, and the aircraft's load platform adjustment mode is generated based on the center of gravity offset difference and the aircraft's preset load platform control parameters, and the center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the aircraft's attitude adjustment mode and the aircraft's load platform adjustment mode. When the center of gravity offset difference is determined to be greater than or equal to the second preset center of gravity offset difference, or when the aircraft's attitude change analysis result is used to indicate that the center of gravity offset difference is greater than or equal to the third preset attitude angle deviation threshold, the aircraft's load platform adjustment mode is generated based on the center of gravity offset difference and the aircraft's preset load platform control parameters. The aircraft's rotor thrust control mode is generated based on the aircraft's real-time attitude change angle, the aircraft's own weight, and the target cargo weight. The center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the aircraft's load platform adjustment mode and the aircraft's rotor thrust control mode. The preset attitude angle deviation thresholds include a first preset attitude angle deviation threshold, a second preset attitude angle deviation threshold, and a third preset attitude angle deviation threshold.

[0074] It is evident that implementation Figure 2 The described device can also analyze and match the center of gravity adjustment method according to different real-time attitude deviations and center of gravity offsets of the aircraft. For small deviations and offsets, attitude control gain is used for center of gravity adjustment. For larger deviations or offsets, attitude control gain and load platform control are used simultaneously for center of gravity adjustment. For very large deviations or offsets, load platform control and rotor thrust distribution are used simultaneously for center of gravity adjustment. This improves the responsiveness of center of gravity adjustment in different situations, increases the efficiency and accuracy of corresponding center of gravity adjustment, and thus improves the stability of the aircraft's center of gravity during cargo grabbing, thereby improving the flight stability and accuracy of the aircraft during cargo grabbing. Furthermore, during the adjustment process, the center of gravity adjustment status of the aircraft is monitored simultaneously, and the center of gravity adjustment parameters are adjusted based on the monitoring data until the aircraft's center of gravity offset and attitude deviation fall within the allowable range. Only then does the center of gravity adjustment operation stop, ensuring that the cargo is transferred when the aircraft's center of gravity is stable. This further improves the safety of cargo transportation operations and the accuracy of efficiently delivering cargo to its destination.

[0075] In this embodiment of the invention, optionally, the control module 202 generates a specific method for adjusting the load platform of the aircraft based on the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft, including: The velocity of the aircraft's loading platform is generated based on the aircraft's center of gravity offset difference and the aircraft's preset position control parameters. Obtain the current actual speed of the aircraft's loading platform, and generate the speed deviation of the loading platform based on the speed of the aircraft's loading platform and the corresponding actual speed of the aircraft. Based on the preset load control parameters of the aircraft and the speed deviation of the load, a speed control signal for the load is generated, which serves as the load adjustment method for the aircraft.

[0076] It is evident that implementation Figure 2 The described device can also obtain the speed of the load platform by first analyzing the center of gravity offset of the aircraft and the preset position control parameters, compare it with the actual speed of the load platform, and finally combine it with the speed control parameters to analyze the speed control signal of the load platform. This improves the accuracy of determining the speed control signal of the load platform, which is conducive to further improving the control accuracy of the load platform, and thus further improving the efficiency and accuracy of the aircraft's center of gravity stability recovery.

[0077] In this embodiment of the invention, optionally, the control module 202 generates a rotor thrust control mode for the aircraft based on the real-time attitude change angle of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, including: Based on the aircraft's own weight, the target cargo's mass, and the aircraft's real-time attitude angle, the total rotor thrust required to adjust the aircraft's center of gravity is generated. Based on the real-time attitude angular velocity, the real-time attitude change angle of the aircraft, and the pre-determined attitude control parameters of the aircraft, the attitude control torque of the aircraft is generated. Based on the attitude control torque of the aircraft and the total rotor thrust of the aircraft, the rotor thrust of each rotor of the aircraft is generated, which serves as the rotor thrust control method of the aircraft.

[0078] It is evident that implementation Figure 2 The described device can also obtain the total rotor thrust required to adjust the aircraft's center of gravity by first analyzing the aircraft's own weight and the real-time attitude angle of the cargo-weight aircraft. Then, by combining the aircraft's real-time attitude angular velocity, changing angular velocity, and attitude control parameters, it generates the corresponding rotor attitude control torque. Finally, it analyzes the torque and the total rotor thrust to obtain the rotor thrust required for each rotor of the aircraft. This improves the accuracy and reliability of the aircraft's rotor thrust analysis, thereby improving the control accuracy and reliability of the aircraft's rotors, and further improving the efficiency and accuracy of the aircraft's center of gravity recovery.

[0079] In this embodiment of the invention, optionally, the control module 202 generates the center of gravity offset difference of the aircraft based on the actual center of gravity offset of the aircraft and the initial cargo position of the target cargo, including: Obtain the aircraft's center of gravity position before it grabs the target cargo; The initial center of gravity position of the aircraft is generated based on the aircraft's own center of gravity position, the aircraft's own weight, the initial cargo position corresponding to the target cargo, and the cargo weight of the target cargo. Based on the initial center of gravity position of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, the initial center of gravity offset of the aircraft is generated; The center of gravity offset difference of the aircraft is generated based on the actual center of gravity offset of the aircraft and the initial center of gravity offset of the aircraft.

[0080] It is evident that implementation Figure 2The described device can first analyze the initial center of gravity position based on the aircraft's own center of gravity position, its own weight, cargo weight, and the initial cargo position relative to the aircraft's center of gravity. Then, it combines this with the aircraft's own weight and cargo weight to analyze the aircraft's theoretical center of gravity. Finally, it analyzes this theoretical center of gravity position and the actual center of gravity offset of the aircraft to obtain the center of gravity offset difference when the aircraft grabs cargo. This improves the accuracy and reliability of determining the center of gravity offset difference, which is conducive to further improving the accuracy and reliability of attitude adjustment methods and load platform adjustment methods. In turn, it is conducive to improving the accuracy of the aircraft's controller gain control and load platform movement control, and further improving the efficiency and accuracy of the aircraft's center of gravity stability recovery. This allows the aircraft to quickly and accurately maintain a stable center of gravity, further improving the safety of cargo transportation operations and the accuracy of efficiently delivering cargo to its destination.

[0081] Example 3 Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of an aircraft disclosed in an embodiment of the present invention. Figure 3 The described aircraft can be applied to any scenario requiring flight operations, such as cargo retrieval in logistics. Figure 3 As shown, the aircraft may include: Memory 301 storing executable program code; Processor 302 coupled to memory 301; The processor 302 calls the executable program code stored in the memory 301 to execute some or all of the steps in any of the center of gravity control methods disclosed in Embodiment 1 of the present invention for use in a warehouse retrieval scenario.

[0082] Example 4 This invention discloses a computer storage medium storing computer instructions. When these computer instructions are invoked, they are used to execute some or all of the steps in any of the center of gravity control methods disclosed in Embodiment 1 of this invention, which are applied to a cargo retrieval scenario.

[0083] The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0084] Through the detailed description of the above embodiments, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.

[0085] Finally, it should be noted that the above embodiments are merely preferred embodiments of the present invention and are only used to illustrate the technical solutions of the present invention, not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A center of gravity control method applied in a warehouse pickup scenario, characterized in that, The method includes: Before the aircraft grabs the target cargo, based on the image obtained by the aircraft in capturing images of the target cargo, the weight of the target cargo and the initial cargo position relative to the center of gravity of the aircraft are predicted. The initial attitude angle of the aircraft before it grabs the target cargo is collected, and the aircraft is controlled to grab the target cargo. The real-time attitude angle and real-time attitude acceleration of the aircraft during the grabbing process are monitored, and the real-time attitude change angle of the aircraft is monitored based on the initial attitude angle and the real-time attitude angle of the aircraft. The real-time attitude change angle of the aircraft is compared with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis result of the aircraft. When the attitude change analysis results of the aircraft are used to indicate that the real-time attitude angle of the aircraft meets the predetermined center of gravity adjustment conditions of the aircraft, the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft is generated based on the real-time attitude change angle, real-time attitude acceleration and cargo weight of the target cargo. Based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft, the center of gravity of the aircraft is adjusted during the process of grasping the target cargo. The step of generating the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, based on the real-time attitude change angle, real-time attitude acceleration of the aircraft, and the weight of the target cargo, includes: The attitude rotational inertia of the aircraft is obtained, and the actual torque of the aircraft is generated based on the attitude rotational inertia and the real-time attitude acceleration of the aircraft. Based on the weight of the target cargo, the real-time attitude change angle of the aircraft, the preset gravitational acceleration, and the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, the estimated torque generated by the change in the attitude angle of the aircraft is calculated. The actual torque corresponding to the aircraft and the estimated torque of the aircraft are analyzed by least squares method to obtain the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft. The formula for calculating the estimated torque of the aircraft is as follows: τ = m × g × Δr × sin(θ); In the formula, τ is the estimated torque of the aircraft; m is the weight of the target cargo; g is the preset gravitational acceleration; Δr is the actual center of gravity offset of the aircraft; and θ is the real-time attitude change angle of the aircraft.

2. The method according to claim 1, characterized in that, The method of predicting the weight of the target cargo and its initial position relative to the center of gravity of the aircraft, based on images acquired by the aircraft targeting the target cargo, includes: When the aircraft hovers at a preset vertical height above the location of the target cargo, an image of the target cargo is obtained based on the image acquisition performed by the aircraft on the target cargo. Feature analysis is performed on the image of the target cargo to obtain the cargo features of the target cargo. The cargo features of the target cargo include the cargo location and other cargo features. The other cargo features of the target cargo include the cargo size, cargo type and / or cargo packaging and / or cargo shape. Based on the cargo characteristics of the target cargo, the cargo weight of the target cargo is analyzed, and based on the predetermined transformation relationship between the camera coordinate system and the aircraft coordinate system, the cargo position of the target cargo is transformed to obtain the initial cargo position of the target cargo relative to the center of gravity of the aircraft. The preset vertical height is equal to or greater than the vertical height between the position of the aircraft when it grabs the target cargo and the position of the target cargo. When it is greater than the vertical height, the aircraft is controlled to descend to the vertical height before grabbing the target cargo.

3. The method according to claim 2, characterized in that, The step of adjusting the center of gravity of the aircraft during the process of grasping the target cargo, based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft, includes: When the attitude change analysis result of the aircraft indicates that the real-time attitude change angle of the aircraft is greater than or equal to the first preset attitude angle deviation threshold and less than the second preset attitude angle deviation threshold, the center of gravity offset difference of the aircraft is generated according to the actual center of gravity offset of the aircraft and the initial cargo position of the target cargo; it is determined whether the center of gravity offset difference of the aircraft is greater than or equal to the first preset center of gravity offset difference; when it is determined that it is less than the first preset center of gravity offset difference, the attitude adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the real-time attitude change angle of the aircraft, and the center of gravity of the aircraft is adjusted during the process of grasping the target cargo based on the attitude adjustment mode of the aircraft. When it is determined that the deviation is greater than or equal to the first preset center of gravity offset difference and less than the second preset center of gravity offset difference, or when the attitude change analysis result of the aircraft is used to indicate that the real-time attitude change angle of the aircraft is greater than or equal to the second preset attitude angle deviation threshold and less than the third preset attitude angle deviation threshold, the attitude adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the real-time attitude change angle of the aircraft, and the load platform adjustment mode of the aircraft is generated according to the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft, and the center of gravity of the aircraft is adjusted during the process of grasping the target cargo based on the attitude adjustment mode and the load platform adjustment mode of the aircraft. When it is determined that the center of gravity offset difference is greater than or equal to the second preset center of gravity offset difference, or when the attitude change analysis result of the aircraft is used to indicate that the center of gravity offset difference is greater than or equal to the third preset attitude angle deviation threshold, the aircraft's load platform adjustment mode is generated based on the center of gravity offset difference of the aircraft and the preset load platform control parameters of the aircraft. The aircraft's rotor thrust control mode is generated based on the real-time attitude change angle of the aircraft, the aircraft's own weight and the weight of the target cargo. The center of gravity of the aircraft is adjusted during the process of grabbing the target cargo based on the load platform adjustment mode and the rotor thrust control mode. The preset attitude angle deviation threshold includes the first preset attitude angle deviation threshold, the second preset attitude angle deviation threshold, and the third preset attitude angle deviation threshold.

4. The method according to claim 3, characterized in that, The process of generating the load-bearing platform adjustment method based on the aircraft's center of gravity offset difference and the aircraft's preset load-bearing platform control parameters includes: The velocity of the loading platform of the aircraft is generated based on the center of gravity offset difference of the aircraft and the preset position control parameters of the aircraft. The current actual speed of the aircraft's load platform is obtained, and the speed deviation of the aircraft's load platform is generated based on the speed of the aircraft's load platform and the corresponding actual speed of the aircraft. Based on the preset load control parameters of the aircraft and the speed deviation of the load, a speed control signal for the load is generated, which serves as the load adjustment method for the aircraft.

5. The method according to claim 3, characterized in that, The method for generating rotor thrust control for the aircraft based on the real-time attitude change angle of the aircraft, the weight of the aircraft itself, and the weight of the target cargo includes: Based on the aircraft's own weight, the target cargo's mass, and the aircraft's real-time attitude angle, the total rotor thrust required to adjust the aircraft's center of gravity is generated. Based on the real-time attitude angular velocity of the aircraft, the real-time attitude change angle of the aircraft, and the pre-determined attitude control parameters of the aircraft, the attitude control torque of the aircraft is generated. Based on the attitude control torque of the aircraft and the total rotor thrust of the aircraft, the rotor thrust of each rotor of the aircraft is generated as the rotor thrust control method of the aircraft.

6. The method according to claim 3, characterized in that, The step of generating the center of gravity offset difference of the aircraft based on the actual center of gravity offset of the aircraft and the initial cargo position of the target cargo includes: Obtain the position of the aircraft's center of gravity before it grabs the target cargo; The initial center of gravity position of the aircraft is generated based on the aircraft's own center of gravity position, the aircraft's own weight, the initial cargo position corresponding to the target cargo, and the cargo weight of the target cargo. Based on the initial center of gravity position of the aircraft, the weight of the aircraft itself, and the weight of the target cargo, the initial center of gravity offset of the aircraft is generated; The center of gravity offset difference of the aircraft is generated based on the actual center of gravity offset of the aircraft and the initial center of gravity offset of the aircraft.

7. A center of gravity control device applied in a goods retrieval scenario, characterized in that, The device includes: The prediction module is used to predict the weight of the target cargo and its initial position relative to the center of gravity of the aircraft, based on the image acquired by the aircraft for the target cargo before the aircraft grabs the target cargo. The control module is used to collect the initial attitude angle of the aircraft before it grabs the target cargo, and to control the aircraft to grab the target cargo. The monitoring module is used to monitor the real-time attitude angle and real-time attitude acceleration of the aircraft during the process of grasping the target cargo, and to monitor the real-time attitude change angle of the aircraft based on the initial attitude angle and the real-time attitude angle of the aircraft. The analysis module is used to compare the real-time attitude change angle of the aircraft with the preset attitude angle deviation threshold of the aircraft to obtain the attitude change analysis result of the aircraft. The generation module is used to generate the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft when the attitude change analysis result of the aircraft indicates that the real-time attitude angle of the aircraft meets the predetermined center of gravity adjustment conditions of the aircraft, based on the real-time attitude change angle of the aircraft, the real-time attitude acceleration and the cargo weight of the target cargo. The control module is also used to perform an adjustment operation on the center of gravity of the aircraft during the process of grabbing the target cargo based on the actual center of gravity offset of the aircraft, the initial cargo position of the target cargo, and the attitude change analysis results of the aircraft. The generation module generates the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft based on the real-time attitude change angle, real-time attitude acceleration, and the weight of the target cargo. The specific method for this generation module includes: The attitude rotational inertia of the aircraft is obtained, and the actual torque of the aircraft is generated based on the attitude rotational inertia and the real-time attitude acceleration of the aircraft. Based on the weight of the target cargo, the real-time attitude change angle of the aircraft, the preset gravitational acceleration, and the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft, the estimated torque generated by the change in the attitude angle of the aircraft is calculated. The actual torque corresponding to the aircraft and the estimated torque of the aircraft are analyzed by least squares method to obtain the actual center of gravity offset of the target cargo relative to the center of gravity of the aircraft. The formula for calculating the estimated torque of the aircraft is as follows: τ = m × g × Δr × sin(θ); In the formula, τ is the estimated torque of the aircraft; m is the weight of the target cargo; g is the preset gravitational acceleration; Δr is the actual center of gravity offset of the aircraft; and θ is the real-time attitude change angle of the aircraft.

8. An aircraft, characterized in that, The aircraft includes: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute the center of gravity control method as described in any one of claims 1-6 for a goods retrieval scenario.

9. A computer storage medium, characterized in that, The computer storage medium stores computer instructions, which, when invoked, execute the center of gravity control method as described in any one of claims 1-6 for a goods retrieval scenario.

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