A method, system, device, and medium for servicing aircraft rotor control

Abstract

The application provides a kind of overhauling aircraft rotor control method, system, equipment and medium, its method includes: obtaining the arm cooperative operation state data and mechanical arm maintenance action intention package of target overhauling aircraft;According to arm cooperative operation state data generates short-time disturbance characteristic quantity, generates initial thrust pre-distribution level and rotor thrust increment under grade thrust mapping table based on mechanical arm maintenance action intention package;The confidence of mass center offset generated based on short-time disturbance characteristic quantity adjusts initial thrust pre-distribution level to obtain final thrust pre-distribution level, which is combined with rotor thrust increment to generate initial rotor control signal to obtain flight attitude feedback;Cumulative thrust correction times and cumulative thrust correction amount are obtained, combined with flight attitude feedback to generate rotor thrust correction amount;Based on rotor thrust correction amount and rotor thrust increment, generate final rotor thrust control signal to control the rotor of target overhauling aircraft.The application can improve the operation accuracy of overhauling aircraft.

Description

Technical Field

[0001] This invention relates to the field of aircraft control technology, and in particular to a method, system, equipment and medium for overhauling aircraft rotor control. Background Technology

[0002] During power transmission line maintenance, when the maintenance drone equipped with a robotic arm performs operations such as extending and grasping, the drone may become unbalanced due to a momentary shift in its center of gravity, leading to interruption of maintenance work or causing safety accidents.

[0003] Existing technology involves conducting actual flight tests on the aircraft to generate parameter combinations and modal mapping tables. Then, it collects current multidimensional data of the aircraft and combines it with the modal mapping tables to generate undetermined control modes for verification, ultimately obtaining the target mode. Subsequently, it acquires initial control variables and calculates the final control law and inverse matrix to generate torque commands to control the aircraft rotor. However, aircraft equipped with robotic arms for power line maintenance can experience attitude imbalances due to the robotic arm's movements. Existing technology only controls the aircraft based on commands generated from the real-time rotor status, neglecting the impact of robotic arm movements on the aircraft's attitude. This results in a discrepancy between the actual and expected attitude disturbances, leading to significant control lag and making it difficult to suppress attitude fluctuations generated during robotic arm movements. Therefore, if this existing technology is used for maintenance aircraft equipped with robotic arms in power transmission line maintenance, significant attitude fluctuations will occur during robotic arm movements, reducing operational accuracy. Summary of the Invention

[0004] The present invention aims to provide a rotor control method, system, equipment and medium for maintenance aircraft to solve the above-mentioned technical problems, reduce the attitude fluctuation of the maintenance aircraft during the operation of its robotic arm, and improve the operation accuracy of the maintenance aircraft.

[0005] To solve the above-mentioned technical problems, the present invention provides a method for overhauling the rotor control of an aircraft, comprising the following steps: Acquire the collaborative operation status data of the robotic arms and the robotic arm maintenance action intent package of the target maintenance aircraft; Based on the robotic arm collaborative operation status data, short-term disturbance characteristic quantities are generated, and based on the robotic arm maintenance action intention package, an initial thrust pre-allocation level and rotor thrust increment are generated under a preset level thrust mapping table. Based on the short-term disturbance characteristics, a centroid offset confidence level is generated, and the initial thrust pre-allocation level is adjusted under the centroid offset confidence level to obtain the final thrust pre-allocation level. An initial rotor control signal is generated based on the final thrust pre-allocation level and the rotor thrust increment, and the flight attitude feedback of the target maintenance aircraft is obtained based on the initial rotor control signal; The cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft are obtained, and the rotor thrust correction amount is generated based on the cumulative thrust correction count, the cumulative thrust correction amount and the flight attitude feedback under the preset thrust refinement correction algorithm. The final rotor thrust control signal is generated based on the rotor thrust correction and the rotor thrust increment. Rotor control is performed on the target maintenance aircraft based on the final rotor control signal.

[0006] In the above scheme, the short-term disturbance characteristics generated based on the robotic arm collaborative operation status data can capture the dynamic disturbance trend caused by the robotic arm's movements in real time. Furthermore, under the preset thrust level mapping table, based on the robotic arm maintenance action intention package, the initial thrust pre-allocation level and the corresponding rotor thrust increment can be quickly generated to pre-compensate for the center of mass shift that will occur due to the robotic arm's movements, thereby reducing the attitude fluctuation amplitude at the initial stage of the robotic arm's movement disturbance. Subsequently, the initial thrust pre-allocation level is adjusted based on the center of mass shift confidence level, so that the final thrust pre-allocation level is more in line with the actual working conditions of the aircraft maintenance operation, ensuring that the subsequent compensated rotor thrust force matches the actual disturbance risk and reducing the attitude fluctuation amplitude of the maintenance aircraft during its robotic arm movements. Subsequently, this solution, combined with real-time flight attitude feedback, generates a refined rotor thrust correction amount under a preset thrust refinement correction algorithm to supplement and adjust the rotor thrust increment. This effectively suppresses residual attitude deviations caused by external interference in complex maintenance environments. Furthermore, the generated final rotor thrust control signal retains the advantage of rapid response while reducing the lag in disturbance adjustment, and can control the aircraft's attitude fluctuations within a minimal range throughout the entire robotic arm's movement cycle. Therefore, this solution generates an initial thrust pre-allocation level and rotor thrust increment pre-compensated before disturbances occur through a preset thrust mapping table and robotic arm maintenance action intent package. The initial thrust pre-allocation level is adjusted using centroid offset confidence to better suit actual working conditions. Then, based on real-time flight attitude feedback, refined corrections are made to eliminate residual errors, synergistically reducing the peak attitude fluctuations of the aircraft during the robotic arm's movement. This ensures good positioning accuracy for the maintenance aircraft robotic arm during power transmission line maintenance operations, thereby improving the operational accuracy of the maintenance aircraft.

[0007] Further, the step of obtaining the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and generating a rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback under a preset thrust refinement correction algorithm, includes: obtaining the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft; performing a refinement correction step based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback to obtain the rotor thrust correction amount; the refinement correction step includes: confirming that the flight attitude feedback does not exceed a preset stability threshold, then stopping the execution of the refinement correction step, and generating a rotor thrust correction amount based on the flight attitude feedback. If the cumulative thrust correction amount is not exceeded, then determine whether the cumulative thrust correction count exceeds the preset maximum correction count and whether the cumulative thrust correction amount exceeds the preset maximum cumulative correction amount. If it is confirmed that the cumulative thrust correction count does not exceed the preset maximum correction count and the cumulative thrust correction amount does not exceed the preset maximum cumulative correction amount, then obtain the current rotor thrust correction amount based on the flight attitude feedback under the preset thrust refinement correction algorithm. Obtain the current flight attitude feedback, the current cumulative thrust correction count and the current cumulative thrust correction amount based on the current rotor thrust correction amount, and re-execute the refinement correction step based on the current cumulative thrust correction count, the current cumulative thrust correction amount and the current flight attitude feedback.

[0008] In the above scheme, the current flight attitude feedback reflecting attitude deviation is compared with a preset stability threshold. If the current flight attitude feedback does not exceed the preset stability threshold, that is, it has converged to within the preset stability threshold, it indicates that the previously obtained initial rotor control signal combined with the current rotor thrust correction is sufficient to maintain the attitude stability of the target maintenance aircraft. At this time, the final rotor thrust correction is generated based on the current flight attitude feedback, and the fine correction step is exited to avoid unnecessary over-correction adjustment. If the current flight attitude feedback exceeds the preset stability threshold, further fine correction is required. At this time, it is first determined whether the cumulative thrust correction count exceeds the preset maximum correction count and whether the cumulative thrust correction amount exceeds the preset maximum correction count. A maximum cumulative correction amount is preset. If any cumulative amount exceeds the maximum value, the fine correction step is stopped to prevent violent oscillations caused by excessive thrust correction to the maintenance aircraft, ensuring that the rotor thrust is always within a safe and controllable range. If none of the cumulative amounts exceed the maximum value, the current rotor thrust correction amount is calculated based on the current attitude deviation using the preset thrust fine correction algorithm. Each fine correction step continuously monitors the flight attitude feedback throughout the entire movement of the robotic arm, gradually eliminating residual attitude deviations, and ultimately converging the attitude fluctuations during the robotic arm's movement to a minimum, ensuring the positioning accuracy of the robotic arm in maintenance operations, thereby improving the overall operational accuracy of the maintenance aircraft.

[0009] Furthermore, before performing rotor control on the target maintenance aircraft based on the final rotor control signal, the method further includes: acquiring multimodal sensor data of the target maintenance aircraft based on the arm cooperative operation status data; confirming that the multimodal sensor data continues to conflict under a preset backoff execution threshold or that the flight attitude feedback has not converged within a preset feedback observation period, and generating a motion amplitude backoff command; the motion amplitude backoff command is used to control the target maintenance aircraft to reduce the motion amplitude of the robotic arm; and performing robotic arm motion amplitude control on the target maintenance aircraft according to the motion amplitude backoff command.

[0010] When the above scheme confirms that the multimodal sensor data continues to conflict under the preset backoff execution threshold or the flight attitude feedback fails to converge within the preset feedback observation period, it indicates that the current operating condition of the maintenance aircraft has exceeded the effective adjustment range. Therefore, this scheme actively generates a motion amplitude backoff command at this time to control the robotic arm of the maintenance aircraft to reduce its motion amplitude, thereby actively reducing the severity of the centroid offset disturbance caused by the robotic arm's motion. This avoids the situation where the disturbance continues to amplify due to sensor failure or attitude divergence of the maintenance aircraft, thereby controlling the attitude fluctuation of the maintenance aircraft within an acceptable range, thus avoiding attitude loss of control and maintaining basic operational capabilities, and ensuring the flight operation safety of the maintenance aircraft under extreme conditions.

[0011] Furthermore, after performing rotor control on the target maintenance aircraft based on the final rotor control signal, the method further includes: acquiring the action process log of the target maintenance aircraft, and acquiring an action type set based on the action process log; performing statistical deviation distribution analysis on the action process log under the action type set to generate the attitude mean deviation and attitude deviation standard deviation corresponding to each action type in the action type set; and updating the level thrust mapping table based on the attitude mean deviation and the attitude deviation standard deviation.

[0012] The above scheme, based on the motion logs generated during on-site maintenance of the aircraft, performs statistical deviation distribution analysis on the log data corresponding to each motion type in the obtained motion type set. It calculates the mean attitude deviation and standard deviation of the aircraft during the execution of that motion type. The mean attitude deviation reflects the direction and degree of deviation in the control result under that motion type, while the standard deviation reflects the stability and consistency of the control result. Subsequently, this scheme maps the previously preset thrust level mapping table to the corresponding motion type based on the aforementioned mean attitude deviation and standard deviation. The thrust level mapping table is updated and adjusted to adapt to different operating scenarios and different robotic arm configurations of the maintenance aircraft. As a result, when the rotor control of the maintenance aircraft is subsequently carried out using this thrust level mapping table, the initial thrust pre-allocation level and rotor thrust increment are more suitable for the actual operating scenario of the maintenance aircraft, improving rotor control accuracy and adaptability. This, in turn, reduces the degree of attitude fluctuation of the aircraft during the robotic arm's movement, ensures that the robotic arm of the maintenance aircraft has better positioning accuracy in power transmission line maintenance operations, and improves the operational accuracy of the maintenance aircraft.

[0013] Furthermore, the step of generating short-term disturbance feature quantities based on the arm collaborative operation status data, and generating initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intention package under a preset level thrust mapping table, includes: acquiring aircraft inertial data, robotic arm status data, and relative pose information based on the arm collaborative operation status data; performing exponential smoothing on the aircraft inertial data, robotic arm status data, and relative pose information to generate short-term disturbance feature quantities; acquiring robotic arm action type and expected robotic arm displacement based on the robotic arm maintenance action intention package; and querying the initial thrust pre-allocation level and rotor thrust increment under the preset level thrust mapping table based on the robotic arm action type and expected robotic arm displacement.

[0014] The above-mentioned scheme first acquires aircraft inertial data, robotic arm status data, and relative pose information based on the collaborative operation status data of the robotic arm. These three types of sensing information represent the real-time operating condition of the maintenance aircraft from three complementary dimensions: the aircraft's own motion, the robotic arm's status, and the external environment. Compared with traditional schemes that rely on single sensing information and are easily affected by noise or transient interference, this scheme has higher noise resistance. Subsequently, this scheme performs exponential smoothing on the three types of sensing information to effectively filter short-term burst noise while retaining key information representing the centroid offset trend. This ensures the accuracy and stability of the generated short-term disturbance feature quantity, making the subsequent centroid offset confidence based on this short-term disturbance feature quantity more reliable. As a result, the maintenance aircraft can effectively suppress attitude fluctuations during robotic arm movements, improving the operational accuracy of the maintenance aircraft. Furthermore, this solution obtains the robotic arm's action type and expected displacement based on the robotic arm's maintenance action intent package. Then, based on the robotic arm's action type and expected displacement, it queries a preset thrust mapping table to directly obtain the initial thrust pre-allocation level and specific rotor thrust increment that are compatible with the current robotic arm action. This avoids the problem of significant control delays caused by traditional solutions that compensate only after the robotic arm action occurs. In other words, this solution obtains the initial thrust pre-allocation level and rotor thrust increment based on the robotic arm's maintenance action intent package before the robotic arm action affects the attitude of the maintenance aircraft, so as to pre-compensate for the expected center of mass shift. This ensures that the rotor control of the maintenance aircraft is adapted to the robotic arm action, reduces rotor control lag, and enables the maintenance aircraft to effectively suppress attitude fluctuations throughout the entire robotic arm action cycle, thereby improving the operational accuracy of the maintenance aircraft.

[0015] Furthermore, in the step of querying the initial thrust pre-allocation level and rotor thrust increment under the preset level thrust mapping table based on the robotic arm action type and the expected displacement of the robotic arm, the construction of the level thrust mapping table includes: acquiring the test flight action dataset of the target maintenance aircraft, and performing linear fitting based on the test flight action dataset to obtain the rotor fitting coefficient corresponding to each test flight action type in the test flight action dataset; generating the test flight rotor thrust increment based on the test flight action dataset and the rotor fitting coefficient; and performing level interval division processing based on the test flight rotor thrust increment to generate the level thrust mapping table.

[0016] The above scheme generates the rotor thrust increment based on linear fitting of the flight test motion dataset, establishing a reliable mapping relationship between the rotor thrust increment and the robotic arm motion type. This ensures that the generated level thrust mapping table can be well adapted to the target maintenance aircraft, thereby enabling the initial thrust pre-allocation level and rotor thrust increment obtained based on the level thrust mapping table to better offset the actual center of gravity shift of the maintenance aircraft, reduce attitude fluctuations, and thus improve the accuracy of maintenance operations.

[0017] Further, the step of generating a centroid offset confidence level based on the short-term disturbance feature quantity and adjusting the initial thrust pre-allocation level under the centroid offset confidence level to obtain the final thrust pre-allocation level includes: obtaining the change in inertial short-term acceleration, the robot arm displacement rate, and the change in visual relative displacement based on the short-term disturbance feature quantity; comparing the change in inertial short-term acceleration with a preset acceleration threshold to generate an inertial short-term acceleration change offset judgment result; and comparing the robot arm displacement rate with a preset robot arm displacement rate threshold to generate a robot arm displacement rate offset judgment result. The visual relative displacement change is compared with a preset relative displacement threshold to generate a relative displacement offset judgment result; if at least two of the inertial short-time acceleration change offset judgment result, the robotic arm displacement rate offset judgment result, and the relative displacement offset judgment result are confirmed to exceed the threshold, then a centroid offset confidence level is generated based on the inertial short-time acceleration change offset judgment result, the robotic arm displacement rate offset judgment result, and the relative displacement offset judgment result; the initial thrust pre-allocation level is adjusted under the centroid offset confidence level to obtain the final thrust pre-allocation level.

[0018] The above scheme acquires three key data indicators based on short-term disturbance characteristics: short-term inertial acceleration change reflecting the abrupt change in the aircraft's own motion, robotic arm displacement rate reflecting the speed of the robotic arm's movement, and visual relative displacement change reflecting changes in external relative position. These three key data indicators are compared with corresponding preset thresholds to obtain the judgment results of short-term inertial acceleration change offset, robotic arm displacement rate offset, and relative displacement offset. When at least two of the above three judgment results exceed the threshold, it indicates that the aircraft under maintenance is currently at risk of center of gravity offset. The more data indicators that exceed the threshold, the higher the confidence level of the generated center of gravity offset. Subsequently, the initial thrust pre-allocation level is adjusted under this center of gravity offset confidence level. If the center of gravity offset confidence level is high, it indicates a greater disturbance risk, and the initial thrust pre-allocation level is appropriately increased to enhance the compensation correction. If the confidence level is low, the initial thrust pre-allocation level only needs to be maintained or finely adjusted to avoid over-compensation correction. This solution uses three types of judgment results to collaboratively assess the risk of centroid shift, effectively avoiding the problems of traditional solutions that rely solely on a single data indicator to judge the risk of centroid shift, which may lead to misjudgments due to noise, drift, or instantaneous interference. This ensures the reliability of the centroid shift risk assessment, thereby ensuring the reliability of the centroid shift confidence level. Higher centroid shift risk results in stronger compensation and correction, while lower centroid shift risk avoids excessive intervention. This allows for more effective suppression of attitude fluctuations and avoids severe oscillations caused by excessive compensation and correction, thus improving the accuracy of maintenance operations.

[0019] This invention also provides a rotor control system for a maintenance aircraft, used to implement any of the above-mentioned rotor control methods for maintenance aircraft, comprising: an arm operation data acquisition module, used to acquire arm collaborative operation status data and robotic arm maintenance action intent package of the target maintenance aircraft; an initial pre-allocation level and thrust increment acquisition module, used to generate short-term disturbance characteristic quantities based on the arm collaborative operation status data, and generate an initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intent package under a preset level thrust mapping table; and a pre-allocation level determination module, used to generate a centroid offset confidence level based on the short-term disturbance characteristic quantities, and adjust the initial thrust pre-allocation level under the centroid offset confidence level to obtain a final thrust pre-allocation level. The system includes: an attitude feedback module for generating an initial rotor control signal based on the final thrust pre-allocation level and the rotor thrust increment, and obtaining flight attitude feedback of the target maintenance aircraft based on the initial rotor control signal; a rotor thrust correction acquisition module for acquiring the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and generating a rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback under a preset thrust refinement correction algorithm; a rotor control signal generation module for generating a final rotor thrust control signal based on the rotor thrust correction amount and the rotor thrust increment; and a rotor control module for performing rotor control on the target maintenance aircraft based on the final rotor control signal.

[0020] The present invention also provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, it implements any of the above-described aircraft rotor control methods for maintenance.

[0021] The present invention also provides a computer-readable storage medium, comprising: a stored computer program, wherein, when the computer program is executed, the device on which the computer-readable storage medium is located executes any of the above-described aircraft rotor control methods.

[0022] The above scheme generates an initial thrust pre-allocation level and rotor thrust increment that are pre-compensated before the disturbance occurs by using a preset thrust mapping table and a robotic arm maintenance action intent package. The initial thrust pre-allocation level is adjusted to better suit the actual working conditions by adjusting the center of mass offset confidence level. Then, residual errors are finely corrected and eliminated based on real-time flight attitude feedback. This collaboratively reduces the peak attitude fluctuation of the aircraft during the robotic arm's operation, ensuring that the robotic arm of the maintenance aircraft has good positioning accuracy in power transmission line maintenance operations, thereby improving the operational accuracy of the maintenance aircraft. Attached Figure Description

[0023] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1 A flowchart illustrating the technical implementation of a rotor control method for overhauling an aircraft, as provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of a rotor control system architecture for an aircraft under maintenance, provided as an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0027] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0028] 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 this application. 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.

[0029] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0030] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0031] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0032] Please see Figure 1 This embodiment provides a method for overhauling the rotor control of an aircraft, including the following steps: Step S1: Obtain the collaborative operation status data of the robotic arm and the robotic arm maintenance action intent package of the target maintenance aircraft; Step S2: Generate short-term disturbance characteristic quantities based on the robotic arm cooperative operation status data, and generate initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intention package under the preset level thrust mapping table; Step S3: Generate a centroid offset confidence level based on the short-term disturbance characteristic quantity, and adjust the initial thrust pre-allocation level under the centroid offset confidence level to obtain the final thrust pre-allocation level; Step S4: Generate an initial rotor control signal based on the final thrust pre-allocation level and the rotor thrust increment, and obtain the flight attitude feedback of the target maintenance aircraft based on the initial rotor control signal; Step S5: Obtain the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and generate the rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount and the flight attitude feedback under the preset thrust refinement correction algorithm; Step S6: Generate the final rotor thrust control signal based on the rotor thrust correction amount and the rotor thrust increment; Step S7: Perform rotor control on the target maintenance aircraft based on the final rotor control signal.

[0033] In the above embodiments, the short-term disturbance characteristic quantity generated based on the robotic arm collaborative operation status data can capture the dynamic disturbance trend caused by the robotic arm's movements in real time. Furthermore, under the preset thrust level mapping table, based on the robotic arm maintenance action intention package, the initial thrust pre-allocation level and the corresponding rotor thrust increment can be quickly generated to pre-compensate for the center of mass shift that will occur due to the robotic arm's movements, thereby reducing the attitude fluctuation amplitude at the initial stage of the robotic arm's movement disturbance. Subsequently, the initial thrust pre-allocation level is adjusted based on the center of mass shift confidence level, so that the final thrust pre-allocation level is more in line with the actual working conditions of the aircraft maintenance operation, ensuring that the subsequent compensated rotor thrust force matches the actual disturbance risk, and reducing the attitude fluctuation amplitude of the maintenance aircraft during its robotic arm movements. Subsequently, this embodiment combines real-time flight attitude feedback to generate a refined rotor thrust correction amount under a preset thrust refinement correction algorithm to supplement and adjust the rotor thrust increment. This effectively suppresses residual attitude deviations caused by external interference in complex maintenance environments. Furthermore, the generated final rotor thrust control signal retains the advantage of rapid response while reducing the lag in disturbance adjustment, and can control the aircraft's attitude fluctuations within a minimal range throughout the entire robotic arm's movement cycle. Therefore, this embodiment generates an initial thrust pre-allocation level and rotor thrust increment that are pre-compensated before disturbances occur through a preset thrust mapping table and robotic arm maintenance action intent package. The initial thrust pre-allocation level is adjusted using centroid offset confidence to better suit actual working conditions. Then, based on real-time flight attitude feedback, refined corrections are made to eliminate residual errors, synergistically reducing the peak attitude fluctuations of the aircraft during the robotic arm's movement. This ensures good positioning accuracy for the maintenance aircraft robotic arm during power line maintenance operations, thereby improving the operational accuracy of the maintenance aircraft.

[0034] Further, the step of obtaining the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and generating a rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback under a preset thrust refinement correction algorithm, includes: obtaining the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft; performing a refinement correction step based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback to obtain the rotor thrust correction amount; the refinement correction step includes: confirming that the flight attitude feedback does not exceed a preset stability threshold, then stopping the execution of the refinement correction step, and generating a rotor thrust correction amount based on the flight attitude feedback. If the cumulative thrust correction amount is not exceeded, then determine whether the cumulative thrust correction count exceeds the preset maximum correction count and whether the cumulative thrust correction amount exceeds the preset maximum cumulative correction amount. If it is confirmed that the cumulative thrust correction count does not exceed the preset maximum correction count and the cumulative thrust correction amount does not exceed the preset maximum cumulative correction amount, then obtain the current rotor thrust correction amount based on the flight attitude feedback under the preset thrust refinement correction algorithm. Obtain the current flight attitude feedback, the current cumulative thrust correction count and the current cumulative thrust correction amount based on the current rotor thrust correction amount, and re-execute the refinement correction step based on the current cumulative thrust correction count, the current cumulative thrust correction amount and the current flight attitude feedback.

[0035] In the above embodiments, the current flight attitude feedback reflecting attitude deviation is compared with a preset stability threshold. If the current flight attitude feedback does not exceed the preset stability threshold, that is, it has converged to within the preset stability threshold, it indicates that the previously obtained initial rotor control signal combined with the current rotor thrust correction is sufficient to maintain the attitude stability of the target maintenance aircraft. At this time, the final determined rotor thrust correction is generated based on the current flight attitude feedback, and the fine correction step is exited to avoid unnecessary over-correction adjustment. If the current flight attitude feedback exceeds the preset stability threshold, further fine correction is required. At this time, it is first determined whether the cumulative thrust correction count exceeds the preset maximum correction count and whether the cumulative thrust correction amount exceeds the preset maximum correction count. A maximum cumulative correction amount is preset. If any cumulative amount exceeds the maximum value, the fine correction step is stopped to prevent violent oscillations caused by excessive thrust correction to the maintenance aircraft, ensuring that the rotor thrust is always within a safe and controllable range. If none of the cumulative amounts exceed the maximum value, the current rotor thrust correction amount is calculated based on the current attitude deviation using the preset thrust fine correction algorithm. Each fine correction step continuously monitors the flight attitude feedback throughout the entire movement of the robotic arm, gradually eliminating residual attitude deviations, and ultimately converging the attitude fluctuations during the robotic arm's movement to a minimum, ensuring the positioning accuracy of the robotic arm in maintenance operations, thereby improving the overall operational accuracy of the maintenance aircraft.

[0036] In one embodiment, the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft are obtained. Then, a refinement correction step is performed based on the cumulative thrust correction count, cumulative thrust correction amount, and flight attitude feedback to obtain the rotor thrust correction amount. The flight attitude feedback... It is obtained based on the attitude angle of the Inertial Measurement Unit (IMU) and the displacement angle of the arm encoder. Specifically, the initial rotor control signal is sent 20ms before the robotic arm of the aircraft begins to move. After the movement is executed, the flight attitude feedback is obtained from the difference between the IMU and the arm encoder. .

[0037] For example, the process of performing a detailed correction step specifically involves: confirming flight attitude feedback. Exceeding the setting After the preset stabilization threshold, that is Afterwards, confirm that the cumulative thrust correction count does not exceed the preset maximum of 5 times and the cumulative thrust correction amount does not exceed the preset maximum. The preset maximum cumulative thrust correction is based on flight attitude feedback. The current rotor thrust correction amount is obtained under the preset thrust refinement correction algorithm, that is, based on... Get the current correction step size And based on flight attitude feedback The attitude deviation direction determines whether the thrust refinement correction direction should be increased or decreased, and then based on the thrust refinement correction direction and the current correction step size... The current rotor thrust correction is obtained. The aircraft under maintenance is simulated or executed in actual flight based on the current rotor thrust correction to obtain the current flight attitude feedback. Then, the current cumulative thrust correction count and the current cumulative thrust correction amount are obtained to re-execute the refined correction steps.

[0038] In the above embodiments, The stability assessment is based on the flight control attitude tolerance and IMU angular resolution of the aircraft under maintenance. Affected by wind disturbances, the flight control attitude tolerance refers to the fact that the attitude angle fluctuation of the aircraft under maintenance during stable flight is typically less than [a certain value]. Due to the limitations of sensor accuracy, the IMU's angular resolution is approximately... The preset stability threshold is set to... It can effectively distinguish between real disturbances and sensor noise. The preset maximum number of corrections is set to 5, and the setting is... The preset maximum cumulative correction for thrust can prevent oscillation and protect motor resources.

[0039] Furthermore, before performing rotor control on the target maintenance aircraft based on the final rotor control signal, the method further includes: acquiring multimodal sensor data of the target maintenance aircraft based on the arm cooperative operation status data; confirming that the multimodal sensor data continues to conflict under a preset backoff execution threshold or that the flight attitude feedback has not converged within a preset feedback observation period, and generating a motion amplitude backoff command; the motion amplitude backoff command is used to control the target maintenance aircraft to reduce the motion amplitude of the robotic arm; and performing robotic arm motion amplitude control on the target maintenance aircraft according to the motion amplitude backoff command.

[0040] In the above embodiments, when it is confirmed that the multimodal sensor data continues to conflict under the preset backoff execution threshold or the flight attitude feedback fails to converge within the preset feedback observation period, it indicates that the current operating condition of the maintenance aircraft has exceeded the effective adjustment range. Therefore, this embodiment actively generates a motion amplitude backoff command at this time to control the robotic arm of the maintenance aircraft to reduce its motion amplitude, thereby actively reducing the severity of the centroid offset disturbance caused by the robotic arm's motion, avoiding the situation where the disturbance continues to amplify due to sensor failure or attitude divergence of the maintenance aircraft, thereby controlling the attitude fluctuation of the maintenance aircraft within an acceptable range, thereby avoiding attitude loss of control and maintaining basic operational capabilities, and ensuring the flight operation safety of the maintenance aircraft under extreme conditions.

[0041] In one embodiment, if the flight attitude feedback fails to converge within a preset feedback observation period of 60ms, a motion amplitude rollback command is generated. Alternatively, if the multimodal sensor data of the target maintenance aircraft conflicts with data from different sensor data sources within three consecutive judgment periods (60ms), such as the difference between IMU and visual data exceeding a conflict threshold (i.e., the first direction displacement difference |∆x|>0.5cm and the second direction displacement difference |∆y|>0.5cm), the conflicting data is placed in the observation state for continuous observation. If the multimodal sensor data continues to conflict within a preset rollback execution threshold of 200ms, a motion amplitude rollback command is generated. This motion amplitude rollback command controls the maintenance aircraft to automatically reduce the robotic arm's motion amplitude to 50%. It can also send structured fault code alarm information in CAN2.0B extended frame format via the CAN-FD bus, including fault sensor identifier, conflict duration, current attitude data, and timestamp. Furthermore, it can upload key diagnostic logs for manual review.

[0042] In the above embodiment, since the positioning accuracy of the binocular camera acquiring visual data is... However, due to factors such as lighting and occlusion, the actual positioning accuracy may be affected by factors such as illumination and obstruction. If the difference between IMU and visual data exceeds 0.5cm, it indicates a significant conflict between the IMU data and the visual data. The conflict threshold of 0.5cm can effectively distinguish between sensor noise such as instantaneous IMU drift and real faults such as visual module occlusion.

[0043] In the above embodiments, a single conflict may be a transient disturbance such as the vibration of a robotic arm. Since the attitude control cycle of the maintenance aircraft is 20ms, in order to cover the typical disturbance recovery time and filter transient noise, it is necessary to verify the persistence of the conflict anomaly through three consecutive judgment cycles to avoid prematurely setting it to the observation state. Specifically, since the IMU sampling rate is 400Hz (i.e., 2.5ms / time), but the short-term buffer window is 50ms, it is necessary to balance real-time performance and data stability. Furthermore, the robotic arm's action command takes approximately 10-15ms to be executed (i.e., the time required for CAN-FD bus transmission and drive response), and the judgment cycle needs to cover this delay. Therefore, in this embodiment, a single judgment cycle is set to 20ms to ensure the synchronization of data fusion from various sensors and avoid noise interference caused by an excessively short judgment cycle.

[0044] In the above embodiments, if the multimodal sensor data continues to conflict even when the preset backoff execution threshold is set to 200ms, it indicates that the attitude of the aircraft under maintenance may have deviated significantly from the safe range. Therefore, setting the backoff execution threshold to 200ms can leave 20ms of fault tolerance time to ensure that the motion amplitude backoff command can still be executed under extreme conditions such as communication delay.

[0045] Furthermore, after performing rotor control on the target maintenance aircraft based on the final rotor control signal, the method further includes: acquiring the action process log of the target maintenance aircraft, and acquiring an action type set based on the action process log; performing statistical deviation distribution analysis on the action process log under the action type set to generate the attitude mean deviation and attitude deviation standard deviation corresponding to each action type in the action type set; and updating the level thrust mapping table based on the attitude mean deviation and the attitude deviation standard deviation.

[0046] The above embodiment, based on the motion logs generated during on-site maintenance of the aircraft, performs statistical deviation distribution analysis on the log data corresponding to each motion type in the obtained motion type set, calculating the average attitude deviation and standard deviation of the aircraft's attitude during the execution of that motion type. The average attitude deviation reflects the direction and degree of deviation of the control result under that motion type, while the standard deviation reflects the stability and consistency of the control result. Subsequently, this embodiment uses the aforementioned average attitude deviation and standard deviation to map the corresponding motion type to the previously preset thrust level mapping table. The mapping items are updated and adjusted to obtain an updated thrust level mapping table. This updated table can adapt to different operating scenarios and different robotic arm configurations of maintenance aircraft. Consequently, when the rotor control of the maintenance aircraft is subsequently carried out using this thrust level mapping table, the initial thrust pre-allocation level and rotor thrust increment are more suitable for the actual operating scenario of the maintenance aircraft, improving rotor control accuracy and adaptability. This, in turn, reduces the degree of attitude fluctuation of the aircraft during the robotic arm's movement, ensuring that the robotic arm of the maintenance aircraft has better positioning accuracy in power transmission line maintenance operations and improving the operational accuracy of the maintenance aircraft.

[0047] In one embodiment, the action process log is generated periodically by the ground station, and the action process log records the complete time sequence of each robotic arm action, including timestamp, raw reading, smoothing result, decision output, issued command, actual response, and whether rollback is performed.

[0048] The above embodiments perform statistical deviation distribution analysis on the motion process log under each motion type in the motion type set, and calculate the corresponding average posture deviation. and attitude deviation standard deviation The relevant formulas are as follows: ; ; in, For the first The attitude deviation value at each sampling time. This represents the total number of posture deviation data corresponding to the action type in the action process log. Furthermore, in this embodiment, when... The thrust pre-assignment level of the mapping item corresponding to the previously preset thrust level mapping table will be increased by one level.

[0049] In one embodiment, if the rotor control method for the aircraft under maintenance is executed three times consecutively but the rotor control effect is not significantly improved, a new mapping item can be added to the preset thrust level mapping table or the interval division in the mapping item can be adjusted. Furthermore, this embodiment verifies the effect of the updated thrust level mapping table through a regression flight test that repeats typical actions 10 times, and records the version iteration history of the thrust level mapping table.

[0050] Furthermore, the step of generating short-term disturbance feature quantities based on the arm collaborative operation status data, and generating initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intention package under a preset level thrust mapping table, includes: acquiring aircraft inertial data, robotic arm status data, and relative pose information based on the arm collaborative operation status data; performing exponential smoothing on the aircraft inertial data, robotic arm status data, and relative pose information to generate short-term disturbance feature quantities; acquiring robotic arm action type and expected robotic arm displacement based on the robotic arm maintenance action intention package; and querying the initial thrust pre-allocation level and rotor thrust increment under the preset level thrust mapping table based on the robotic arm action type and expected robotic arm displacement.

[0051] The above embodiment first acquires aircraft inertial data, robotic arm status data, and relative pose information based on the collaborative operation status data of the robotic arm. These three types of sensing information characterize the real-time operating condition of the maintenance aircraft from three complementary dimensions: the aircraft's own motion, the robotic arm's status, and the external environment. Compared to traditional solutions that rely on single sensing information and are easily affected by noise or transient interference, this embodiment has higher noise resistance. Subsequently, this embodiment performs exponential smoothing on the three types of sensing information to effectively filter short-term burst noise while retaining key information characterizing the centroid offset trend. This ensures the accuracy and stability of the generated short-term disturbance feature quantity, making the subsequent centroid offset confidence level obtained based on this short-term disturbance feature quantity more reliable. As a result, the maintenance aircraft can effectively suppress attitude fluctuations during robotic arm movements, improving the operational accuracy of the maintenance aircraft. Furthermore, this embodiment obtains the robotic arm action type and expected displacement based on the robotic arm maintenance action intent package. Then, based on the robotic arm action type and expected displacement, it queries a preset level thrust mapping table to directly obtain the initial thrust pre-allocation level and specific rotor thrust increment that are adapted to the current action of the robotic arm. This avoids the problem of significant control delay caused by compensation only after the robotic arm action occurs in traditional solutions. In other words, this embodiment obtains the initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intent package before the robotic arm action affects the attitude of the maintenance aircraft, so as to pre-compensate for the centroid shift that is about to occur. This ensures that the rotor control of the maintenance aircraft is adapted to the robotic arm action, reduces rotor control lag, and enables the maintenance aircraft to effectively suppress attitude fluctuations throughout the entire robotic arm action cycle, thereby improving the operational accuracy of the maintenance aircraft.

[0052] In one embodiment, inertial data of the aircraft, status data of the robotic arm, and relative pose information are acquired based on the collaborative operation status data of the robotic arm. The aircraft inertial data includes three-axis acceleration, three-axis angular velocity, and related temperature information. This inertial data is collected by sensors built into the flight control board of the aircraft under maintenance at a sampling rate of 400Hz and written into a short-time circular buffer. The robotic arm status data includes angle or angular velocity readings of each joint encoder, estimated values ​​of joint drive current or torque, and arm-end position or attitude commands and feedback. This robotic arm status data is reported via the robotic arm controller of the aircraft under maintenance through a CAN-FD bus at a 10ms cycle. The relative pose information includes relative pose, optical flow or depth estimation, and laser ranging module readings obtained through visual processing by the arm-end camera or body camera. This relative pose information is acquired by an airborne binocular camera, extracted by an edge vision processing unit, and uploaded at a frequency of 60Hz. In this embodiment, the delay between the aircraft inertial data and the robotic arm status data is less than 5ms, so the response is fast and the reliability is high. Both are suitable for short-cycle determination, while the relative pose information can compensate for the drift of the aircraft inertial data caused by the friction of the power line conductors, and can effectively identify external interactions.

[0053] In one embodiment, the aircraft inertial data, robotic arm state data, and relative pose information are each written into a 50ms circular buffer and then subjected to exponential smoothing. The exponential smoothing algorithm used in the exponential smoothing process has the following smoothing formula: And smoothing factor , The smoothed value calculated at the current time. The smoothed value calculated at the previous time step. The data processed at the current moment is exponentially smoothed to extract the short-time mean, variance, and differential peak values ​​corresponding to the aircraft inertial data, robotic arm status data, and relative pose information. The short-time disturbance characteristics include the aforementioned short-time mean, variance, and differential peak values.

[0054] In one embodiment, the robotic arm maintenance action intent package is generated synchronously by the robotic arm controller of the maintenance aircraft when it receives action commands such as extension or grasping from a host computer or operator. The robotic arm maintenance action intent package includes the following fields: robotic arm action type (e.g., extension, grasping), expected robotic arm displacement (i.e., desired end-effector displacement or pose, e.g., 30cm), expected duration (e.g., 1.5s), and action priority (e.g., high, medium, or low). After obtaining the robotic arm action type and expected displacement, a preset thrust level mapping table is immediately queried. For example, the thrust level mapping table is shown in the following table: Based on the motion type and the displacement range of the robotic arm end in the above-mentioned thrust mapping table, the thrust pre-allocation level and rotor thrust increment mapped by the robotic arm motion type and expected displacement in the thrust mapping table are determined, and this thrust pre-allocation level is used as the initial thrust pre-allocation level.

[0055] Furthermore, in the step of querying the initial thrust pre-allocation level and rotor thrust increment under the preset level thrust mapping table based on the robotic arm action type and the expected displacement of the robotic arm, the construction of the level thrust mapping table includes: acquiring the test flight action dataset of the target maintenance aircraft, and performing linear fitting based on the test flight action dataset to obtain the rotor fitting coefficient corresponding to each test flight action type in the test flight action dataset; generating the test flight rotor thrust increment based on the test flight action dataset and the rotor fitting coefficient; and performing level interval division processing based on the test flight rotor thrust increment to generate the level thrust mapping table.

[0056] The above embodiments generate the test rotor thrust increment based on linear fitting of the test flight action dataset, establishing a reliable mapping relationship between the rotor thrust increment and the robotic arm action type. This ensures that the generated level thrust mapping table can be well adapted to the target maintenance aircraft, thereby enabling the initial thrust pre-allocation level and rotor thrust increment obtained based on the level thrust mapping table to better offset the actual center of gravity shift of the maintenance aircraft, reduce attitude fluctuations, and thus improve the accuracy of maintenance operations.

[0057] In one embodiment, the initial preset thrust level mapping table is generated from the statistical dataset of 100 test flights of the robotic arm. Specifically, it is based on the statistical distribution of actual attitude deviations for each action type from the test flight action dataset. Then, the least squares method is used to fit the relationship between the action parameters and the optimal pre-allocated rotor thrust increment to obtain the rotor fitting coefficient. The action parameters include the robotic arm end-effector displacement, the robotic arm end-effector displacement velocity, and the action duration. In this embodiment, the rotor fitting coefficient is obtained by fitting the relationship between the action parameters and the optimal pre-allocated rotor thrust increment. The relationship between the fitted action parameters and the optimal pre-allocated rotor thrust increment is as follows: ; in, For the optimal pre-allocated rotor thrust increment, This refers to the displacement of the robotic arm end effector, expressed in centimeters. The larger the displacement, the more significant the center of mass shift, requiring greater thrust to compensate. The displacement velocity of the robotic arm end effector is expressed in cm / s. The higher the dynamic disturbance, the stronger it is, requiring a faster response. The duration of the action is expressed in seconds. The longer the accumulation period, the more pronounced the disturbance becomes, requiring more sustained compensation. The first fitting coefficient, The second fitting coefficient, The third fitting coefficient, and , and All of these are the rotor fitting coefficients that need to be fitted.

[0058] In one embodiment, for the extension motion, the fitted rotor coefficients are: , and Based on the flight test maneuver dataset and rotor fitting coefficients, the thrust increment of the flight test rotor is generated. For example, when... , and At that time, The thrust increment of the test rotor was then rounded down to 3%. Subsequently, based on the thrust increment of the test rotor, a thrust level mapping table was generated by dividing the level range using the least squares method. For example, the thrust pre-allocation level corresponding to the displacement of the robotic arm end in the range of 20-40cm during the extension movement is "medium".

[0059] Further, the step of generating a centroid offset confidence level based on the short-term disturbance feature quantity and adjusting the initial thrust pre-allocation level under the centroid offset confidence level to obtain the final thrust pre-allocation level includes: obtaining the change in inertial short-term acceleration, the robot arm displacement rate, and the change in visual relative displacement based on the short-term disturbance feature quantity; comparing the change in inertial short-term acceleration with a preset acceleration threshold to generate an inertial short-term acceleration change offset judgment result; and comparing the robot arm displacement rate with a preset robot arm displacement rate threshold to generate a robot arm displacement rate offset judgment result. The visual relative displacement change is compared with a preset relative displacement threshold to generate a relative displacement offset judgment result; if at least two of the inertial short-time acceleration change offset judgment result, the robotic arm displacement rate offset judgment result, and the relative displacement offset judgment result are confirmed to exceed the threshold, then a centroid offset confidence level is generated based on the inertial short-time acceleration change offset judgment result, the robotic arm displacement rate offset judgment result, and the relative displacement offset judgment result; the initial thrust pre-allocation level is adjusted under the centroid offset confidence level to obtain the final thrust pre-allocation level.

[0060] The above embodiments acquire three key data indicators based on short-term disturbance characteristics: short-term inertial acceleration change reflecting the abrupt change in the aircraft's own motion, robotic arm displacement rate reflecting the speed of robotic arm movement, and visual relative displacement change reflecting changes in external relative position. These three key data indicators are compared with corresponding preset thresholds to obtain the inertial short-term acceleration change offset judgment result, robotic arm displacement rate offset judgment result, and relative displacement offset judgment result. When at least two of the above three judgment results exceed the threshold, it indicates that the aircraft under maintenance is currently at risk of center of gravity shift. The more data indicators that exceed the threshold, the higher the confidence level of the generated center of gravity shift. Subsequently, the initial thrust pre-allocation level is adjusted under this center of gravity shift confidence level. If the center of gravity shift confidence level is high, it indicates a greater disturbance risk, and the initial thrust pre-allocation level is appropriately increased to enhance the compensation correction. If the confidence level is low, the initial thrust pre-allocation level only needs to be maintained or finely adjusted to avoid over-compensation correction. This embodiment uses three types of judgment results to collaboratively determine the risk of centroid offset, which can effectively avoid the problem of misjudgment caused by noise, drift or instantaneous interference that may occur in traditional solutions that rely solely on the judgment result of a single data indicator. This ensures the reliability of the centroid offset risk determination, and in turn ensures the reliability of the centroid offset confidence level. The higher the centroid offset risk, the stronger the compensation and correction force, while the lower the centroid offset risk, the less excessive intervention is needed. This allows for more effective suppression of attitude fluctuations and avoids violent oscillations caused by excessive compensation and correction, thereby improving the accuracy of maintenance operations.

[0061] In one embodiment, the short-term inertial acceleration change, the robotic arm displacement rate, and the visual relative displacement change are obtained based on short-term disturbance characteristics. The short-term inertial acceleration change is compared with a preset acceleration threshold of 0.5 m / s² to generate an inertial acceleration change offset judgment result. The robotic arm displacement rate is compared with a preset robotic arm displacement rate threshold of 5 cm / s to generate a robotic arm displacement rate offset judgment result. The visual relative displacement change is compared with a preset relative displacement threshold of 3 cm to generate a relative displacement offset judgment result. If at least two of the inertial acceleration change offset judgment result, robotic arm displacement rate offset judgment result, and relative displacement offset judgment result are found to exceed the threshold, it is determined that a centroid shift is about to occur. Then, a centroid shift confidence score is generated based on the number of judgment results that exceed the threshold attitude among the inertial acceleration change offset judgment result, robotic arm displacement rate offset judgment result, and relative displacement offset judgment result. Subsequently, in this embodiment, the initial thrust pre-allocation level is adjusted under the centroid offset confidence level to obtain the final thrust pre-allocation level. The centroid offset confidence level has three options: 3 / 3 with high confidence, 2 / 3 with medium confidence, 1 / 3 with low confidence, and 0 / 3 with no risk. When at least two of the judgment results are in a state exceeding the threshold, the generated centroid offset confidence level will be 2 / 3 or 3 / 3.

[0062] In one embodiment, the initial thrust pre-allocation level is adjusted under the centroid shift confidence level to obtain the final thrust pre-allocation level. Specifically: when the centroid shift confidence level is 3 / 3 of high confidence and 2 / 3 of medium confidence, indicating a high risk of centroid shift, the initial thrust pre-allocation level can be kept unchanged or increased. For example, if the initial thrust pre-allocation level is low, it is increased to medium; if the initial thrust pre-allocation level is medium, it is increased to high; and if the initial thrust pre-allocation level is high, it remains high. When the centroid shift confidence level is 1 / 3 of low confidence, indicating a low risk of centroid shift, the initial thrust pre-allocation level can be kept or decreased. For example, if the initial thrust pre-allocation level is high, it is decreased to medium; if the initial thrust pre-allocation level is medium, it is decreased to low; and if the initial thrust pre-allocation level is low, it remains low. When the centroid shift confidence level is 0 / 3 of no risk, the initial thrust pre-allocation level can be set to low.

[0063] In the above embodiments, based on statistical data from 100 test flights of the aircraft under maintenance, the maximum acceleration recorded by the IMU under normal operating conditions, during a typical movement such as a 30cm extension of the robotic arm, is: Furthermore, additional settings are required to address the effects of sensor noise, transient disturbances, or atypical movements such as rapid grasping. The safety margin, i.e. And set the preset acceleration threshold to To cover the sensor error range.

[0064] In the above embodiments, since the average displacement rate of the robotic arm used for inspecting the aircraft is [missing information] in typical operations such as extending and grasping, [missing information]. The average displacement rate of sudden actions such as emergency obstacle avoidance may reach [a certain value]. Therefore, the preset robotic arm displacement rate threshold is set to To allow for a safety margin of 1.5 times, in order to avoid situations where slight vibrations of the robotic arm could cause accidental triggering.

[0065] In the above embodiments, since the nominal positioning accuracy of the binocular camera is... Furthermore, in actual testing, the positioning accuracy may decrease due to factors such as lighting and occlusion. Therefore, the preset relative displacement threshold is set to 3cm, which is twice the positioning accuracy range, to ensure that abnormal displacements caused by wire friction can still be reliably detected under complex working conditions.

[0066] Please see Figure 2 This embodiment also provides a rotor control system for a maintenance aircraft, used to implement any of the above-mentioned rotor control methods for maintenance aircraft, including: an arm operation data acquisition module, used to acquire arm collaborative operation status data and robotic arm maintenance action intent package of the target maintenance aircraft; an initial pre-allocation level and thrust increment acquisition module, used to generate short-term disturbance characteristic quantities based on the arm collaborative operation status data, and generate an initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intent package under a preset level thrust mapping table; and a pre-allocation level determination module, used to generate a centroid offset confidence level based on the short-term disturbance characteristic quantities, and adjust the initial thrust pre-allocation level under the centroid offset confidence level to obtain the final thrust pre-allocation level, etc. The system comprises: a level; an attitude feedback module, used to generate an initial rotor control signal based on the final thrust pre-allocation level and the rotor thrust increment, and to obtain flight attitude feedback of the target maintenance aircraft based on the initial rotor control signal; a rotor thrust correction acquisition module, used to acquire the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and to generate a rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback under a preset thrust refinement correction algorithm; a rotor control signal generation module, used to generate a final rotor thrust control signal based on the rotor thrust correction amount and the rotor thrust increment; and a rotor control module, used to perform rotor control on the target maintenance aircraft based on the final rotor control signal.

[0067] Based on the above embodiments of the aircraft rotor control method for maintenance, another embodiment of the present invention provides a terminal device, which includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, it implements the aircraft rotor control method for maintenance according to any embodiment of the present invention.

[0068] For example, in this embodiment, the computer program can be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present invention. The one or more modules may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of the computer program in the terminal device.

[0069] The terminal device may be a desktop computer, laptop, handheld computer, or cloud server, etc. The terminal device may include, but is not limited to, a processor and a memory.

[0070] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the terminal device, connecting all parts of the terminal device via various interfaces and lines.

[0071] Based on the above-described method embodiments, another embodiment of the present invention provides a computer-readable storage medium including a stored computer program, wherein, when the computer program is executed, it controls the device where the computer-readable storage medium is located to execute any of the above-described aircraft rotor control methods of the present invention.

[0072] The modules / units integrated in the device / terminal equipment, if implemented as software functional units and sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0073] The above embodiments generate an initial thrust pre-allocation level and rotor thrust increment that are pre-compensated before the disturbance occurs by using a preset thrust mapping table and a robotic arm maintenance action intent package. The initial thrust pre-allocation level is adjusted by the centroid offset confidence level to make it more suitable for actual working conditions. Then, the residual error is eliminated by fine correction based on real-time flight attitude feedback. This reduces the peak attitude fluctuation of the aircraft during the robotic arm's operation, ensuring that the maintenance aircraft robotic arm has good positioning accuracy in power transmission line maintenance operations, thereby improving the operational accuracy of the maintenance aircraft.

[0074] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for overhauling the rotor control of an aircraft, characterized in that, Includes the following steps: Acquire the collaborative operation status data of the robotic arms and the robotic arm maintenance action intent package of the target maintenance aircraft; Based on the robotic arm collaborative operation status data, short-term disturbance characteristic quantities are generated, and based on the robotic arm maintenance action intention package, an initial thrust pre-allocation level and rotor thrust increment are generated under a preset level thrust mapping table. Based on the short-term disturbance characteristics, a centroid offset confidence level is generated, and the initial thrust pre-allocation level is adjusted under the centroid offset confidence level to obtain the final thrust pre-allocation level. An initial rotor control signal is generated based on the final thrust pre-allocation level and the rotor thrust increment, and the flight attitude feedback of the target maintenance aircraft is obtained based on the initial rotor control signal; The cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft are obtained, and the rotor thrust correction amount is generated based on the cumulative thrust correction count, the cumulative thrust correction amount and the flight attitude feedback under the preset thrust refinement correction algorithm. The final rotor thrust control signal is generated based on the rotor thrust correction and the rotor thrust increment. Rotor control is performed on the target maintenance aircraft based on the final rotor thrust control signal.

2. The method for controlling the rotor of an aircraft for maintenance according to claim 1, characterized in that, The step of obtaining the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and generating the rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback under a preset thrust refinement correction algorithm, includes: Obtain the cumulative number of thrust corrections and the cumulative thrust correction amount for the target maintenance aircraft; A refinement correction step is performed based on the cumulative thrust correction count, the cumulative thrust correction amount, and the flight attitude feedback to obtain the rotor thrust correction amount; The refinement and correction steps include: If the flight attitude feedback is confirmed to be within a preset stability threshold, the fine-tuning correction step is stopped, and a rotor thrust correction amount is generated based on the flight attitude feedback; otherwise, it is determined whether the cumulative thrust correction count exceeds a preset maximum correction count and whether the cumulative thrust correction amount exceeds a preset maximum cumulative correction amount. If it is confirmed that the cumulative thrust correction count does not exceed the preset maximum correction count and the cumulative thrust correction amount does not exceed the preset maximum cumulative correction amount, then the current rotor thrust correction amount is obtained based on the flight attitude feedback under the preset thrust refinement correction algorithm. Based on the current rotor thrust correction amount, obtain the current flight attitude feedback, the current cumulative thrust correction count, and the current cumulative thrust correction amount, and re-execute the refined correction steps based on the current cumulative thrust correction count, the current cumulative thrust correction amount, and the current flight attitude feedback.

3. The method for controlling the rotor of an aircraft for maintenance according to claim 1, characterized in that, Before performing rotor control on the target maintenance aircraft based on the final rotor thrust control signal, the method further includes: Based on the arm collaborative operation status data, acquire multimodal sensor data of the target maintenance aircraft; If it is confirmed that the multimodal sensor data continues to conflict under the preset backoff execution threshold or the flight attitude feedback fails to converge within the preset feedback observation period, a motion amplitude backoff command is generated; the motion amplitude backoff command is used to control the target maintenance aircraft to reduce the motion amplitude of the robotic arm. The robotic arm's movement range is controlled according to the aforementioned movement range reversal command.

4. The method for controlling the rotor of an aircraft for maintenance according to claim 3, characterized in that, After performing rotor control on the target maintenance aircraft based on the final rotor thrust control signal, the process further includes: Obtain the action process log of the target maintenance aircraft, and obtain the action type set based on the action process log; The action process log is subjected to statistical deviation distribution analysis under the action type set to generate the average posture deviation and standard deviation of posture deviation for each action type in the action type set. The thrust level mapping table is updated based on the average attitude deviation and the standard deviation of the attitude deviation.

5. The method for controlling the rotor of an aircraft for maintenance according to claim 1, characterized in that, The process of generating short-term disturbance characteristic quantities based on the robotic arm collaborative operation status data, and generating initial thrust pre-allocation levels and rotor thrust increments based on the robotic arm maintenance action intent package under a preset thrust mapping table, includes: Based on the aforementioned robotic arm collaborative operation status data, aircraft inertial data, robotic arm status data, and relative pose information are obtained; The inertial data of the aircraft, the state data of the robotic arm, and the relative pose information are subjected to exponential smoothing to generate short-term disturbance feature quantities; The robotic arm action type and expected displacement are obtained based on the robotic arm inspection action intent package. Based on the robotic arm's motion type and expected displacement, the initial thrust pre-allocation level and rotor thrust increment are obtained by querying the preset thrust mapping table.

6. The method for controlling the rotor of an aircraft for maintenance according to claim 5, characterized in that, The construction of the thrust level mapping table, which involves querying the initial thrust pre-allocation level and rotor thrust increment under a preset thrust level mapping table based on the robotic arm's motion type and expected displacement, includes: Obtain the flight test maneuver dataset of the target maintenance aircraft, and perform linear fitting based on the flight test maneuver dataset to obtain the rotor fitting coefficients corresponding to each flight test maneuver type in the flight test maneuver dataset; The test rotor thrust increment is generated based on the test flight action dataset and the rotor fitting coefficients; Based on the incremental thrust of the test rotor, a level range is divided to generate a level thrust mapping table.

7. The method for controlling the rotor of an aircraft for maintenance according to claim 6, characterized in that, The step of generating a centroid offset confidence level based on the short-term disturbance characteristic quantity, and adjusting the initial thrust pre-allocation level under the centroid offset confidence level to obtain the final thrust pre-allocation level includes: Based on the aforementioned short-term disturbance characteristics, the short-term inertial acceleration change, the robotic arm displacement rate, and the visual relative displacement change are obtained. The inertial short-time acceleration change is compared with a preset acceleration threshold to generate an inertial short-time acceleration change offset judgment result; The displacement rate of the robotic arm is compared with a preset robotic arm displacement rate threshold to generate a robotic arm displacement rate deviation judgment result. The visual relative displacement change is compared with a preset relative displacement threshold to generate a relative displacement offset judgment result. If at least two of the following are confirmed to be in a state exceeding the threshold: the short-term inertial acceleration change offset judgment result, the robotic arm displacement rate offset judgment result, and the relative displacement offset judgment result, then a centroid offset confidence score is generated based on the short-term inertial acceleration change offset judgment result, the robotic arm displacement rate offset judgment result, and the relative displacement offset judgment result. The initial thrust pre-allocation level is adjusted under the centroid offset confidence level to obtain the final thrust pre-allocation level.

8. A maintenance system for an aircraft rotor, characterized in that, A method for implementing a rotor control system for a maintenance aircraft as described in any one of claims 1 to 7, comprising: The arm operation data acquisition module is used to acquire the arm collaborative operation status data and the robotic arm maintenance action intent package of the target maintenance aircraft; The initial pre-allocation level and thrust increment acquisition module is used to generate short-term disturbance characteristic quantities based on the arm collaborative operation status data, and generate the initial thrust pre-allocation level and rotor thrust increment based on the robotic arm maintenance action intention package under the preset level thrust mapping table. The pre-allocation level determination module is used to generate a centroid offset confidence level based on the short-term disturbance characteristic quantity, and adjust the initial thrust pre-allocation level under the centroid offset confidence level to obtain the final thrust pre-allocation level; The attitude feedback module is used to generate an initial rotor control signal based on the final thrust pre-allocation level and the rotor thrust increment, and to obtain the flight attitude feedback of the target maintenance aircraft based on the initial rotor control signal. The rotor thrust correction acquisition module is used to acquire the cumulative thrust correction count and cumulative thrust correction amount of the target maintenance aircraft, and generate the rotor thrust correction amount based on the cumulative thrust correction count, the cumulative thrust correction amount and the flight attitude feedback under a preset thrust refinement correction algorithm. A rotor control signal generation module is used to generate a final rotor thrust control signal based on the rotor thrust correction amount and the rotor thrust increment. The rotor control module is used to control the rotor of the target maintenance aircraft based on the final rotor thrust control signal.

9. A terminal device, characterized in that, The system includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, it implements a rotor control method for maintenance aircraft as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, include: A stored computer program, wherein, when the computer program is executed, the device containing the computer-readable storage medium is controlled to perform a rotor control method for servicing an aircraft as described in any one of claims 1 to 7.

Images