Methods, devices, equipment and media for adjusting the rotor installation angle of multi-rotor aircraft

Abstract

This application discloses a method, apparatus, device, and medium for adjusting the rotor installation angle of a multirotor aircraft, relating to the field of multirotor aircraft technology. The method includes: acquiring the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multirotor aircraft; determining target yaw control effectiveness information based on the weight information and the wind disturbance information; determining actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; and adjusting the installation angle of the multirotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information, so that the actual yaw control effectiveness tracks the target yaw control effectiveness. This application can dynamically adapt to changes in flight load and external wind disturbance, and accurately identify the current control performance state of the aircraft, thereby adjusting the installation angle of the multirotor aircraft to make the actual effectiveness track the target effectiveness and adaptively compensate for the installation angle.

Description

Technical Field

[0001] This application relates to the field of multi-rotor aircraft technology, and in particular to methods, devices, equipment and media for adjusting the rotor installation angle of multi-rotor aircraft. Background Technology

[0002] When multi-rotor aircraft perform practical tasks such as logistics delivery and agricultural plant protection, their flight weight will change significantly due to cargo delivery, pesticide consumption, or battery discharge. At the same time, external wind disturbances will generate additional yaw moments on the aircraft, affecting directional stability. In order to ensure that the aircraft has consistent yaw control quality and wind disturbance resistance under different operating conditions, it is necessary to be able to adjust the rotor lateral installation angle in real time according to changes in weight and wind disturbances.

[0003] Currently, existing methods employ a fixed installation angle, typically zero degrees, with yaw control relying entirely on rotor anti-torque differential, or using a ground-preset small installation angle to enhance yaw control effectiveness. However, this installation angle cannot be changed during flight. Furthermore, existing methods neglect changes in flight weight and wind disturbance, resulting in insufficient yaw control effectiveness under heavy loads, excessive effectiveness under light loads, excessive effectiveness in calm conditions, and insufficient effectiveness in strong winds. They lack adaptive adjustment capabilities to changes in flight conditions and cannot provide precise control. Therefore, achieving adaptive adjustment of the rotor installation angle for multi-rotor aircraft has become an urgent problem to be solved. Summary of the Invention

[0004] The main objective of this application is to provide a method, device, equipment, and medium for adjusting the rotor installation angle of a multi-rotor aircraft, aiming to solve the technical problem of how to achieve adaptive adjustment of the rotor installation angle of a multi-rotor aircraft.

[0005] To achieve the above objectives, this application proposes a method for adjusting the rotor installation angle of a multi-rotor aircraft, the method comprising: Acquire weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of multi-rotor aircraft; Based on the weight information and the wind disturbance information, the target yaw control effectiveness information is determined; Based on the yaw angle acceleration information and the yaw command information, the actual yaw control effectiveness information is determined; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the installation angle of the multirotor aircraft is adjusted so that the actual yaw control effectiveness tracks the target yaw control effectiveness.

[0006] In one embodiment, the step of determining the target yaw control effectiveness information based on the weight information and the wind disturbance information includes: Acquire information on the total battery mass, remaining battery power changes, payload delivery weight, and baseline control performance of the multirotor aircraft; Based on the weight information, the total mass of the battery, the change in remaining power, and the weight of the payload, weight factor information is obtained; Based on the wind disturbance information, wind disturbance factor information is obtained; Based on the baseline control effectiveness information, the weight factor information, and the wind disturbance factor information, the target yaw control effectiveness information is obtained.

[0007] In one embodiment, the step of obtaining weight factor information based on the weight information, the total battery mass, the remaining charge change information, and the load deployment weight information includes: Based on the changes in the total battery mass and the remaining charge, the battery discharge weight loss information is determined; Based on the load deployment weight information, determine the load deployment weight loss information; Based on the weight information, the battery discharge weight loss information, and the load deployment weight loss information, the target weight information is determined. Based on the weight information and the target weight information, weight factor information is obtained.

[0008] In one embodiment, the step of obtaining wind disturbance factor information based on the wind disturbance information includes: Obtain wind disturbance coefficient information; Determine the wind disturbance intensity information based on the wind disturbance information; Based on the wind disturbance coefficient information and the wind disturbance intensity information, the wind disturbance factor information is obtained.

[0009] In one embodiment, the step of determining the actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information includes: Obtain the estimated value and covariance information of the parameter to be identified at the previous time step; Based on the covariance information of the previous moment and the yaw command information, determine the Kalman gain information; The residual information is determined based on the yaw angle acceleration information, the yaw command information, and the estimated value of the parameter to be identified at the previous moment; Based on the Kalman gain information and the residual information, the estimated value of the parameter to be identified at the previous time step is corrected to determine the correction information of the parameter to be identified. The correction information of the parameters to be identified is subjected to amplitude limiting processing to obtain the actual yaw control effect information.

[0010] In one embodiment, the step of adjusting the installation angle of the multirotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information includes: Obtain the rotor lateral installation angle at the previous moment; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, determine the installation angle adjustment increment; Based on the installation angle adjustment increment and the rotor lateral installation angle at the previous moment, the target rotor lateral installation angle command is obtained by processing with preset constraints. The preset constraints include position constraints and rate constraints. The mounting angle of the multi-rotor aircraft is adjusted based on the target rotor lateral mounting angle command.

[0011] In one embodiment, the step of determining the installation angle adjustment increment based on the actual yaw control effectiveness information and the target yaw control effectiveness information includes: Obtain lateral mounting angle limit information; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the deviation information is determined; Based on the lateral installation angle limit information and the deviation information, the integral term is accumulated when the preset freezing condition is not met to obtain the installation angle adjustment increment.

[0012] Furthermore, to achieve the above objectives, this application also proposes a multi-rotor aircraft rotor mounting angle adjustment device, which includes: The acquisition module is used to acquire weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft. The processing module is used to determine the target yaw control effectiveness information based on the weight information and the wind disturbance information; The determination module is used to determine the actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; An execution module is used to adjust the installation angle of the multi-rotor aircraft based on the actual yaw control effect information and the target yaw control effect information, so that the actual yaw control effect tracks the target yaw control effect.

[0013] In addition, to achieve the above objectives, this application also proposes a multi-rotor aircraft rotor installation angle adjustment device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the multi-rotor aircraft rotor installation angle adjustment method as described above.

[0014] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the multi-rotor aircraft rotor installation angle adjustment method described above.

[0015] One or more technical solutions proposed in this application have at least the following technical effects: This embodiment proposes a method for adjusting the rotor installation angle of a multi-rotor aircraft. The method involves acquiring the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft; determining target yaw control effectiveness information based on the weight information and the wind disturbance information; determining actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; and adjusting the installation angle of the multi-rotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information, so that the actual yaw control effectiveness tracks the target yaw control effectiveness. This application acquires real-time weight, wind disturbance, yaw angle acceleration, and yaw command information of a multirotor aircraft to accurately perceive flight attitude and external disturbances. Based on the weight and wind disturbance information, it determines the target yaw control effectiveness information, dynamically adapting to changes in flight load and external wind disturbances, enhancing its ability to match complex operating conditions. Based on the yaw angle acceleration and yaw command information, it determines the actual yaw control effectiveness information, accurately reflecting the aircraft's current control performance status and evaluating the matching degree between the current control response and the command in real time. By comparing the actual yaw control effectiveness with the target yaw control effectiveness, it adjusts the installation angle of the multirotor aircraft to ensure that the actual effectiveness tracks the target effectiveness, thereby adaptively compensating for weight changes and wind disturbance effects, and significantly improving directional stability during flight. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating an embodiment of the multi-rotor aircraft rotor installation angle adjustment method of this application. Figure 2 This is a flowchart illustrating Embodiment 2 of the multi-rotor aircraft rotor installation angle adjustment method of this application; Figure 3 A simplified flowchart illustrating the method for adjusting the rotor installation angle of a multi-rotor aircraft provided in this application embodiment; Figure 4 This is a schematic diagram of the modular structure of the rotor mounting angle adjustment device for a multi-rotor aircraft according to an embodiment of this application; Figure 5 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the multi-rotor aircraft rotor installation angle adjustment method in the embodiments of this application.

[0019] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0021] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0022] The main solution of this application embodiment is as follows: acquiring the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft; determining the target yaw control effectiveness information based on the weight information and the wind disturbance information; determining the actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; and adjusting the installation angle of the multi-rotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information so that the actual yaw control effectiveness tracks the target yaw control effectiveness.

[0023] In this embodiment, for ease of description, the following description will focus on identifying the rotor installation angle adjustment device of a multi-rotor aircraft.

[0024] Because existing technologies ignore changes in flight weight and wind disturbance, yaw control is insufficient under heavy loads, excessive under light loads, excessive in calm conditions, and insufficient in strong winds. They lack the ability to adapt to changes in flight status and cannot control precisely.

[0025] This application provides a solution that accurately senses flight attitude and external disturbances by acquiring real-time weight, wind disturbance, yaw angle acceleration, and yaw command information of a multirotor aircraft. Based on the weight and wind disturbance information, it determines the target yaw control effectiveness information, dynamically adapting to changes in flight load and external wind disturbances, enhancing its ability to match complex operating conditions. Based on the yaw angle acceleration and yaw command information, it determines the actual yaw control effectiveness information, accurately reflecting the current control performance status of the aircraft and evaluating the matching degree between the current control response and the command in real time. Based on the comparison between the actual yaw control effectiveness and the target yaw control effectiveness, it adjusts the installation angle of the multirotor aircraft to make the actual effectiveness track the target effectiveness, thereby adaptively compensating for weight changes and wind disturbance effects, and significantly improving directional stability during flight.

[0026] Based on this, the embodiments of this application provide a method for adjusting the rotor installation angle of a multi-rotor aircraft, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the multi-rotor aircraft rotor installation angle adjustment method of this application.

[0027] In this embodiment, the multi-rotor aircraft rotor installation angle adjustment method includes steps S10~S40: Step S10: Obtain the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft; It should be noted that the weight information is the current actual total weight of the multi-rotor aircraft, the wind disturbance information is a value characterizing the intensity of wind disturbance in the environment in which the aircraft is located, the yaw angle acceleration information is the real-time measurement value of the aircraft's yaw angle acceleration, and the yaw command information is the command for the desired yaw change.

[0028] It is understandable that multi-rotor aircraft are unmanned aerial vehicles that rely on multiple rotors to generate lift and attitude control. They can include configurations such as quadcopters, hexacopters, and octocopters, and are widely used in mission scenarios such as logistics distribution, agricultural plant protection, and inspection and reconnaissance. Therefore, the rotor installation angle of the multi-rotor aircraft is the fixed angle between the rotor rotation plane and the horizontal plane, in order to adjust the rotor yaw control effect and achieve adaptive control of the installation angle.

[0029] In a specific embodiment, by reading the weight information, wind disturbance information, yaw angle acceleration information and yaw command information of the multi-rotor aircraft in real time, it is no longer necessary to rely on fixed parameters or offline calibration. Instead, the yaw control capability can be adaptively adjusted according to the constantly changing weight and wind disturbance conditions during flight, which significantly improves the yaw response accuracy and flight stability of the multi-rotor aircraft under complex conditions such as variable load and strong wind disturbance.

[0030] Step S20: Based on the weight information and the wind disturbance information, determine the target yaw control effectiveness information; It should be noted that the target yaw control effectiveness information is the yaw control effectiveness set under the current weight and wind disturbance conditions to ensure yaw response performance, that is, the expected yaw angle acceleration that should be generated by a unit yaw command. Here, yaw control effectiveness is the airframe acceleration response caused by a unit change in control quantity, which characterizes the direct control capability of the power system over the flight attitude and is a basic indicator for flight quality design and stability augmentation control law design.

[0031] In a specific embodiment, the total battery mass, remaining charge change information, payload delivery weight information, and baseline control effectiveness information of the multirotor aircraft are obtained. The total battery mass can be obtained by querying the battery specifications. The remaining charge change information is the amount of charge change calculated by the battery management system by collecting voltage and current in real time and integrating them. The payload delivery weight information can be obtained by the position feedback of the payload release sensor or delivery mechanism recorded by the flight control system. The baseline control effectiveness information is the yaw control effectiveness value obtained by the aircraft through calibration experiments under standard weight (such as empty and fully charged), which is pre-stored in the flight control parameter table. This ensures the real-time and accuracy of weight compensation and avoids yaw control deviation caused by sudden weight changes due to battery discharge or payload delivery.

[0032] Based on the information regarding the total battery mass and the change in remaining charge, the battery discharge weight loss information is determined. This means that during discharge, the battery's stored energy is gradually consumed. Let the total battery mass be... The battery management system measures the remaining battery percentage in real time. (0~1), then the weight loss caused by battery discharge is:

[0033] Based on the payload delivery weight information, payload delivery weight loss information is determined, meaning that for an aircraft performing a logistics delivery mission, each payload delivery will result in a certain mass loss. Let the first... The weight of the payload deployed this time is If n represents the number of deployments, then the payload deployment weight loss information is as follows:

[0034] Based on the weight information, the battery discharge weight loss information, and the load deployment weight loss information, the target weight information is determined, i.e., let the weight information be... The target weight information is calculated and represented as follows:

[0035] Based on the weight information and the target weight information, the weight factor information is obtained, that is, the weight factor information is calculated and expressed as follows:

[0036] Based on the wind disturbance information, the wind disturbance intensity information is determined. That is, the wind speed in the wind disturbance information can be estimated as a state variable without relying on an additional wind speed sensor. The wind disturbance intensity is calculated by limiting the wind disturbance intensity to no more than 1 using a bitwise AND-to-1 method, expressed as:

[0037] in, The wind speed in the environment where the aircraft is currently located, as described in the wind disturbance information. This is a preset wind speed threshold; exceeding this value is considered to indicate that the wind disturbance has reached its maximum.

[0038] Obtain wind disturbance coefficient information; based on the wind disturbance coefficient information and the wind disturbance intensity information, obtain wind disturbance factor information, that is, the wind disturbance factor information is calculated and expressed as:

[0039] in, The wind disturbance coefficient is given by the following values: =0.4.

[0040] Based on the baseline control effectiveness information, the weight factor information, and the wind disturbance factor information, the target yaw control effectiveness information is obtained, that is, the target yaw control effectiveness calculation is expressed as:

[0041] in, This provides baseline handling performance information under full load and no wind conditions, typically ranging from 3.5 to 4.0 (rad / s²). For weight factor information, This is information on wind disturbance factors.

[0042] It should be understood that by estimating the current weight online, i.e. subtracting battery consumption and load changes from the takeoff weight, the real-time weight is obtained and converted into a weight factor. At the same time, the wind disturbance level is estimated online, and the wind disturbance factor is calculated based on the wind disturbance intensity. Thus, the baseline performance under full weight and no wind conditions is corrected based on the weight factor and the wind disturbance factor to obtain the target yaw control performance and provide an adaptive expected baseline.

[0043] In one feasible implementation, step S20 may include steps A11 to A14: Step A11: Obtain information on the total battery mass, remaining power change, payload delivery weight, and baseline control performance of the multi-rotor aircraft; It should be noted that the total battery mass refers to the nominal or measured total mass of the battery carried by the aircraft at takeoff. The remaining charge change information is obtained by the battery management system through real-time monitoring and integration, which is used to calculate the weight loss caused by discharge. The payload release weight information represents the sudden change in weight. The reference control effectiveness information is the yaw control effectiveness value obtained through calibration tests under standard operating conditions (such as empty and fully charged), that is, the yaw angle acceleration corresponding to a unit command.

[0044] Step A12: Based on the weight information, the total mass of the battery, the remaining power change information, and the load deployment weight information, obtain the weight factor information; It should be noted that the weight factor information can intuitively characterize the proportion of change of the current weight of the aircraft relative to the reference weight, that is, the degree of deviation of the current weight of the aircraft from the reference state.

[0045] In one feasible implementation, step A12 may include steps B11 to B14: Step B11: Based on the total battery mass and the remaining charge change information, determine the battery discharge weight loss information; It should be noted that the battery discharge weight loss information refers to the amount of mass reduction caused by the transfer of internal active materials or consumption of electrolyte due to the battery supplying power to the outside during the operation of the aircraft. It represents the dynamic change of the battery weight as it gradually decreases during the discharge process.

[0046] Step B12: Based on the load deployment weight information, determine the load deployment weight loss information; It should be noted that the payload release weight loss information is the weight value that the aircraft loses instantaneously when releasing the external payload. It is used to capture instantaneous events of sudden weight changes during flight, to ensure a rapid response to the release action, and to avoid loss of control performance due to sudden weight drop.

[0047] Step B13: Determine the target weight information based on the weight information, the battery discharge weight loss information, and the load deployment weight loss information; It should be noted that the target weight information is the actual total weight of the aircraft at the current moment, that is, the actual mass after taking into account battery discharge loss and payload drop loss, providing a unique and accurate real-time weight benchmark and eliminating the cumulative error in long-endurance or multiple payload drop scenarios.

[0048] Step B14: Based on the weight information and the target weight information, obtain the weight factor information.

[0049] It is understood that the weight factor information can be directly used to dynamically scale the yaw control efficacy parameters so that the yaw response characteristics remain consistent under different weights. For example, when the weight is reduced, the factor is less than 1, and the control efficacy gain is appropriately reduced, thereby keeping the yaw angle acceleration response characteristics consistent with the reference state. This effectively improves the control consistency of the aircraft under different load and energy consumption stages and avoids the problem of yaw response being too fast or too slow due to weight changes.

[0050] Step A13: Based on the wind disturbance information, obtain the wind disturbance factor information; It should be noted that the wind disturbance factor information is a dimensionless correction coefficient that measures the degree of influence of the current environmental wind field on the yaw control effectiveness of a multirotor aircraft.

[0051] In one feasible implementation, step A13 may include steps C11 to C13: Step C11: Obtain wind disturbance coefficient information; It should be noted that the wind disturbance coefficient information is an inherent characteristic parameter of an aircraft under specific wind field conditions, which is affected by wind disturbance in its yaw control performance. It is usually obtained in advance through wind tunnel tests or system identification experiments, and characterizes the sensitivity of factors such as aircraft shape, rotor layout, and center of gravity to wind disturbance. For example, the yaw torque increment of different aircraft models may be different under the same wind speed, and this coefficient is used to quantify this difference.

[0052] Step C12: Determine the wind disturbance intensity information based on the wind disturbance information; It should be noted that the wind disturbance intensity information is the equivalent disturbance torque or angular acceleration value acting on the yaw axis of the aircraft, which characterizes the actual disturbance magnitude of the environmental wind field on the yaw response.

[0053] Step C13: Based on the wind disturbance coefficient information and the wind disturbance intensity information, obtain the wind disturbance factor information.

[0054] It is understood that the wind disturbance factor information can be used to dynamically scale yaw control commands, thereby offsetting or compensating for yaw response deviations caused by wind disturbances, so that the aircraft can still maintain the expected control consistency under different wind conditions.

[0055] Step A14: Based on the baseline control effectiveness information, the weight factor information, and the wind disturbance factor information, the target yaw control effectiveness information is obtained.

[0056] It is understood that the target yaw control performance information can adaptively compensate for changes in inertia caused by battery consumption and load changes, as well as deviations in control sensitivity caused by wind disturbances, thereby maintaining consistent yaw control characteristics under different mass and wind field conditions and improving the heading control accuracy of the aircraft under complex operating conditions.

[0057] Step S30: Based on the yaw angle acceleration information and the yaw command information, determine the actual yaw control effectiveness information; It should be noted that the actual yaw control performance information refers to the yaw control response efficiency exhibited by the aircraft under the current real flight conditions. It represents the actual yaw angle acceleration amplitude generated per unit control input and can be used as a measured indicator for online evaluation of yaw control performance. It can be compared with the benchmark or target value to diagnose control performance degradation, quality changes, or wind disturbance effects.

[0058] In a specific embodiment, the estimated value and covariance information of the parameter to be identified at the previous time step are obtained, which is expressed as:

[0059] in, This is yaw angle acceleration information. , Let be the yaw channel control command output by the flight control system at time k, using normalized dimensionless units, with a value range of [-1, 1]. This is the difference between the current time and the previous control command in the yaw command information. To identify residuals.

[0060] At this time This refers to the yaw control effect, which is the parameter to be identified. Therefore, we can obtain the estimated value of the parameter to be identified at the previous time step, and extract the posterior estimation result of the previous recursive cycle to obtain the covariance information, thereby providing the initial value for recursion and ensuring the continuity and stability of identification.

[0061] Based on the covariance information from the previous moment and the yaw command information, the Kalman gain information is determined, i.e., the Kalman gain is calculated, expressed as:

[0062] in, For covariance information, The yaw channel control command output by the flight control system at time k. λ is the difference between the control command at the current time and the previous time, and λ is the forgetting factor constant, which ranges from 0 to 1.

[0063] Kalman gain It determines the strength of the correction of the parameter estimate by the new measurement value, so that the gain can be dynamically adjusted according to the credibility of the current instruction, balance the weight between prediction and measurement update, and avoid identification divergence caused by noise interference.

[0064] Based on the yaw angle acceleration information, the yaw command information, and the estimated value of the parameter to be identified at the previous moment, the residual information is determined, i.e., the residual is calculated. Represented as:

[0065] in, This is yaw angle acceleration information. The yaw channel control command output by the flight control system at time k. These are the estimated values ​​of the parameters to be identified at the previous time step.

[0066] The residual information is the deviation between the estimated value and the true value, which can improve the identification response speed.

[0067] Based on the Kalman gain information and the residual information, the estimated value of the parameter to be identified at the previous time step is corrected to determine the corrected parameter information, i.e., the parameter estimate is updated. The corrected parameter information is calculated as follows:

[0068] in, For Kalman gain, For residual information, These are the estimated values ​​of the parameters to be identified at the previous time step.

[0069] At this point, the covariance can be updated. , is represented as:

[0070] This allows for optimal fusion in the sense of minimum mean square error, enabling the estimated value to converge to the true value.

[0071] The correction information of the parameters to be identified is subjected to amplitude limiting processing to obtain the actual yaw control effectiveness information, that is, parameter amplitude limiting is performed, and the identification result is limited based on physical rationality:

[0072] The output identification result, i.e., the actual yaw control effectiveness information, is represented as follows:

[0073] The correction values ​​are pruned according to physical constraints (such as maximum / minimum possible efficiency, safety boundaries) to prevent the estimates from exceeding reasonable ranges due to extreme residuals or ill-conditioned data, ensuring the physical rationality and control safety of the output results, so as to provide a reliable parameter benchmark.

[0074] In one feasible implementation, step S30 may include steps D11 to D15: Step D11: Obtain the estimated value and covariance information of the parameter to be identified at the previous time step; It should be noted that the estimated value of the parameter to be identified and the covariance information at the previous time step are the posterior estimation results read from the previous recursive cycle. The estimated value of the parameter to be identified is the actual yaw control effect estimated at the previous time step, that is, the yaw angle acceleration corresponding to a unit control input. The covariance information quantifies the uncertainty of the estimated value of the parameter to be identified, that is, the variance and the correlation between parameters. Initial values ​​are set in the initialization phase, and then at the end of each iteration cycle, the corrected estimated value and the updated covariance are stored in the cache for direct use in the next time step, avoiding retraining or calibration each time. This ensures that the estimated value can stably track the changes of the real parameters after convergence, without drastic fluctuations due to noise.

[0075] Step D12: Determine the Kalman gain information based on the covariance information of the previous time step and the yaw command information; It should be noted that the Kalman gain information is a weighted matrix. It uses the covariance information of the previous time step to predict the covariance of the current time step, and uses the yaw command information as the input of the observation matrix to obtain the magnitude of the gain. When the covariance is large or the noise is small, the gain will be large, making the correction more dependent on measurement. Conversely, it will depend more on prediction, ensuring that the identification process is smooth in steady state and responds quickly in abrupt changes, effectively suppressing the impact of noise interference on parameter estimation.

[0076] Step D13: Determine the residual information based on the yaw angle acceleration information, the yaw command information, and the estimated value of the parameter to be identified at the previous moment; It should be noted that the residual information is the difference between the actual measured value and the predicted value, representing the degree of deviation between the current estimated value and the true response. When the residual is consistently large, it indicates that the parameters have actually changed (such as changes in mass, wind disturbance, or rudder effect attenuation), and active adjustments will be made. Conversely, when the residual approaches zero, it indicates that the estimated value is close to the true value, thereby achieving sensitive detection of changes in the system state.

[0077] Step D14: Based on the Kalman gain information and the residual information, correct the estimated value of the parameter to be identified at the previous time step to determine the correction information of the parameter to be identified. It should be noted that the correction information for the parameters to be identified is a new estimate without amplitude limiting, which enables each recursive update to converge in the direction of reducing the mean square error, thereby achieving a balance between noise suppression and tracking speed.

[0078] Step D15: Perform amplitude limiting processing on the correction information of the parameters to be identified to obtain the actual yaw control effect information.

[0079] Understandably, the limiting process can forcibly restrict the correction value that deviates from the normal range to a reasonable range, avoiding unreasonable values ​​such as negative power output or exceeding the limit efficiency, while protecting the downstream control law from going out of control or oscillating due to incorrect parameter input.

[0080] Step S40: Based on the actual yaw control effect information and the target yaw control effect information, adjust the installation angle of the multi-rotor aircraft so that the actual yaw control effect tracks the target yaw control effect.

[0081] It is understood that the installation angle adjustment is achieved by inputting the deviation between the actual yaw control effect and the target effect into a proportional-integral-derivative (PID) controller or an adaptive compensator, calculating the required installation angle correction, and dynamically adjusting the fixed angle of each rotor relative to the fuselage, which is usually the angle between the rotor axis and the longitudinal axis of the fuselage, thereby changing the gain relationship between the yaw moment coefficient generated by the rotor and the yaw command.

[0082] In a specific embodiment, the rotor lateral installation angle at the previous moment is obtained; based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the installation angle adjustment increment is determined; according to the installation angle adjustment increment and the rotor lateral installation angle at the previous moment, the target rotor lateral installation angle command is obtained by processing with preset constraints, the preset constraints including position constraints and rate constraints; the installation angle of the multi-rotor aircraft is adjusted based on the target rotor lateral installation angle command, thereby gradually adjusting the installation angle at a certain rate and precision, while monitoring the effectiveness changes after adjustment to avoid overshoot or oscillation, and can actively compensate for the yaw control effectiveness deviation caused by aerodynamic aging, center of gravity drift, environmental wind disturbance or rotor performance degradation, so that the actual control effectiveness always approaches the target value, thereby maintaining the consistency and controllability of the aircraft's yaw response, and avoiding sluggish yaw response or asymmetrical flight caused by control effectiveness degradation.

[0083] This embodiment proposes a method for adjusting the rotor installation angle of a multi-rotor aircraft. The method involves acquiring the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft; determining target yaw control effectiveness information based on the weight information and the wind disturbance information; determining actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; and adjusting the installation angle of the multi-rotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information, so that the actual yaw control effectiveness tracks the target yaw control effectiveness. This invention solves the technical problem of how to achieve adaptive adjustment of the rotor installation angle of a multi-rotor aircraft. Compared with existing technologies, this application accurately perceives flight attitude and external disturbances by acquiring the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft in real time. Based on the weight information and wind disturbance information, the target yaw control effectiveness information is determined, which can dynamically adapt to changes in flight load and external wind disturbance, enhancing the matching capability for complex operating conditions. Based on the yaw angle acceleration information and yaw command information, the actual yaw control effectiveness information is determined, which can accurately reflect the current control performance status of the aircraft and evaluate the matching degree between the current control response and the command in real time. Based on the comparison between the actual yaw control effectiveness and the target yaw control effectiveness, the installation angle of the multi-rotor aircraft is adjusted so that the actual effectiveness tracks the target effectiveness, thereby adaptively compensating for weight changes and wind disturbance effects, and significantly improving the directional stability during flight.

[0084] Based on the first embodiment of this application, in the second embodiment of this application, the same or similar content as the first embodiment can be referred to the above description, and will not be repeated hereafter.

[0085] In this embodiment, refer to Figure 2 , Figure 2 This is a flowchart illustrating Embodiment 2 of the multi-rotor aircraft rotor installation angle adjustment method of this application. Step S40 specifically includes steps S41 to S44: Step S41: Obtain the rotor lateral installation angle of the previous moment; It should be noted that the rotor lateral installation angle at the previous moment is the actual rotor installation angle after adjustment at the end of the previous control cycle. For example, it is the tilt angle of the rotor axis relative to the longitudinal axis of the fuselage in the lateral plane, and the unit is degrees or radians.

[0086] In a specific embodiment, at the beginning of each iteration, the installation angle value saved at the end of the previous sampling period can be read as the initial reference benchmark for this adjustment, so as to avoid integral accumulation error or control abrupt change caused by the loss of historical position.

[0087] Step S42: Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, determine the installation angle adjustment increment; It should be noted that the installation angle adjustment increment is a command change, that is, the additional installation angle change that needs to be applied. A positive value indicates an increase in the rotor lateral tilt angle to improve yaw torque efficiency, while a negative value indicates the opposite. This allows the actual yaw control effect to smoothly and accurately approach the target value, avoiding system oscillation or mechanical shock caused by excessive increments, and ensuring the stability of the adjustment process.

[0088] In a specific embodiment, the deviation information is determined based on the actual yaw control effectiveness information and the target yaw control effectiveness information, that is, by adjusting the rotor lateral installation angle. This enables actual yaw control functionality. Tracking target yaw control function That is, deviation information Represented as:

[0089] The lateral mounting angle limit information is obtained. Based on the lateral mounting angle limit information and the deviation information, the integral term is accumulated when the preset freezing condition is not met to obtain the mounting angle adjustment increment. That is, when the mounting angle reaches the physical limit and the deviation direction continues to increase, the integral term will continue to accumulate, leading to integral saturation. At this time, even if the deviation is reversed, the system cannot respond quickly. Therefore, the following anti-integral saturation measures can be adopted, i.e., the lateral mounting angle limit information is represented as:

[0090] in, For the minimum lateral mounting angle, for example, For the maximum lateral mounting angle, for example, .

[0091] When the above conditions are met, the accumulation of points is frozen (the points remain unchanged); otherwise, the accumulation of points proceeds normally.

[0092] At this point, a proportional-integral (PI) controller can be used to achieve adaptive adjustment of the installation angle. The PI controller can eliminate steady-state errors while maintaining low computational complexity, making it suitable for real-time operation on the flight control processor.

[0093]

[0094] in, This represents the rotor's lateral installation angle at the current moment, i.e., the installation angle adjustment increment. The rotor lateral installation angle at the previous moment. For proportional gain, For integral gain, for Time deviation information, The deviation information at time j, The sampling period is , where Typical values ​​range from 0.3 to 0.8, with a recommended value of 0.5. Typical values ​​range from 0.05 to 0.2, with a recommended value of 0.1.

[0095] when (Actual operational effectiveness) Below target manipulation effectiveness When: PI output is positive. The increased lateral mounting angle enhances maneuverability.

[0096] when (Actual operational effectiveness) Superior to the effectiveness of manipulating targets When ), the PI output is negative. The lateral mounting angle is reduced, resulting in decreased maneuverability.

[0097] In one feasible implementation, step S42 may include steps E11 to E13: Step E11: Obtain lateral mounting angle limit information; It should be noted that the lateral mounting angle limit information is the upper and lower limits of the allowable adjustment range, in order to prevent structural damage or loss of control due to excessive adjustment exceeding the mechanical allowable range, and to ensure the safety and reliability of the adjustment process.

[0098] Step E12: Determine the deviation information based on the actual yaw control effectiveness information and the target yaw control effectiveness information; It should be noted that the deviation information represents the degree of deviation between the current operating performance and the expected value. It can sense the direction and magnitude of the adjustment needs in real time, thereby ensuring that the installation angle adjustment can accurately eliminate the difference in performance and achieve a steady-state tracking effect without steady-state error.

[0099] Step E13: Based on the lateral installation angle limit information and the deviation information, the integral term is accumulated when the preset freezing condition is not met to obtain the installation angle adjustment increment.

[0100] Understandably, the preset freeze condition is when the current installation angle has reached the limit value in the lateral installation angle limit information, or when the adjustment direction of the deviation signal is consistent with the limit direction, the accumulation process of the integral term is actively paused to prevent the integral term from growing indefinitely and causing integral saturation. The integral term is the numerical component of the deviation signal after continuous accumulation over time, which is responsible for eliminating long-term static errors and enabling the system to accurately maintain the target effect in steady state. In actual operation, the deviation information is multiplied by the integral coefficient and accumulated into the current integral term only when the above freeze condition is not met. Then, combined with the proportional term and the derivative term, the incremental output of the installation angle adjustment is generated, thereby ensuring steady-state accuracy.

[0101] Step S43: Based on the installation angle adjustment increment and the rotor lateral installation angle at the previous moment, the process is performed with preset constraints to obtain the target rotor lateral installation angle command. The preset constraints include position constraints and rate constraints. It should be noted that the target rotor lateral installation angle command is a desired angle value that can be directly issued, which represents the target position that the rotor lateral installation angle should reach in the next control cycle of the aircraft. It is limited by mechanical safety boundaries and dynamic response capabilities to ensure that the correction process of yaw control effect is both accurate and safe.

[0102] Understandably, preset constraints are limiting rules imposed to ensure the safety of the mechanical structure and the quality of control. These can include position constraints and rate constraints. Position constraints limit the target angle to between the minimum and maximum values ​​defined by mechanical limits or software safety boundaries to prevent collisions or damage. Rate constraints limit the rate of change of the installation angle per unit time to a certain upper limit to avoid blade response lag, servo overload, or airframe vibration caused by sudden command changes. This ensures that the installation angle adjustment process is executed in a controlled manner within a physically feasible and flight quality acceptable range, thereby improving the reliability of the system.

[0103] In a specific embodiment, the preset constraints may include position constraints and rate constraints.

[0104] Among them, the position constraint is the physical limit of the installation angle, and the lateral installation angle of the rotor. Due to mechanical limitations, and because excessive tilt angles can lead to excessive loss of vertical lift from the rotor and increased channel coupling, positional constraint boundaries can be set, for example... The minimum lateral mounting angle, where, The maximum lateral mounting angle is given by the following: .

[0105] Rate constraints are physical limitations of actuators. Angle-mounted actuators (servo motors) have a maximum response speed limit. To prevent sudden command changes from causing actuator failure or attitude disturbances, rate constraint boundaries can be set.

[0106] in, For the maximum adjustment rate, where, .

[0107] After PI calculation and constraint processing, the lateral mounting angle command for the current moment can be output. That is, the target rotor lateral installation angle command is obtained and sent to the rotor lateral installation angle actuator.

[0108] Step S44: Adjust the mounting angle of the multi-rotor aircraft based on the target rotor lateral mounting angle command.

[0109] It is understood that, based on the target rotor lateral installation angle command, the rotor installation angle adjustment mechanism can be driven by a control actuator (such as a servo motor, electric motor, or hydraulic device) to make the actual installation angle follow the target command, thereby achieving real-time correction of yaw control performance and ensuring that the aircraft meets the expected control performance requirements during flight.

[0110] In a specific embodiment, during the adjustment process, a corresponding displacement or rotation angle will be generated according to the target rotor lateral installation angle command, and the error between the actual installation angle and the command value will be continuously checked until the error converges to the allowable range, thus completing the precise adjustment of the installation angle and determining the physical realization effect of the yaw control performance correction.

[0111] This embodiment proposes a method for adjusting the rotor mounting angle of a multi-rotor aircraft. The method involves obtaining the rotor lateral mounting angle at the previous moment; determining the mounting angle adjustment increment based on the actual yaw control effectiveness information and the target yaw control effectiveness information; processing the mounting angle increment with the rotor lateral mounting angle at the previous moment using preset constraints to obtain a target rotor lateral mounting angle command, where the preset constraints include position constraints and rate constraints; and adjusting the mounting angle of the multi-rotor aircraft based on the target rotor lateral mounting angle command. This invention solves the technical problem of how to achieve adaptive adjustment of the rotor installation angle of a multi-rotor aircraft. Compared with the prior art, this application obtains the rotor lateral installation angle at the previous moment to ensure the traceability of the adjustment process. Based on the actual yaw control effect information and the target yaw control effect information, the installation angle adjustment increment is determined, the magnitude and direction of the correction requirement are quantified, and steady-state error is eliminated. Based on this increment and the installation angle at the previous moment, the target rotor lateral installation angle command is obtained through preset constraint processing, ensuring that the adjustment process is smoothly executed within the physical safety boundary and avoiding actuator overshoot or jitter. Adjusting the installation angle of the multi-rotor aircraft according to the target rotor lateral installation angle command can make the yaw control effect approach the target value in real time, thereby improving the maneuver response accuracy of the aircraft.

[0112] For example, to help understand the implementation process of the multi-rotor aircraft rotor installation angle adjustment method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 3 , Figure 3 A simplified flowchart illustrating a method for adjusting the rotor installation angle of a multi-rotor aircraft is provided, specifically: Referring to Example 1, the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multirotor aircraft are acquired; based on the weight information and the wind disturbance information, target yaw control effectiveness information is determined; based on the yaw angle acceleration information and the yaw command information, actual yaw control effectiveness information is determined; based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the installation angle of the multirotor aircraft is adjusted so that the actual yaw control effectiveness tracks the target yaw control effectiveness. Referring to Example 2, the rotor lateral installation angle at the previous moment is acquired; based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the installation angle adjustment increment is determined; according to the installation angle adjustment increment and the rotor lateral installation angle at the previous moment, a preset constraint is applied to obtain the target rotor lateral installation angle command, the preset constraint including position constraint and rate constraint; the installation angle of the multirotor aircraft is adjusted based on the target rotor lateral installation angle command. By estimating the current aircraft weight and wind disturbance level online, the target yaw control effectiveness is dynamically calculated. At the same time, the actual effectiveness is obtained through real-time online identification to perform closed-loop adjustment of the rotor lateral installation angle. During the adjustment process, if the current installation angle command exceeds the preset position or rate constraints, the constraint boundary is forcibly used to limit the amplitude to ensure execution safety. The actual effectiveness after adjustment is compared with the control target. If it meets the target, the process ends; otherwise, iterative adjustment continues, thereby achieving adaptive, disturbance-resistant, and safe and reliable yaw control effectiveness correction.

[0113] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the rotor installation angle adjustment method of the multi-rotor aircraft of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0114] This application also provides a rotor mounting angle adjustment device for a multi-rotor aircraft; please refer to... Figure 4 The multi-rotor aircraft rotor mounting angle adjustment device includes: The acquisition module 10 is used to acquire the weight information, wind disturbance information, yaw angle acceleration information and yaw command information of the multi-rotor aircraft; Processing module 20 is used to determine target yaw control effectiveness information based on the weight information and the wind disturbance information; The determining module 30 is used to determine the actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; The execution module 40 is used to adjust the installation angle of the multi-rotor aircraft based on the actual yaw control effect information and the target yaw control effect information, so that the actual yaw control effect tracks the target yaw control effect.

[0115] The determining module 30 is used to acquire information on the total battery mass, remaining power change, payload delivery weight, and baseline control effectiveness of the multirotor aircraft. Based on the weight information, the total mass of the battery, the change in remaining power, and the weight of the payload, weight factor information is obtained; Based on the wind disturbance information, wind disturbance factor information is obtained; Based on the baseline control effectiveness information, the weight factor information, and the wind disturbance factor information, the target yaw control effectiveness information is obtained.

[0116] The determining module 30 is used to determine battery discharge weight loss information based on the total battery mass and the remaining charge change information; Based on the load deployment weight information, determine the load deployment weight loss information; Based on the weight information, the battery discharge weight loss information, and the load deployment weight loss information, the target weight information is determined. Based on the weight information and the target weight information, weight factor information is obtained.

[0117] The determining module 30 is used to obtain wind disturbance coefficient information; Determine the wind disturbance intensity information based on the wind disturbance information; Based on the wind disturbance coefficient information and the wind disturbance intensity information, the wind disturbance factor information is obtained.

[0118] The determining module 30 is used to obtain the estimated value of the parameter to be identified and the covariance information of the previous time step; Based on the covariance information of the previous moment and the yaw command information, determine the Kalman gain information; The residual information is determined based on the yaw angle acceleration information, the yaw command information, and the estimated value of the parameter to be identified at the previous moment; Based on the Kalman gain information and the residual information, the estimated value of the parameter to be identified at the previous time step is corrected to determine the correction information of the parameter to be identified. The correction information of the parameters to be identified is subjected to amplitude limiting processing to obtain the actual yaw control effect information.

[0119] The execution module 40 is also used to obtain the rotor lateral installation angle at the previous moment; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, determine the installation angle adjustment increment; Based on the installation angle adjustment increment and the rotor lateral installation angle at the previous moment, the target rotor lateral installation angle command is obtained by processing with preset constraints. The preset constraints include position constraints and rate constraints. The mounting angle of the multi-rotor aircraft is adjusted based on the target rotor lateral mounting angle command.

[0120] The execution module 40 is also used to obtain lateral installation angle limit information; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the deviation information is determined; Based on the lateral installation angle limit information and the deviation information, the integral term is accumulated when the preset freezing condition is not met to obtain the installation angle adjustment increment.

[0121] The multi-rotor rotor installation angle adjustment device provided in this application, employing the multi-rotor rotor installation angle adjustment method described in the above embodiments, can solve the technical problem of how to achieve adaptive adjustment of the multi-rotor rotor installation angle. Compared with the prior art, the beneficial effects of the multi-rotor rotor installation angle adjustment device provided in this application are the same as those of the multi-rotor rotor installation angle adjustment method provided in the above embodiments, and other technical features in the multi-rotor rotor installation angle adjustment device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0122] This application provides a multi-rotor aircraft rotor installation angle adjustment device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the multi-rotor aircraft rotor installation angle adjustment method in the above embodiment 1.

[0123] The following is for reference. Figure 5This document illustrates a structural schematic diagram of a multi-rotor aircraft rotor mounting angle adjustment device suitable for implementing embodiments of this application. The multi-rotor aircraft rotor mounting angle adjustment device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and vehicle terminals (e.g., vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 5 The multi-rotor rotor mounting angle adjustment device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0124] like Figure 5 As shown, the multi-rotor aircraft rotor installation angle adjustment device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the multi-rotor aircraft rotor installation angle adjustment device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the multirotor rotor mount angle adjustment device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a multirotor rotor mount angle adjustment device with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0125] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0126] The multi-rotor rotor installation angle adjustment device provided in this application, employing the multi-rotor rotor installation angle adjustment method described in the above embodiments, can solve the technical problem of how to achieve adaptive adjustment of the multi-rotor rotor installation angle. Compared with the prior art, the beneficial effects of the multi-rotor rotor installation angle adjustment device provided in this application are the same as those of the multi-rotor rotor installation angle adjustment method provided in the above embodiments, and other technical features of this multi-rotor rotor installation angle adjustment device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0127] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0128] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0129] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the multi-rotor aircraft rotor installation angle adjustment method in the above embodiments.

[0130] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0131] The aforementioned computer-readable storage medium may be included in the rotor mounting angle adjustment device of a multi-rotor aircraft; or it may exist independently and not be assembled into the rotor mounting angle adjustment device of a multi-rotor aircraft.

[0132] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a multi-rotor aircraft rotor mounting angle adjustment device, cause the multi-rotor aircraft rotor mounting angle adjustment device to: acquire the weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft; determine target yaw control effectiveness information based on the weight information and the wind disturbance information; determine actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; and adjust the mounting angle of the multi-rotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information, so that the actual yaw control effectiveness tracks the target yaw control effectiveness.

[0133] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0134] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0135] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0136] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described multi-rotor aircraft rotor installation angle adjustment method, thereby solving the technical problem of how to achieve adaptive adjustment of the multi-rotor aircraft rotor installation angle. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the multi-rotor aircraft rotor installation angle adjustment method provided in the above embodiments, and will not be repeated here.

[0137] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for adjusting the rotor installation angle of a multi-rotor aircraft, characterized in that, The method includes: Acquire weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of multi-rotor aircraft; Based on the weight information and the wind disturbance information, the target yaw control effectiveness information is determined; Based on the yaw angle acceleration information and the yaw command information, the actual yaw control effectiveness information is determined; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the installation angle of the multirotor aircraft is adjusted so that the actual yaw control effectiveness tracks the target yaw control effectiveness.

2. The method as described in claim 1, characterized in that, The step of determining the target yaw control effectiveness information based on the weight information and the wind disturbance information includes: Acquire information on the total battery mass, remaining battery power changes, payload delivery weight, and baseline control performance of the multirotor aircraft; Based on the weight information, the total mass of the battery, the change in remaining power, and the weight of the payload, weight factor information is obtained; Based on the wind disturbance information, wind disturbance factor information is obtained; Based on the baseline control effectiveness information, the weight factor information, and the wind disturbance factor information, the target yaw control effectiveness information is obtained.

3. The method as described in claim 2, characterized in that, The step of obtaining weight factor information based on the weight information, the total battery mass, the remaining power change information, and the load deployment weight information includes: Based on the changes in the total battery mass and the remaining charge, the battery discharge weight loss information is determined; Based on the load deployment weight information, determine the load deployment weight loss information; Based on the weight information, the battery discharge weight loss information, and the load deployment weight loss information, the target weight information is determined. Based on the weight information and the target weight information, weight factor information is obtained.

4. The method as described in claim 2, characterized in that, The step of obtaining wind disturbance factor information based on the wind disturbance information includes: Obtain wind disturbance coefficient information; Determine the wind disturbance intensity information based on the wind disturbance information; Based on the wind disturbance coefficient information and the wind disturbance intensity information, the wind disturbance factor information is obtained.

5. The method as described in claim 1, characterized in that, The step of determining the actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information includes: Obtain the estimated value and covariance information of the parameter to be identified at the previous time step; Based on the covariance information of the previous moment and the yaw command information, determine the Kalman gain information; The residual information is determined based on the yaw angle acceleration information, the yaw command information, and the estimated value of the parameter to be identified at the previous moment; Based on the Kalman gain information and the residual information, the estimated value of the parameter to be identified at the previous time step is corrected to determine the correction information of the parameter to be identified. The correction information of the parameters to be identified is subjected to amplitude limiting processing to obtain the actual yaw control effect information.

6. The method as described in claim 1, characterized in that, The step of adjusting the installation angle of the multirotor aircraft based on the actual yaw control effectiveness information and the target yaw control effectiveness information includes: Obtain the rotor lateral installation angle at the previous moment; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, determine the installation angle adjustment increment; Based on the installation angle adjustment increment and the rotor lateral installation angle at the previous moment, the target rotor lateral installation angle command is obtained by processing with preset constraints. The preset constraints include position constraints and rate constraints. The mounting angle of the multi-rotor aircraft is adjusted based on the target rotor lateral mounting angle command.

7. The method as described in claim 6, characterized in that, The step of determining the installation angle adjustment increment based on the actual yaw control effectiveness information and the target yaw control effectiveness information includes: Obtain lateral mounting angle limit information; Based on the actual yaw control effectiveness information and the target yaw control effectiveness information, the deviation information is determined; Based on the lateral installation angle limit information and the deviation information, the integral term is accumulated when the preset freezing condition is not met to obtain the installation angle adjustment increment.

8. A rotor mounting angle adjustment device for a multi-rotor aircraft, characterized in that, The device includes: The acquisition module is used to acquire weight information, wind disturbance information, yaw angle acceleration information, and yaw command information of the multi-rotor aircraft. The processing module is used to determine the target yaw control effectiveness information based on the weight information and the wind disturbance information; The determination module is used to determine the actual yaw control effectiveness information based on the yaw angle acceleration information and the yaw command information; An execution module is used to adjust the installation angle of the multi-rotor aircraft based on the actual yaw control effect information and the target yaw control effect information, so that the actual yaw control effect tracks the target yaw control effect.

9. A rotor mounting angle adjustment device for a multi-rotor aircraft, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the multi-rotor aircraft rotor installation angle adjustment method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the multi-rotor aircraft rotor installation angle adjustment method as described in any one of claims 1 to 7.

Images