Posture control method and device applied to non-uniform layout state and aircraft

Abstract

This invention relates to the field of attitude control technology, and discloses an attitude control method, device, and aircraft applied to non-uniform layout conditions. When a change in the aircraft's state is detected, the coupled attitude parameters after the state change are decoupled based on virtual attitude control parameters. This eliminates the effects of inertial coupling and gyroscopic coupling between the roll, pitch, and yaw axes, making each channel independently controllable. Based on the center of gravity offset parameters of each channel and the current weight change parameters of the aircraft, the decoupled attitude control parameters are compensated to offset disturbances such as sudden load changes and center of gravity offsets, improving the accuracy and reliability of center of gravity offset torque feedforward compensation, and enhancing the robustness and anti-interference capability of the aircraft under various sudden conditions. Finally, the actual control torque of each channel is solved by the compensated attitude control parameters and coupled attitude parameters for independent control, improving the stability and accuracy of attitude control, thereby enhancing the operational safety and reliability of the aircraft.

Description

Technical Field

[0001] This invention relates to the field of attitude control technology, and in particular to an attitude control method, device and aircraft applied to non-uniform layout conditions. Background Technology

[0002] In modern logistics and warehousing systems, unmanned aerial vehicles (UAVs) are gradually becoming an important tool for realizing intelligent cargo retrieval. Equipped with sensing systems and control algorithms, these UAVs can autonomously fly along preset routes within the warehouse environment, travel to the location of goods for identification and retrieval, and transport the goods to designated locations through attitude adjustments, thereby significantly improving logistics efficiency.

[0003] Currently, aircraft attitude control schemes mainly include traditional PID (Proportional-Integral-Derivative) control schemes and model-based linear control schemes. Traditional PID control typically assigns fixed proportional (P), integral (I), and derivative (D) parameters to the roll, pitch, and yaw channels respectively, calculates the control input for each channel, and distributes it to the motors to achieve aircraft attitude control. Model-based linear control schemes, on the other hand, design optimal control laws based on a linearized dynamic model of the aircraft, achieving integrated control of the multivariable coupled system, thereby realizing aircraft attitude control.

[0004] However, practice has shown that traditional PID control schemes, due to fixed parameters in each channel, are difficult to adapt to sudden changes in the aircraft itself or the load. Model-based linear control schemes, on the other hand, rely on accurate dynamic models, and model inaccuracies can easily lead to a significant decrease in aircraft attitude control stability. Therefore, existing attitude control schemes are insufficient to meet the safety and reliability requirements of operations under scenarios of sudden changes in aircraft or load. Thus, proposing a new attitude control method to improve the control stability of aircraft attitude, thereby enhancing the safety and reliability of aircraft operations, is of significant practical importance. Summary of the Invention

[0005] This invention provides an attitude control method, device, and aircraft for use in non-uniform layout conditions, which can improve the control stability of the aircraft's attitude, thereby improving the safety and reliability of aircraft operations.

[0006] The first aspect of this invention discloses an attitude control method applied to a non-uniform layout state, the method comprising: When a change in the state of an aircraft is detected during mission execution, the coupled attitude parameters and current state parameters of the aircraft after the state change are determined; wherein, the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft. Based on the predetermined virtual attitude control parameters, a channel decoupling operation is performed on the coupled attitude parameters of the aircraft to obtain the attitude control parameters of all decoupled control channels; For any of the control channels, a center of gravity offset parameter matching the control channel is determined from the current center of gravity offset parameter of the aircraft; based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft, a static moment of the control channel caused by the center of gravity offset is generated; based on the static moment of the control channel, a compensation operation is performed on the attitude control parameters of the control channel to obtain the target attitude control parameters of the control channel. The target attitude control parameters of all the control channels and the coupled attitude parameters of the aircraft are analyzed to obtain the actual control torque of each control channel, and attitude control operations are performed on the aircraft based on the actual control torque of all the control channels.

[0007] As an optional implementation, in a first aspect of the invention, performing attitude control operations on the aircraft based on the actual control torque of all said control channels includes: Determine the total lift and rotor center distance of the aircraft; the rotor center distance is the distance between the rotor center position and the center of gravity position of the aircraft. Based on the actual control torque of each control channel, the total lift of the aircraft, and the rotor center distance, the rotor thrust control parameters of the aircraft are generated. The operating attitude of the aircraft is controlled according to the rotor thrust control parameters of the aircraft.

[0008] As an optional implementation, in a first aspect of the present invention, the coupled attitude parameters of the aircraft include the current moment of inertia change parameters of the aircraft after the state changes, wherein the current moment of inertia change parameters of the aircraft include the current moment of inertia change parameters of each of the control channels; The method further includes: For any of the control channels, obtain the current control gain parameter of the control channel and the moment of inertia parameter of the control channel before the change of the aircraft state; Based on the moment of inertia parameter and current control gain parameter of the control channel, and the current moment of inertia change parameter of the control channel, the target control gain parameter of the control channel after the change of the aircraft state is generated; Based on the target control gain parameter of the control channel, a correction operation is performed on the actual control torque of the control channel to obtain the corrected actual control torque of the control channel, and the attitude control operation of the aircraft based on the actual control torque of all the control channels is triggered.

[0009] As an optional implementation, in a first aspect of the present invention, the method further includes: When the change in the state of the aircraft is caused by the aircraft performing a cargo grabbing operation, monitor the swing data of the cargo after the aircraft grabs the cargo; When the swing data of the cargo indicates that the duration of continuous swing of the cargo is greater than or equal to the preset swing duration, the swing parameters of the cargo are analyzed based on the swing data of the cargo, and the swing parameters of the cargo include the swing amplitude of the cargo. Based on the swing parameters of the cargo and the preset swing coefficient, the target swing coefficient of the cargo is generated; For any of the control channels, based on the target swing coefficient of the cargo, an update operation is performed on the target control gain parameter of the control channel, and the operation of correcting the actual control torque of the control channel based on the target control gain parameter of the control channel is triggered to obtain the corrected actual control torque of the control channel is performed.

[0010] As an optional implementation, in a first aspect of the present invention, the method further includes: When a change in the state of the aircraft is detected, the attitude angle and angular velocity of each control channel are acquired, and observation operations are performed on the attitude angle and angular velocity of each control channel to obtain the attitude angle observation value and angular velocity observation value of each control channel. The attitude angle observation value of each control channel is used to track the current attitude of the aircraft, and the angular velocity observation value of each control channel is used to track the current motion rate of the aircraft. For any of the control channels, based on a preset observation model, the attitude angle observation value, angular velocity observation value, target attitude control parameters, and total disturbance factors of the aircraft are observed and analyzed to obtain the total disturbance observation value of the control channel. The total disturbance factors of the aircraft include one or more of the following: cargo swaying disturbance factors, sensor data acquisition disturbance factors of the aircraft, center of gravity offset disturbance factors of the aircraft, and environmental disturbance factors. For any of the control channels, the observation difference corresponding to the control channel is determined based on the preset ideal attitude control parameters and the total disturbance observation value of the control channel. Based on the observation difference of the control channel and the current moment of inertia change parameter, the observation moment of inertia corresponding to the control channel is determined. Based on the observation moment of inertia of the control channel, the target attitude control parameters of the control channel are disturbed to obtain the disturbed attitude control parameters, so as to update the target attitude control parameters of the control channel.

[0011] As an optional implementation, in a first aspect of the present invention, the method further includes: Based on the first state parameters of the aircraft, an update operation is performed on the control coefficients corresponding to the coupled attitude parameters of the aircraft to obtain the updated target control coefficients of the aircraft; wherein, the first state parameters of the aircraft include the current moment of inertia change parameter, the current center of gravity offset parameter, and the current weight change parameter of the aircraft; Based on the actual control torque of each control channel, the target control coefficient of the aircraft, and the second state parameters of the aircraft, the state change parameters of the aircraft are analyzed; wherein, the second state parameters of the aircraft include the current position, current velocity, attitude angle, and attitude angular velocity of the aircraft. The state change parameters of the aircraft are used as a basis for predicting the future state trend of the aircraft.

[0012] As an optional implementation, in a first aspect of the present invention, when the control coefficients corresponding to the aircraft include input control coefficients, the target control coefficients of the aircraft include the target input control coefficients of the aircraft; the input control coefficients corresponding to the aircraft include vertical input control coefficients and attitude input control coefficients. The step of updating the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft to obtain the updated target control coefficients of the aircraft includes: Based on the current weight change parameters of the aircraft, the vertical input control coefficients of the aircraft are updated to obtain the target vertical input control coefficients of the aircraft. For any of the control channels, an update operation is performed on the attitude input control coefficients of the control channel based on the current moment of inertia change parameters of the control channel to obtain the target attitude input control coefficients of the control channel. The target input control coefficients of the aircraft are generated based on the target vertical input control coefficients of the aircraft and the target attitude input control coefficients of all the control channels. Furthermore, when the control coefficients corresponding to the aircraft include state control coefficients, the target control coefficients of the aircraft include the target state control coefficients of the aircraft; the state control coefficients corresponding to the aircraft include multiple sub-state control coefficients. The step of updating the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft to obtain the updated target control coefficients of the aircraft includes: For any of the control channels, based on the current moment of inertia change parameters of the control channel, an update operation is performed on the sub-state control coefficients of the control channel to obtain the updated target sub-state control coefficients. The target state control coefficients of the aircraft are generated based on all the target sub-state control coefficients.

[0013] A second aspect of the present invention discloses an attitude control device applied to a non-uniform layout state, the device comprising: The determination module is used to determine the coupled attitude parameters and current state parameters of the aircraft after the state change is detected when the aircraft's state changes during the execution of a mission; wherein, the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft. The decoupling module is used to perform channel decoupling operations on the coupled attitude parameters of the aircraft based on the pre-determined virtual attitude control parameters, so as to obtain the attitude control parameters of all control channels after decoupling. The compensation module is used to, for any control channel, determine a center of gravity offset parameter matching the control channel from the current center of gravity offset parameter of the aircraft; generate a static moment of the control channel caused by the center of gravity offset based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft; and perform a compensation operation on the attitude control parameters of the control channel based on the static moment of the control channel to obtain the target attitude control parameters of the control channel. The analysis module is used to analyze the target attitude control parameters of all the control channels and the coupled attitude parameters of the aircraft to obtain the actual control torque of each control channel. The control module is used to perform attitude control operations on the aircraft based on the actual control torque of all the control channels.

[0014] As an optional implementation, in a second aspect of the invention, the specific method by which the control module performs attitude control operations on the aircraft based on the actual control torque of all the control channels includes: Determine the total lift and rotor center distance of the aircraft; the rotor center distance is the distance between the rotor center position and the center of gravity position of the aircraft. Based on the actual control torque of each control channel, the total lift of the aircraft, and the rotor center distance, the rotor thrust control parameters of the aircraft are generated. The operating attitude of the aircraft is controlled according to the rotor thrust control parameters of the aircraft.

[0015] As an optional implementation, in a second aspect of the present invention, the coupled attitude parameters of the aircraft include the current moment of inertia change parameters of the aircraft after the state changes, wherein the current moment of inertia change parameters of the aircraft include the current moment of inertia change parameters of each of the control channels; The determining module is further configured to, for any one of the control channels, obtain the current control gain parameter of the control channel and the moment of inertia parameter of the control channel before the change of the aircraft state; The device further includes: The generation module is used to generate the target control gain parameters of the control channel after the change of the aircraft state, based on the moment of inertia parameters of the control channel, the current control gain parameters, and the current moment of inertia change parameters of the control channel. The first update module is used to perform a correction operation on the actual control torque of the control channel based on the target control gain parameter of the control channel, to obtain the corrected actual control torque of the control channel, and to trigger the control module to perform attitude control operation on the aircraft based on the actual control torque of all the control channels.

[0016] As an optional implementation, in a second aspect of the invention, the apparatus further includes: The monitoring module is used to monitor the swing data of the cargo after the aircraft grabs the cargo when the change in the state of the aircraft is caused by the aircraft performing a cargo grabbing operation; The analysis module is further configured to analyze the swing parameters of the cargo based on the swing data of the cargo when the swing data of the cargo indicates that the continuous swing duration of the cargo is greater than or equal to a preset swing duration. The swing parameters of the cargo include the swing amplitude of the cargo. The generation module is also used to generate a target swing coefficient for the cargo based on the swing parameters of the cargo and a preset swing coefficient. The first update module is further configured to, for any of the control channels, perform an update operation on the target control gain parameter of the control channel based on the target swing coefficient of the cargo, and perform a correction operation on the actual control torque of the control channel based on the target control gain parameter of the control channel to obtain the corrected actual control torque of the control channel.

[0017] As an optional implementation, in a second aspect of the invention, the determining module is further configured to acquire the attitude angle and angular velocity of each control channel after detecting a change in the state of the aircraft. The device further includes: The observation module is used to perform observation operations on the attitude angle and angular velocity of each control channel respectively, to obtain the attitude angle observation value and angular velocity observation value of each control channel. The attitude angle observation value of each control channel is used to track the current attitude of the aircraft, and the angular velocity observation value of each control channel is used to track the current motion rate of the aircraft. The observation module is also used to, for any control channel, based on a preset observation model, observe and analyze the attitude angle observation value, angular velocity observation value, target attitude control parameters, and total disturbance factors of the aircraft to obtain the total disturbance observation value of the control channel. The total disturbance factors of the aircraft include one or more of the following: cargo swaying disturbance factors, sensor data acquisition disturbance factors of the aircraft, center of gravity offset disturbance factors of the aircraft, and environmental disturbance factors. The analysis module is also used to, for any of the control channels, subtract the total disturbance observation value of the control channel from the preset ideal attitude control parameter of the control channel to obtain the observation difference, and multiply the observation difference by the current moment of inertia change parameter of the control channel to obtain the observed moment of inertia. The compensation module is also used to perform disturbance compensation on the target attitude control parameters of the control channel based on the observed moment of inertia, so as to obtain the disturbed attitude control parameters and update the target attitude control parameters of the control channel.

[0018] As an optional implementation, in a second aspect of the invention, the apparatus further includes: The second update module is used to perform an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft, so as to obtain the updated target control coefficients of the aircraft; wherein, the first state parameters of the aircraft include the current moment of inertia change parameter, the current center of gravity offset parameter and the current weight change parameter of the aircraft; The analysis module is also used to analyze the state change parameters of the aircraft based on the actual control torque of each control channel, the target control coefficient of the aircraft, and the second state parameters of the aircraft; wherein, the second state parameters of the aircraft include the current position, current speed, attitude angle, and attitude angular velocity of the aircraft. The state change parameters of the aircraft are used as a basis for predicting the future state trend of the aircraft.

[0019] As an optional implementation, in a second aspect of the present invention, when the control coefficients corresponding to the aircraft include input control coefficients, the target control coefficients of the aircraft include the target input control coefficients of the aircraft; the input control coefficients corresponding to the aircraft include vertical input control coefficients and attitude input control coefficients. The second update module performs an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft, and obtains the updated target control coefficients of the aircraft in the following specific ways: Based on the current weight change parameters of the aircraft, the vertical input control coefficients of the aircraft are updated to obtain the target vertical input control coefficients of the aircraft. For any of the control channels, an update operation is performed on the attitude input control coefficients of the control channel based on the current moment of inertia change parameters of the control channel to obtain the target attitude input control coefficients of the control channel. The target input control coefficients of the aircraft are generated based on the target vertical input control coefficients of the aircraft and the target attitude input control coefficients of all the control channels. Furthermore, when the control coefficients corresponding to the aircraft include state control coefficients, the target control coefficients of the aircraft include the target state control coefficients of the aircraft; the state control coefficients corresponding to the aircraft include multiple sub-state control coefficients. The second update module performs an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft, and obtains the updated target control coefficients of the aircraft in the following specific ways: For any of the control channels, based on the current moment of inertia change parameters of the control channel, an update operation is performed on the sub-state control coefficients of the control channel to obtain the updated target sub-state control coefficients. The target state control coefficients of the aircraft are generated based on all the target sub-state control coefficients.

[0020] A third aspect of the present invention discloses an aircraft, the aircraft comprising an aircraft body and an attitude control device, the attitude control device comprising: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute some or all of the steps in any of the methods described in the first aspect of the present invention.

[0021] The fourth aspect of the present invention discloses a computer storage medium storing computer instructions, which, when invoked, are used to execute some or all of the steps in any of the methods described in the first aspect of the present invention.

[0022] Compared with the prior art, the present invention has the following beneficial effects: In this embodiment of the invention, when a change in the state of the aircraft is detected during mission execution, the coupled attitude parameters and current state parameters of the aircraft after the state change are determined. The current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters. Based on pre-determined virtual attitude control parameters, a channel decoupling operation is performed on the coupled attitude parameters of the aircraft to obtain the attitude control parameters of all decoupled control channels. For any control channel, a center of gravity offset parameter matching the control channel is determined from the current center of gravity offset parameters of the aircraft. Based on the center of gravity offset parameters of the control channel and the current weight change parameters of the aircraft, a static moment of the control channel caused by the center of gravity offset is generated. Based on the static moment of the control channel, a compensation operation is performed on the attitude control parameters of the control channel to obtain the target attitude control parameters of the control channel. The target attitude control parameters of all control channels and the coupled attitude parameters of the aircraft are analyzed to obtain the actual control torque of each control channel. Based on the actual control torques of all control channels, an attitude control operation is performed on the aircraft. As can be seen, when the aircraft's state changes, the present invention first decouples the coupled attitude parameters after the change based on virtual attitude control parameters to eliminate the effects of inertial and gyroscopic coupling between the roll, pitch, and yaw axes, making each control channel independently controllable. Then, based on the center of gravity offset parameters of each control channel and the aircraft's current weight change parameters, compensation is made for the decoupled attitude control parameters. This can offset disturbances such as sudden load changes and center of gravity offsets in real time, improving the accuracy and reliability of the center of gravity offset torque feedforward compensation for each control channel. This is beneficial for improving the aircraft's robustness and anti-interference capability under various sudden changes. Next, the actual control torque of each control channel is calculated using the compensated attitude control parameters of each control channel and the coupled attitude parameters after the state change. Finally, the aircraft's attitude is independently controlled based on each control channel, improving the control stability of the aircraft's attitude, thereby improving the aircraft's attitude stability and accuracy, and ultimately enhancing the aircraft's operational safety and reliability. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a flowchart illustrating an attitude control method for a non-uniform layout state disclosed in an embodiment of the present invention. Figure 2 This is a flowchart illustrating another attitude control method for non-uniform layout states disclosed in an embodiment of the present invention. Figure 3 This is a schematic diagram of the structure of an attitude control device applied to a non-uniform layout state, as disclosed in an embodiment of the present invention; Figure 4 This is a schematic diagram of another attitude control device applied to a non-uniform layout state disclosed in an embodiment of the present invention; Figure 5 This is a schematic diagram of another attitude control device applied to a non-uniform layout state disclosed in an embodiment of the present invention. Detailed Implementation

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

[0026] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or end that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or ends.

[0027] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0028] This invention discloses an attitude control method, device, and aircraft applied to a non-uniform layout. When a change in the aircraft's state is detected, the coupled attitude parameters after the state change are first decoupled based on virtual attitude control parameters to eliminate the effects of inertial and gyroscopic coupling between the roll, pitch, and yaw axes, making each control channel independently controllable. Based on the center of gravity offset parameters of each control channel and the current weight change parameters of the aircraft, compensation is made for the decoupled attitude control parameters. This can offset disturbances such as sudden load changes and center of gravity offsets in real time, improving the accuracy and reliability of the center of gravity offset torque feedforward compensation for each control channel. This improves the robustness and anti-interference capability of the aircraft under various sudden changes. Then, the actual control torque of each control channel is calculated using the compensated attitude control parameters of each control channel and the coupled attitude parameters after the state change. Finally, the aircraft's attitude is independently controlled based on each control channel, improving the control stability of the aircraft's attitude, thereby improving the attitude stability and accuracy of the aircraft, and ultimately improving the operational safety and reliability of the aircraft. Detailed descriptions follow.

[0029] Example 1 Please see Figure 1 , Figure 1 This is a flowchart illustrating an attitude control method applied to a non-uniform layout state, as disclosed in an embodiment of the present invention. Figure 1 The described method can be applied to flight operation scenarios, such as cargo retrieval in logistics locations and warehouse cargo transportation scenarios. Figure 1 As shown, the method may include the following operations: 101. When it is detected that the state of the aircraft changes during the execution of a mission, determine the coupled attitude parameters and current state parameters of the aircraft after the state change, wherein the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft.

[0030] In this embodiment of the invention, when one or more of the following situations are detected, such as the aircraft (also known as a drone) grabbing / releasing cargo, the cargo swinging during transportation, the center of gravity shifting (such as rotor rotation), or sudden disturbances in the surrounding environment (such as sudden changes in airflow or gusts of wind), it indicates that the state has changed during the execution of the mission.

[0031] In this embodiment of the invention, the coupled attitude parameters of the aircraft are the parameters formed by the coupling between all control channels of the aircraft. These control channels include the roll control channel, pitch control channel, and yaw control channel. The coupling equations corresponding to the coupled attitude parameters are as follows: J =M ω×Jω+ΔM+D W; Where J represents the current change in the inertial moment of the aircraft; ω represents the angular velocity of the aircraft; represents the angular acceleration of the aircraft; M represents the actual control torque of the aircraft; ΔM represents the static torque of the aircraft, which is caused by the shift of the aircraft's center of gravity. denoted by , W represents the environmental disturbance parameters of the aircraft (such as sudden gusts of wind), used to represent the influence of the environment on the aircraft's attitude, and D represents the assigned weights of the environmental disturbance parameters (the sum of all assigned weights equals 1). W is optional.

[0032] 102. Based on the predetermined virtual attitude control parameters, perform channel decoupling operation on the coupled attitude parameters of the aircraft to obtain the attitude control parameters of all control channels after decoupling.

[0033] In this embodiment of the invention, the current moment of inertia, angular velocity, and angular acceleration of the aircraft all include the current moment of inertia, angular velocity, and angular acceleration of all control channels.

[0034] The attitude control parameters of all control channels are obtained through the following equations: ; ; ; ; ; In the formula, U represents the virtual attitude control parameters; , , These represent the attitude control parameters for the roll control channel, pitch control channel, and yaw control channel, respectively; T indicates transpose. , , These represent the angular accelerations of the roll control channel, pitch control channel, and yaw control channel, respectively. , These represent the current moment of inertia changes for the roll control channel, pitch control channel, and yaw control channel, respectively. Each control channel is controlled only by its own attitude control parameters.

[0035] 103. For any control channel, determine the center of gravity offset parameter that matches the control channel from the current center of gravity offset parameter of the aircraft; generate the static moment of the control channel caused by the center of gravity offset based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft; perform a compensation operation on the attitude control parameter of the control channel based on the static moment of the control channel to obtain the target attitude control parameter of the control channel.

[0036] In this embodiment of the invention, the static moment of the aircraft includes the static moments of all control channels, and the current center of gravity offset parameters of the aircraft include the current center of gravity offset parameters of all control channels, namely, roll center of gravity offset parameters, pitch center of gravity offset parameters, and yaw center of gravity offset parameters. For any control channel, based on the current center of gravity offset parameters of that control channel, the current weight change parameters of the aircraft (e.g., when grabbing cargo, the current weight change parameter is the cargo weight), and gravitational acceleration, the static moment of the control channel caused by the center of gravity offset is generated. Then, based on the static moment of the control channel, a compensation operation is performed on the attitude control parameters of the control channel, such as subtracting the static moment from the attitude control parameters (i.e., specific values) to obtain the target attitude control parameters of the control channel.

[0037] 104. Analyze the target attitude control parameters of all control channels and the coupled attitude parameters of the aircraft to obtain the actual control torque of each control channel, and perform attitude control operations on the aircraft based on the actual control torque of all control channels.

[0038] In this embodiment of the invention, optionally, attitude control operations are performed on the aircraft based on the actual control torque of all control channels, including: The total lift and rotor center distance of the aircraft are determined. The rotor center distance is the distance between the rotor center position and the center of gravity of the aircraft. Based on the actual control torque of each control channel, the total lift, and the rotor center distance, the rotor thrust control parameters of the aircraft are generated. The aircraft's operational attitude is then controlled based on these rotor thrust control parameters. Specifically, the total lift is generated based on the aircraft's current weight variation parameters and vertical acceleration (such as gravitational acceleration). By combining the actual control torque of each decoupled control channel with the total lift and rotor center distance, the rotor thrust control parameters are comprehensively analyzed, improving the accuracy of the rotor thrust analysis and thus contributing to further improvements in the stability and accuracy of the aircraft's attitude control.

[0039] It should be noted that the attitude decoupling control of this technical solution is applicable to the entire operation process of the aircraft, namely, from mission receiving path planning flight → approaching the cargo location → cargo identification and positioning → cargo grasping → center of gravity adjustment → cargo transportation. This embodiment of the invention uses the "cargo grasping → center of gravity adjustment" stage, where the probability of state changes is relatively high, to illustrate this technical solution.

[0040] It is evident that implementation Figure 1 The described method, when detecting a change in the aircraft's state, first decouples the coupled attitude parameters after the change in state based on virtual attitude control parameters. This eliminates the effects of inertial and gyroscopic coupling between the roll, pitch, and yaw axes, making each control channel independently controllable. Then, based on the center of gravity offset parameters of each control channel and the aircraft's current weight change parameters, compensation is applied to the decoupled attitude control parameters. This can offset disturbances such as sudden load changes and center of gravity offsets in real time, improving the accuracy and reliability of the center of gravity offset torque feedforward compensation for each control channel. This enhances the aircraft's robustness and anti-interference capabilities under various sudden changes. Next, the actual control torque of each control channel is calculated using the compensated attitude control parameters of each control channel and the coupled attitude parameters after the state change. Finally, the aircraft's attitude is independently controlled based on each control channel, improving the control stability of the aircraft's attitude. This, in turn, improves the aircraft's attitude stability and accuracy, and ultimately enhances the aircraft's operational safety and reliability.

[0041] In an optional embodiment, the method may further include the following steps: For any control channel, obtain the current control gain parameter of the control channel and the moment of inertia parameter of the control channel before the change of the aircraft state; Based on the moment of inertia parameters of the control channel, the current control gain parameters, and the current moment of inertia change parameters of the control channel, the target control gain parameters of the control channel after the change in the aircraft state are generated; wherein, the current moment of inertia change parameter of each control channel is equal to the sum of the moment of inertia parameters of the control channel and the moment of inertia parameters before the change in state; Based on the target control gain parameters of the control channels, a correction operation is performed on the actual control torque of the control channels to obtain the corrected actual control torque of the control channels, and the above-mentioned attitude control operation on the aircraft is triggered based on the actual control torque of all control channels.

[0042] In this optional embodiment, the moment of inertia parameter caused by the change in state is optionally determined by the cargo weight and the offset distance between the cargo center of gravity position and the aircraft center of gravity position. Specifically, for any control channel, its moment of inertia parameter is divided by the current moment of inertia change parameter to obtain the target moment of inertia, and the target moment of inertia is multiplied by the current control gain parameter to obtain the target control gain parameter.

[0043] In this optional embodiment, it is further optional that each time a target control gain parameter is generated, the generated target control gain parameter is used as the current control gain parameter for the next calculation of a new target control gain parameter. This realizes the dynamic adjustment of the target control gain parameter, so that the generated target gain control parameter always matches the real-time state of the aircraft, which is beneficial to further improve the attitude control accuracy and stability of the aircraft.

[0044] As can be seen, by implementing this optional embodiment, after decoupling the control channels of the aircraft, based on the current control gain parameters of each decoupled control channel, the moment of inertia parameters before the state change, and the moment of inertia change parameters after the state change, the control gain parameters after the state change are comprehensively analyzed. This allows for individual adjustment of the control gain of each control channel, thereby individually correcting the actual control torque. This makes the actual control torque of each control channel more closely match the actual situation of the aircraft after the change, further improving the accuracy and reliability of the analysis of the actual control torque of each control channel. Consequently, this is beneficial to further improve the response efficiency and accuracy of stable control of the aircraft's attitude, further improve the control stability and precision of the aircraft's attitude, and further improve the operational safety and accuracy of the aircraft.

[0045] In this optional embodiment, the method may further include the following steps: When the change in the state of the aircraft is caused by the aircraft performing a cargo grabbing operation, monitor the swing data of the cargo after the aircraft grabs the cargo; When the swing data of the goods indicates that the duration of continuous swing of the goods is greater than or equal to the preset swing duration (e.g., 5 seconds), the swing parameters of the goods are analyzed based on the swing data. The swing parameters of the goods include the swing amplitude of the goods, and further include the swing frequency and / or swing phase of the goods. Based on the cargo's swing parameters and a preset swing coefficient (e.g., 0.5), generate the cargo's target swing coefficient. For any control channel, based on the target swing coefficient of the cargo, the target control gain parameter of the control channel is updated, and the above-mentioned operation of correcting the actual control torque of the control channel based on the target control gain parameter of the control channel is triggered to obtain the corrected actual control torque of the control channel.

[0046] In this optional embodiment, a preset sway coefficient is multiplied by the sway parameter of the cargo to obtain a target sway value. Then, the target sway value is added to or subtracted from a preset sway correction value (e.g., 1) to obtain the target sway coefficient of the cargo. The target sway coefficient includes an angular acceleration sway coefficient and an attitude error sway coefficient. For the angular acceleration sway coefficient, the target sway value is added to the corresponding preset sway correction value; for the attitude error sway coefficient, the corresponding preset sway correction value is subtracted from the target sway value to enhance damping, reduce response force, and effectively suppress sway.

[0047] In this optional embodiment, when the cargo swing data indicates that the duration of the cargo's continuous swing is less than the preset swing duration, the current target control gain parameter is maintained, and the aircraft's attitude is controlled.

[0048] As can be seen, implementing this optional embodiment allows for real-time monitoring of cargo swing data in response to state changes caused by cargo grasping. When the swing duration reaches a pre-threshold, the swing coefficient of the cargo is dynamically determined based on parameters such as swing amplitude. Based on this swing coefficient, the target control gain parameters of each control channel are adaptively updated, improving the accuracy of determining the angular acceleration gain and attitude error gain after state changes. This further enhances the aircraft's damping, suppresses attitude disturbances caused by continuous cargo swing, and further reduces control overshoot, attitude oscillations, and tracking deviations under fixed gain. It also improves the response speed to attitude changes caused by cargo swing, further enhances the control stability of the aircraft's attitude, and further improves the control robustness and operational smoothness of the aircraft under cargo swing conditions.

[0049] In another alternative embodiment, the method may further include the following steps: When a change in the aircraft's state is detected, the attitude angle and angular velocity of each control channel are acquired, and observation operations are performed on the attitude angle and angular velocity of each control channel to obtain the attitude angle observation value and angular velocity observation value of each control channel. The attitude angle observation value of each control channel is used to track the current attitude of the aircraft, and the angular velocity observation value of each control channel is used to track the current motion rate of the aircraft. For any control channel, based on a preset observation model, the attitude angle observation value, angular velocity observation value, target attitude control parameters, and total disturbance factors of the aircraft are observed and analyzed to obtain the total disturbance observation value of the control channel. The total disturbance factors of the aircraft include one or more of the following: cargo swaying disturbance factors, aircraft sensor data acquisition disturbance factors, aircraft center of gravity offset disturbance factors, and environmental disturbance factors. For any control channel, based on the preset ideal attitude control parameters and total disturbance observations of the control channel, the observation difference corresponding to the control channel is determined. Based on the observation difference and the current moment of inertia change parameters of the control channel, the observation moment of inertia corresponding to the control channel is determined. Based on the observation moment of inertia of the control channel, disturbance compensation is performed on the target attitude control parameters of the control channel to obtain the disturbance attitude control parameters, so as to update the target attitude control parameters of the control channel.

[0050] It should be noted that this optional embodiment applies to the following two situations: Situation 1: After obtaining the target attitude control parameters of the control channel, the aircraft attitude is not adjusted based on these parameters. Instead, the target attitude control parameters are perturbed and compensated based on the observed moment of inertia obtained after observation to obtain perturbed attitude control parameters. Then, the actual control torque is generated based on these parameters to control the aircraft attitude. Situation 2: After obtaining the target attitude control parameters of the control channel, the aircraft attitude adjustment control is first performed based on these parameters, and the attitude angle and angular velocity of the control channel are observed during the control process. Then, the target attitude control parameters are perturbed and compensated based on the observed moment of inertia obtained after observation to obtain perturbed attitude control parameters. Then, the actual control torque is generated based on these parameters to continue to perform adjustment control on the aircraft attitude.

[0051] In this optional embodiment, the attitude angles of the aircraft include the attitude angles of all control channels, specifically the roll angle, pitch angle, and yaw angle, and the angular velocity of the aircraft includes the angular velocity of all control channels, specifically the roll angular velocity, pitch angular velocity, and yaw angular velocity.

[0052] In this optional embodiment, a corresponding weight can be set for each factor of the total disturbance factors. For example, the disturbance factors of cargo swing, aircraft sensor data acquisition, aircraft center of gravity offset, and environmental disturbance factors are 0.1, 0.25, 0.35, and 0.3 respectively. The weight of each disturbance factor is synchronously input into the preset observation model for prediction and analysis.

[0053] In this optional embodiment, the roll control channel is used as an example to illustrate the optional embodiment. The roll angle and roll angular velocity of the aircraft are obtained, and observation operations are performed on the roll angle and roll angular velocity respectively to obtain the roll angle observation value and the roll angular velocity observation value. The roll angle observation value is used to track the current roll attitude of the aircraft, and the roll angular velocity observation value is used to track the current roll motion rate of the aircraft. Observation operations are performed on the total disturbance factors of the aircraft to obtain the total disturbance observation value of the roll control channel; Based on the preset observation model, the observed values ​​of roll angle, roll angular velocity, target attitude control parameters and total disturbance factors to the aircraft are observed and analyzed to obtain the total disturbance observed value of the roll control channel. The roll disturbance observation difference is obtained by subtracting the total disturbance observation value from the preset ideal attitude control parameters. The roll disturbance observation difference is then multiplied by the current moment of inertia change parameter of the roll control channel to obtain the roll observation moment of inertia. Based on the roll observation moment of inertia, the target attitude control parameters of the roll control channel are disturbed to obtain the disturbance attitude control parameters of the roll control channel.

[0054] In this optional embodiment, the preset observation model corresponding to the roll control channel is as follows: ; ; ; ; In the formula, , , These represent the rate of change of the observed roll angle, the rate of change of the observed roll angular velocity, and the rate of change of the observed total disturbance, respectively. , These represent the observed roll angle, observed roll angular velocity, and observed total disturbance, respectively. , , These represent the roll angle observation gain coefficient (used to track the convergence rate of the roll angle), the roll angular velocity observation gain coefficient (used to track the convergence rate of the roll angular velocity), and the total disturbance observation gain coefficient (used to track the convergence rate of the total disturbance), respectively. ; Indicates the roll angle; This indicates the target attitude control parameters of the roll control channel; This parameter represents the current change in moment of inertia of the roll control channel. This indicates the target control gain parameter for the roll control channel; This represents a nonlinear error function used to suppress measurement noise; its input is... - That is, when and When there is a deviation, Continuous adjustment The total disturbance observation value of the roll control channel is obtained until the deviation is eliminated.

[0055] It should be noted that for the descriptions of the preset observation models corresponding to the pitch control channel and yaw control channel, please refer to the detailed description of the relevant content of the roll control channel above.

[0056] As can be seen, the embodiments of the present invention can obtain attitude angle observations for tracking the current attitude and angular velocity observations for tracking the motion rate by real-time observation of the attitude angles and attitude angular velocities of each control channel of the aircraft. Based on a preset observation model, and combined with the attitude angle and angular velocity observations, a unified disturbance observation analysis is performed on cargo swaying, center of gravity shift, sensor acquisition, environmental disturbances, etc. This allows for accurate analysis of the total disturbance observation value of each control channel, i.e., the equivalent disturbance component. The observation difference is obtained by subtracting the total disturbance observation value of the corresponding control channel from the preset ideal attitude control parameters, and then combined with the current inertial... Adaptive compensation is performed on the torque variation parameters to achieve feedforward correction of the attitude control parameters of each control channel. Then, the actual control torque of each control channel is analyzed to make each actual control torque match the various disturbance factors of the aircraft, thereby improving the accuracy of the actual control torque analysis. This offsets various unknown disturbances under variable load conditions, greatly improves the anti-interference capability and robustness of attitude control, reduces attitude overshoot and oscillation, and ensures that the aircraft still has fast and stable attitude response performance under complex conditions such as cargo grabbing and center of gravity shift, further improving the operational safety and reliability of the aircraft.

[0057] Example 2 Please see Figure 2 , Figure 2 This is a flowchart illustrating another attitude control method applied to a non-uniform layout state, as disclosed in an embodiment of the present invention. Figure 2 The described method can be applied to flight operation scenarios, such as cargo retrieval in logistics locations and warehouse cargo transportation scenarios. Figure 2 As shown, the method may include the following operations: 201. When it is detected that the state of the aircraft changes during the execution of a mission, determine the coupled attitude parameters and current state parameters of the aircraft after the state change; wherein, the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft.

[0058] 202. Based on the predetermined virtual attitude control parameters, perform channel decoupling operation on the coupled attitude parameters of the aircraft to obtain the attitude control parameters of all control channels after decoupling.

[0059] 203. For any control channel, determine the center of gravity offset parameter that matches the control channel from the current center of gravity offset parameter of the aircraft; generate the static moment of the control channel caused by the center of gravity offset based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft; perform a compensation operation on the attitude control parameter of the control channel based on the static moment of the control channel to obtain the target attitude control parameter of the control channel.

[0060] 204. Analyze the target attitude control parameters of all control channels and the coupled attitude parameters of the aircraft to obtain the actual control torque of each control channel, and perform attitude control operations on the aircraft based on the actual control torque of all control channels.

[0061] In this embodiment of the invention, when the cargo is grasped, the center of gravity is adjusted after the grasping is completed. The three-axis decoupling is maintained, the cargo swing is continuously observed, the control gain is kept adaptive, and the attitude is continuously corrected until the roll angle and pitch angle are both less than the preset value, such as 0.2°. Then the safe take-off stage is entered, and decoupling control and observation are continued to resist the influence of wind disturbance and residual swing.

[0062] It should be noted that for other related descriptions of steps 201-204, please refer to the detailed description of steps 101-104 in Embodiment 1, which will not be repeated here.

[0063] 205. Based on the first state parameters of the aircraft, perform an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft to obtain the updated target control coefficients of the aircraft; wherein, the first state parameters of the aircraft include the current moment of inertia change parameters, the current center of gravity offset parameters, and the current weight change parameters of the aircraft.

[0064] In this embodiment of the invention, the target control coefficients of the aircraft include the input control coefficients and the state control coefficients. The input control coefficients are used to establish the mapping relationship between the aircraft's attitude control input and the rate of change of state, and are updated in real time with the aircraft's mass and moment of inertia to ensure that the driving effect of the control quantity on the state accurately matches the current system characteristics. The state control coefficients are used to describe the time-varying dynamic coupling relationship of the aircraft after state changes and load alterations.

[0065] 206. Based on the actual control torque of each control channel, the target control coefficient of the aircraft, and the second state parameters of the aircraft, analyze the state change parameters of the aircraft; among which, the second state parameters of the aircraft include the current position, current velocity, attitude angle, and attitude angular velocity of the aircraft.

[0066] In this embodiment of the invention, the aircraft's state change parameters are used as a basis for predicting the aircraft's future state trend, i.e., predicting the aircraft's state at the next moment, and verifying the aforementioned attitude control results based on the prediction results, such as whether the roll angle continues to increase. If so, the actual control torque of the roll control channel is continuously increased. The attitude control result is obtained by controlling the aircraft's attitude based on the rotor thrust control parameters determined by the actual control torques of the aforementioned control channels.

[0067] In this embodiment of the invention, the state change parameters of the aircraft include, but are not limited to, the aircraft's vertical acceleration, roll acceleration, pitch angular velocity, and yaw acceleration. The calculation formulas for these state change parameters are as follows: ; ; In the formula, Represents the dot product. The parameter representing the state change of the aircraft, namely the first derivative of X, is the same as that in Example 1. Correspondingly, X represents the second state parameter of the aircraft, and A represents the state control coefficient. Compared with Example 1 ω×Jω corresponds to B, where B represents the input control coefficient. This represents the actual control torque of the aircraft. Corresponds to M+ΔM in Example 1; , The parameters represent the total lift, actual control torque of the roll control channel, actual control torque of the pitch control channel, and actual control torque of the yaw control channel, respectively. L represents the rotor center distance; T represents the transpose; W represents the environmental disturbance parameters (such as sudden gusts of wind), used to indicate the impact of the environment on the aircraft's attitude; and D represents the weighting of the environmental disturbance parameters (the sum of all weightings equals 1). W is optional.

[0068] It is evident that implementation Figure 2The described method, when a change in the aircraft's state is detected, first decouples the coupled attitude parameters based on virtual attitude control parameters to eliminate the effects of inertial and gyroscopic coupling between the roll, pitch, and yaw axes, making each control channel independently controllable. Then, based on the center of gravity offset parameters of each control channel and the aircraft's current weight change parameters, compensation is applied to the decoupled attitude control parameters. This can offset disturbances such as sudden load changes and center of gravity offsets in real time, improving the accuracy and reliability of the center of gravity offset torque feedforward compensation for each control channel. This enhances the aircraft's robustness and anti-interference capabilities under various sudden changes. Next, the actual control torque of each control channel is calculated using the compensated attitude control parameters and the coupled attitude parameters after the state change. Finally, the aircraft's attitude is independently controlled based on each control channel, improving the control stability of the aircraft's attitude, thereby enhancing the aircraft's attitude stability and accuracy, and ultimately improving the aircraft's operational safety and reliability. Furthermore, after the aircraft's state changes, the control coefficients corresponding to the coupled attitude parameters can be updated in real time based on the current change parameters of the moment of inertia, the current center of gravity offset, and the current weight change. This allows the control coefficients to accurately match the system's dynamic characteristics after the load change, improving the accuracy of the attitude coupling parameters and the rationality of the control input. The updated control coefficients are then combined with the actual control torque of each control channel and the aircraft's current position, current velocity, attitude angle, and attitude angular velocity to comprehensively analyze the state change parameters after the aircraft's state changes. This improves the accuracy of the analysis of the aircraft's state change parameters, thereby improving the accuracy of the aircraft's state trend prediction and closed-loop correction. Ultimately, this is beneficial for further improving the aircraft's attitude control stability and enhancing the safety, stability, and reliability of aircraft operations.

[0069] In this embodiment of the invention, optionally, when the control coefficients corresponding to the aircraft include input control coefficients, the target control coefficients of the aircraft include the target input control coefficients of the aircraft; wherein, according to the first state parameters of the aircraft, an update operation is performed on the control coefficients corresponding to the coupled attitude parameters of the aircraft to obtain the updated target control coefficients of the aircraft, including: Based on the current weight change parameters of the aircraft, the vertical input control coefficients of the aircraft are updated to obtain the target vertical input control coefficients of the aircraft. For any control channel, based on the current moment of inertia change parameters of the control channel, the attitude input control coefficients of the control channel are updated to obtain the target attitude input control coefficients of the control channel. The target input control coefficients of the aircraft are generated based on the target vertical input control coefficients of the aircraft and the target attitude input control coefficients of all control channels.

[0070] In this embodiment of the invention, the input control coefficients corresponding to the aircraft include vertical input control coefficients and attitude input control coefficients. The vertical input control coefficient (also known as the translational input control coefficient) represents the driving capability of the aircraft's total lift on its linear acceleration. Its magnitude is updated in real time with the moment of inertia parameters of each control channel and the aircraft's current weight change parameters. It is used to map control commands to the actual motion changes of the aircraft, ensuring that the control quantity matches the system's dynamic characteristics when the aircraft's state changes. The attitude input control coefficient (also known as the rotational input control coefficient) represents the driving capability of the actual control torque of each control channel on the aircraft's angular acceleration. Its magnitude is updated in real time with the moment of inertia parameters of each control channel. It is used to map control commands to the actual attitude changes of the aircraft, providing a control basis for attitude decoupling, disturbance observation, and control gain adjustment.

[0071] In this embodiment of the invention, the current weight change parameter of the aircraft is equal to the sum of the aircraft's mass and the cargo's mass. The reciprocal of this sum is calculated, and this reciprocal is used to replace the aircraft's vertical input control coefficient to obtain the aircraft's target vertical input control coefficient. For any control channel, the reciprocal of the control channel's current moment of inertia change parameter is calculated and used to replace the control channel's attitude input control coefficient to obtain the updated target attitude input control coefficient. At the corresponding positions in the input control coefficients, the aircraft's target vertical input control coefficient and the target attitude input control coefficients of all control channels are replaced to obtain the corresponding target input control coefficient.

[0072] As can be seen, by implementing the embodiments of the present invention, differentiating the input control coefficients of different types of aircraft—that is, updating the vertical input control coefficients according to the current weight change parameters of the aircraft—it is possible to accurately match the impact of load changes on the ascent and descent motion, ensuring smooth altitude control and consistent response. For each control channel, the attitude input control coefficients are independently updated according to the corresponding moment of inertia change parameters, which can adapt to the dynamic characteristics after the change of three-axis inertia, reducing attitude deviations and oscillations caused by mismatch of coupled attitude parameters. Furthermore, by fusing the target vertical input control coefficients with the target attitude input control coefficients of each control channel to form complete target input control coefficients, it is possible to improve the adaptability between control inputs and variable load conditions, thereby improving the coordination, accuracy, and robustness of the aircraft's ascent, descent, and attitude control, ensuring that the aircraft maintains a stable and reliable flight attitude even in scenarios with sudden changes in state, such as cargo grabbing.

[0073] In this embodiment of the invention, optionally, when the control coefficients corresponding to the aircraft include state control coefficients, the target control coefficients of the aircraft include the target state control coefficients of the aircraft; wherein, according to the first state parameters of the aircraft, an update operation is performed on the control coefficients corresponding to the coupled attitude parameters of the aircraft to obtain the updated target control coefficients of the aircraft, including: For any control channel, based on the current moment of inertia change parameter of the control channel, perform an update operation on the sub-state control coefficients of the control channel to obtain the updated target sub-state control coefficients. The target state control coefficients of the aircraft are generated based on all target sub-state control coefficients.

[0074] In this embodiment of the invention, the state control coefficients corresponding to the aircraft include sub-state control coefficients for each control channel. Specifically, for the roll control channel, the moment of inertia parameter of the pitch control channel is subtracted from the current moment of inertia change parameter of the yaw control channel to obtain the moment of inertia difference. This moment of inertia difference is then divided by the current moment of inertia change parameter of the roll control channel to obtain the moment of inertia divisor. Finally, this moment of inertia divisor is multiplied by the yaw angular velocity to obtain the target sub-state control coefficient for the roll control channel. For the pitch control channel, the moment of inertia difference is obtained by subtracting the current moment of inertia change parameter of the roll control channel from the current moment of inertia change parameter of the yaw control channel. This moment of inertia difference is then divided by the current moment of inertia change parameter of the pitch control channel to obtain the moment of inertia divisor. Finally, this moment of inertia divisor is multiplied by the roll angular velocity to obtain the target sub-state control coefficient for the pitch control channel. For the yaw control channel, the current moment of inertia change parameter of the roll control channel is subtracted from the current moment of inertia change parameter of the pitch control channel to obtain the moment of inertia difference. The moment of inertia difference is then divided by the current moment of inertia change parameter of the yaw control channel to obtain the moment of inertia divisor. Finally, the moment of inertia divisor is multiplied by the yaw angular velocity to obtain the target sub-state control coefficient of the yaw control channel.

[0075] As can be seen, implementing the embodiments of the present invention can also independently update the sub-state control coefficients for each control channel based on the current change parameters of the moment of inertia. By dividing the difference of the moment of inertia by the moment of inertia of the target channel and multiplying it by the corresponding angular velocity, the coupling coefficients between the three axes are corrected in real time to generate the target state control coefficients. This can accurately match the inertial characteristics of the aircraft after a sudden change in load, and make the coefficients representing the coupling effect in the state matrix adaptively adjusted according to the operating conditions. This increases the probability of eliminating the influence of inertial coupling and gyro coupling between control channels, and effectively reduces attitude crosstalk and oscillation caused by mismatch of coupled attitude parameters. This improves the accuracy of aircraft attitude control, and further improves the control stability and robustness of the aircraft under variable load conditions, which is conducive to further improving the operational safety, accuracy and reliability of the aircraft.

[0076] Example 3 Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of an attitude control device applied to a non-uniform layout state, as disclosed in an embodiment of the present invention. Figure 3 The described device can be applied to flight operation scenarios, such as logistics cargo retrieval scenarios and warehouse cargo transportation scenarios. Figure 3 As shown, the device may include: a determination module 301, used to determine the coupled attitude parameters and current state parameters of the aircraft after the state change when the aircraft's state changes during the execution of a mission, wherein the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft.

[0077] The decoupling module 302 is used to perform channel decoupling operations on the coupled attitude parameters of the aircraft based on the pre-determined virtual attitude control parameters, so as to obtain the attitude control parameters of all control channels after decoupling.

[0078] The compensation module 303 is used to determine, for any control channel, a center of gravity offset parameter that matches the control channel from the current center of gravity offset parameter of the aircraft; generate a static moment of the control channel caused by the center of gravity offset based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft; and perform a compensation operation on the attitude control parameters of the control channel based on the static moment of the control channel to obtain the target attitude control parameters of the control channel.

[0079] Analysis module 304 is used to analyze the target attitude control parameters of all control channels and the coupled attitude parameters of the aircraft to obtain the actual control torque of each control channel.

[0080] The control module 305 is used to perform attitude control operations on the aircraft based on the actual control torque of all control channels.

[0081] It is evident that implementation Figure 3When the described device detects a change in the aircraft's state, it first decouples the coupled attitude parameters after the change based on virtual attitude control parameters. This eliminates the effects of inertial and gyroscopic coupling between the roll, pitch, and yaw axes, making each control channel independently controllable. Based on the center-of-gravity offset parameters of each control channel and the aircraft's current weight change parameters, it compensates for the decoupled attitude control parameters. This allows for real-time mitigation of disturbances such as sudden load changes and center-of-gravity shifts, improving the accuracy and reliability of the center-of-gravity offset torque feedforward compensation for each control channel. This enhances the aircraft's robustness and anti-interference capabilities under various sudden changes. Then, using the compensated attitude control parameters of each control channel and the coupled attitude parameters after the state change, it calculates the actual control torque of each control channel. Finally, it independently controls the aircraft's attitude based on each control channel, improving the control stability of the aircraft's attitude. This, in turn, improves the aircraft's attitude stability and accuracy, ultimately enhancing the aircraft's operational safety and reliability.

[0082] In this embodiment of the invention, optionally, the control module 305 performs attitude control operations on the aircraft based on the actual control torque of all control channels, including: The total lift and rotor center distance of the aircraft are determined. The rotor center distance is the distance between the rotor center position and the center of gravity of the aircraft. Based on the actual control torque of each control channel, the total lift of the aircraft, and the rotor center distance, the rotor thrust control parameters of the aircraft are generated. The operating attitude of the aircraft is controlled based on the rotor thrust control parameters. Among them, the total lift of the aircraft is generated based on the current weight change parameters and vertical acceleration (such as gravitational acceleration).

[0083] It is evident that implementation Figure 3 The described device can also comprehensively analyze the rotor thrust control parameters of the aircraft by combining the actual control torque of each decoupled control channel with the total flight lift and rotor center distance of the aircraft, thereby improving the accuracy of the analysis of the thrust of each rotor of the aircraft, which is conducive to further improving the control stability and accuracy of the aircraft attitude.

[0084] In an optional embodiment, the current state parameters of the aircraft further include the current moment of inertia variation parameters of the aircraft, wherein the current moment of inertia variation parameters of the aircraft include the current moment of inertia variation parameters of each control channel; And such as Figure 3 As shown, the determining module 301 is also used to obtain the current control gain parameter of the control channel and the moment of inertia parameter of the control channel before the change of the aircraft state for any control channel. like Figure 4 As shown, the device may further include: The generation module 306 is used to generate the target control gain parameters of the control channel after the change of the aircraft state, based on the moment of inertia parameters of the control channel, the current control gain parameters, and the current moment of inertia change parameters of the control channel; wherein, the current moment of inertia change parameter of each control channel is equal to the sum of the moment of inertia parameters of the control channel and the moment of inertia parameters before the change of state; The first update module 307 is used to perform a correction operation on the actual control torque of the control channel based on the target control gain parameter of the control channel, to obtain the corrected actual control torque of the control channel, and to trigger the control module 305 to perform the above-mentioned attitude control operation on the aircraft based on the actual control torque of all control channels.

[0085] In this optional embodiment, the moment of inertia parameter caused by the change in state is optionally determined by the cargo weight and the offset distance between the cargo center of gravity position and the aircraft center of gravity position. Specifically, for any control channel, its moment of inertia parameter is divided by the current moment of inertia change parameter to obtain the target moment of inertia, and the target moment of inertia is multiplied by the current control gain parameter to obtain the target control gain parameter.

[0086] It is evident that implementation Figure 4 The described device, after decoupling the control channels of the aircraft, comprehensively analyzes the control gain parameters after the state change based on the current control gain parameters of each decoupled control channel, the moment of inertia parameters before the state change, and the moment of inertia change parameters after the state change. It then performs individual adjustment operations on the control gain of each control channel, thereby individually correcting the actual control torque. This makes the actual control torque of each control channel more closely match the actual situation of the aircraft after the change, further improving the accuracy and reliability of the analysis of the actual control torque of each control channel. This, in turn, helps to further improve the response efficiency and accuracy of stable control of the aircraft's attitude, further improve the control stability and precision of the aircraft's attitude, and further improve the operational safety and accuracy of the aircraft.

[0087] In another alternative embodiment, such as Figure 4 As shown, the device may further include: The monitoring module 308 is used to monitor the swing data of the cargo after the aircraft grabs the cargo when the change in the state of the aircraft is caused by the aircraft performing a cargo grabbing operation. The analysis module 304 is also used to analyze the swing parameters of the goods based on the swing data when the swing data of the goods indicates that the continuous swing duration of the goods is greater than or equal to the preset swing duration (e.g., 5 seconds). The swing parameters of the goods include the swing amplitude of the goods, and further include the swing frequency and / or swing phase of the goods. The generation module 306 is also used to generate the target swing coefficient of the cargo based on the swing parameters of the cargo and the preset swing coefficient (such as 0.5). The first update module 307 is also used to perform an update operation on the target control gain parameter of the control channel based on the target swing coefficient of the cargo for any control channel, and to perform the above-mentioned correction operation on the actual control torque of the control channel based on the target control gain parameter of the control channel to obtain the corrected actual control torque of the control channel.

[0088] In this optional embodiment, when the cargo swing data indicates that the duration of the cargo's continuous swing is less than the preset swing duration, the current target control gain parameter is maintained, and the aircraft's attitude is controlled.

[0089] It is evident that implementation Figure 4 The described device can also monitor the swing data of the cargo in real time for state changes caused by cargo grasping. When the swing duration reaches a preset threshold, it dynamically determines the swing coefficient of the cargo based on parameters such as swing amplitude, and adaptively updates the target control gain parameters of each control channel based on the swing coefficient. This improves the accuracy of determining the angular acceleration gain and attitude error gain after state changes, thereby further enhancing the damping of the aircraft, suppressing attitude disturbances caused by continuous cargo swing, and further reducing control overshoot, attitude oscillation and tracking deviation under fixed gain. It also further improves the response speed of attitude changes caused by cargo swing, and further improves the control stability of the aircraft attitude, and further improves the control robustness and operational smoothness of the aircraft under cargo swing conditions.

[0090] In yet another alternative embodiment, such as Figure 4 As shown, the determination module 301 is also used to obtain the attitude angle and angular velocity of each control channel when a change in the aircraft state is detected. like Figure 4 As shown, the device may further include: The observation module 309 is used to perform observation operations on the attitude angle and angular velocity of each control channel respectively, and obtain the attitude angle observation value and angular velocity observation value of each control channel. The attitude angle observation value of each control channel is used to track the current attitude of the aircraft, and the angular velocity observation value of each control channel is used to track the current motion rate of the aircraft. The observation module 309 is also used to observe and analyze the attitude angle observation value, angular velocity observation value, target attitude control parameters and total disturbance factors of the aircraft for any control channel based on a preset observation model, so as to obtain the total disturbance observation value of the control channel. The total disturbance factors of the aircraft include one or more of the following: cargo swing disturbance factors, aircraft sensor data acquisition disturbance factors, aircraft center of gravity offset disturbance factors, and environmental disturbance factors. The analysis module 304 is also used to determine the observation difference corresponding to any control channel based on the preset ideal attitude control parameters and total disturbance observation values ​​of the control channel, and to determine the observation moment of inertia corresponding to the control channel based on the observation difference and the current moment of inertia change parameters of the control channel. The compensation module 303 is also used to perform disturbance compensation on the target attitude control parameters of the control channel based on the observed moment of inertia of the control channel, so as to obtain the disturbed attitude control parameters and update the target attitude control parameters of the control channel.

[0091] In this optional embodiment, the attitude angles of the aircraft include the attitude angles of all control channels, specifically the roll angle, pitch angle, and yaw angle, and the angular velocity of the aircraft includes the angular velocity of all control channels, specifically the roll angular velocity, pitch angular velocity, and yaw angular velocity.

[0092] In this optional embodiment, a corresponding weight is set for each factor of the total disturbance factor, such as the cargo swing disturbance factor, the aircraft sensor data acquisition disturbance factor, the aircraft center of gravity offset disturbance factor, and the environmental disturbance factor, which are 0.1, 0.25, 0.35, and 0.3 respectively. Based on the observed value of each factor and its observed weight, the total disturbance observed value of the control channel is determined.

[0093] It is evident that implementation Figure 4The described device can also obtain attitude angle observations and angular velocity observations for tracking the current attitude and angular velocity observations for tracking the motion rate by real-time observation of the attitude angles and angular velocity observations of each control channel of the aircraft. Based on a preset observation model, and combined with the attitude angle and angular velocity observations, it can perform unified disturbance observation and analysis on cargo swaying, center of gravity shift, sensor acquisition, environmental disturbances, etc. It can accurately analyze the total disturbance observation value of each control channel, i.e., the equivalent disturbance component. The observation difference is obtained by subtracting the total disturbance observation value of the corresponding control channel from the preset ideal attitude control parameters, and then combined with the current inertia. Adaptive compensation is performed on the torque variation parameters to achieve feedforward correction of the attitude control parameters of each control channel. Then, the actual control torque of each control channel is analyzed to make each actual control torque match the various disturbance factors of the aircraft, thereby improving the accuracy of the actual control torque analysis. This offsets various unknown disturbances under variable load conditions, greatly improves the anti-interference capability and robustness of attitude control, reduces attitude overshoot and oscillation, and ensures that the aircraft still has fast and stable attitude response performance under complex conditions such as cargo grabbing and center of gravity shift, further improving the operational safety and reliability of the aircraft.

[0094] In yet another alternative embodiment, such as Figure 4 As shown, the device may further include: The second update module 310 is used to perform an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft, so as to obtain the updated target control coefficients of the aircraft; wherein, the first state parameters of the aircraft include the current moment of inertia change parameters, the current center of gravity offset parameters, and the current weight change parameters of the aircraft. The analysis module 304 is also used to analyze the state change parameters of the aircraft based on the actual control torque of each control channel, the target control coefficient of the aircraft, and the second state parameters of the aircraft. The second state parameters of the aircraft include the current position, current speed, attitude angle, and attitude angular velocity of the aircraft. The state change parameters of the aircraft are used as the basis for predicting the state trend of the aircraft in the next moment, that is, predicting the state of the aircraft at the next moment, and verifying the attitude control results based on the prediction results, such as whether the roll angle continues to increase. If so, the actual control torque of the roll control channel is continuously increased. The attitude control result is the result obtained by controlling the attitude of the aircraft based on the rotor thrust control parameters determined by the actual control torque of each control channel.

[0095] It is evident that implementation Figure 4The described device can also update the control coefficients corresponding to the coupled attitude parameters in real time based on the current change parameters of the moment of inertia, the current center of gravity offset, and the current weight change after the change in the state of the aircraft. This allows the control coefficients to accurately match the dynamic characteristics of the system after the load change, thereby improving the accuracy of the attitude coupling parameters and the rationality of the control input. Furthermore, the updated control coefficients are combined with the actual control torque of each control channel and the current position, current velocity, attitude angle, and attitude angular velocity of the aircraft to comprehensively analyze the state change parameters after the change in the aircraft's state. This improves the accuracy of the analysis of the state change parameters of the aircraft, thereby improving the accuracy of the prediction of the aircraft's state trend and the closed-loop correction. This, in turn, helps to further improve the attitude control stability of the aircraft and further improve the safety, stability, and reliability of aircraft operations.

[0096] In this optional embodiment, when the control coefficients corresponding to the aircraft include input control coefficients, the target control coefficients of the aircraft include the target input control coefficients of the aircraft; the input control coefficients corresponding to the aircraft include vertical input control coefficients and attitude input control coefficients. The second update module 310 performs an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft, and obtains the updated target control coefficients of the aircraft in the following specific ways: Based on the current weight change parameters of the aircraft, the vertical input control coefficients of the aircraft are updated to obtain the target vertical input control coefficients of the aircraft. For any control channel, based on the current moment of inertia change parameters of the control channel, the attitude input control coefficients of the control channel are updated to obtain the target attitude input control coefficients of the control channel. The target input control coefficients of the aircraft are generated based on the target vertical input control coefficients of the aircraft and the target attitude input control coefficients of all control channels.

[0097] In this optional embodiment, the input control coefficients corresponding to the aircraft include vertical input control coefficients and attitude input control coefficients. The vertical input control coefficient (also known as the translational input control coefficient) represents the driving capability of the aircraft's total lift on its linear acceleration. Its magnitude is updated in real time with the moment of inertia parameters of each control channel and the aircraft's current weight change parameters. It is used to map control commands to the actual motion changes of the aircraft, ensuring that the control quantity matches the system's dynamic characteristics when the aircraft's state changes. The attitude input control coefficient (also known as the rotational input control coefficient) represents the driving capability of the actual control torque of each control channel on the aircraft's angular acceleration. Its magnitude is updated in real time with the moment of inertia parameters of each control channel. It is used to map control commands to the actual attitude changes of the aircraft, providing a control basis for attitude decoupling, disturbance observation, and control gain adjustment.

[0098] In this optional embodiment, the current weight change parameter of the aircraft is equal to the sum of the aircraft's mass and the cargo's mass. The reciprocal of this sum is calculated, and this reciprocal is used to replace the aircraft's vertical input control coefficient to obtain the aircraft's target vertical input control coefficient. For any control channel, the reciprocal of the control channel's current moment of inertia change parameter is calculated and used to replace the control channel's attitude input control coefficient to obtain the updated target attitude input control coefficient. At the corresponding positions in the input control coefficients, the aircraft's target vertical input control coefficient and the target attitude input control coefficients of all control channels are replaced to obtain the corresponding target input control coefficient.

[0099] It is evident that implementation Figure 4 The described device can also perform differentiated updates to the input control coefficients of different types of aircraft. Specifically, it updates the vertical input control coefficients based on the current weight change parameters of the aircraft, which can accurately match the impact of load changes on the ascent and descent motion, ensuring smooth altitude control and consistent response. For each control channel, it independently updates the attitude input control coefficients based on the corresponding moment of inertia change parameters, which can adapt to the dynamic characteristics after the change in three-axis inertia and reduce attitude deviations and oscillations caused by mismatch of coupled attitude parameters. Furthermore, by fusing the target vertical input control coefficients with the target attitude input control coefficients of each control channel to form a complete target input control coefficient, it can improve the adaptability between control inputs and variable load conditions, thereby improving the coordination, accuracy, and robustness of the aircraft's ascent, descent, and attitude control, ensuring that the aircraft maintains a stable and reliable flight attitude even in scenarios with sudden changes in state, such as cargo grabbing.

[0100] In this optional embodiment, when the control coefficients corresponding to the aircraft include state control coefficients, the target control coefficients of the aircraft include the target state control coefficients of the aircraft; the state control coefficients corresponding to the aircraft include multiple sub-state control coefficients. The second update module 310 performs an update operation on the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft, and obtains the updated target control coefficients of the aircraft in the following specific ways: For any sub-state control coefficient, an update operation is performed on the sub-state control coefficient based on the current moment of inertia change parameter of each control channel to obtain the updated target sub-state control coefficient. The target state control coefficients of the aircraft are generated based on all target sub-state control coefficients.

[0101] In this embodiment of the invention, the state control coefficients corresponding to the aircraft include sub-state control coefficients for each control channel. Specifically, for the roll control channel, the moment of inertia parameter of the pitch control channel is subtracted from the current moment of inertia change parameter of the yaw control channel to obtain the moment of inertia difference. This moment of inertia difference is then divided by the current moment of inertia change parameter of the roll control channel to obtain the moment of inertia divisor. Finally, this moment of inertia divisor is multiplied by the yaw angular velocity to obtain the target sub-state control coefficient for the roll control channel. For the pitch control channel, the moment of inertia difference is obtained by subtracting the current moment of inertia change parameter of the roll control channel from the current moment of inertia change parameter of the yaw control channel. This moment of inertia difference is then divided by the current moment of inertia change parameter of the pitch control channel to obtain the moment of inertia divisor. Finally, this moment of inertia divisor is multiplied by the roll angular velocity to obtain the target sub-state control coefficient for the pitch control channel. For the yaw control channel, the current moment of inertia change parameter of the roll control channel is subtracted from the current moment of inertia change parameter of the pitch control channel to obtain the moment of inertia difference. The moment of inertia difference is then divided by the current moment of inertia change parameter of the yaw control channel to obtain the moment of inertia divisor. Finally, the moment of inertia divisor is multiplied by the yaw angular velocity to obtain the target sub-state control coefficient of the yaw control channel.

[0102] It is evident that implementation Figure 4 The described device can also independently update the sub-state control coefficients for each control channel based on the current moment of inertia variation parameters. By dividing the moment of inertia difference by the target channel moment of inertia and multiplying by the corresponding angular velocity, the coupling coefficients between the three axes are corrected in real time to generate target state control coefficients. This can accurately match the inertial characteristics of the aircraft after a sudden load change, and make the coefficients representing the coupling effect in the state matrix adaptively adjusted according to the operating conditions. This increases the probability of eliminating the influence of inertial coupling and gyro coupling between control channels, and effectively reduces attitude crosstalk and oscillation caused by mismatch of coupled attitude parameters. This improves the accuracy of aircraft attitude control, thereby improving the control stability and robustness of the aircraft under variable load conditions, which is conducive to further improving the operational safety, accuracy and reliability of the aircraft.

[0103] Example 4 This invention discloses an aircraft, which includes an aircraft body and an attitude control device. The aircraft can be applied to flight operation scenarios, such as logistics cargo retrieval scenarios and warehouse cargo transportation scenarios. Please refer to... Figure 5 , Figure 5 This is a schematic diagram of another attitude control device applied to a non-uniform layout state disclosed in an embodiment of the present invention, as shown below. Figure 5 As shown, the attitude control device may include: Memory 401 storing executable program code; Processor 402 coupled to memory 401; The processor 402 calls the executable program code stored in the memory 401 to execute some or all of the steps in the attitude control method for non-uniform layout states disclosed in either Embodiment 1 or Embodiment 2 of the present invention.

[0104] Example 5 This invention discloses a computer storage medium storing computer instructions. When these computer instructions are invoked, they are used to execute some or all of the steps in any of the attitude control methods for non-uniform layout states disclosed in Embodiment 1 or Embodiment 2 of this invention.

[0105] The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0106] Through the detailed description of the above embodiments, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.

[0107] Finally, it should be noted that the above embodiments are merely preferred embodiments of the present invention and are only used to illustrate the technical solutions of the present invention, not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An attitude control method applied to a non-uniform layout state, characterized in that, The method includes: When a change in the state of an aircraft is detected during mission execution, the coupled attitude parameters and current state parameters of the aircraft after the state change are determined; wherein, the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft. Based on the predetermined virtual attitude control parameters, a channel decoupling operation is performed on the coupled attitude parameters of the aircraft to obtain the attitude control parameters of all decoupled control channels. These control channels include roll control, pitch control, and yaw control channels. The attitude control parameters of all control channels are obtained through analysis using the following equations: ； ； ； ； ； In the formula, U represents the virtual attitude control parameter; J represents the current moment of inertia change parameter of the aircraft; This represents the angular acceleration of the aircraft; , , These represent the attitude control parameters of the roll control channel, the pitch control channel, and the yaw control channel, respectively; T represents transpose; , , These represent the angular accelerations of the roll control channel, the pitch control channel, and the yaw control channel, respectively. , These represent the current moment of inertia variation parameters of the roll control channel, the pitch control channel, and the yaw control channel, respectively. Each control channel is controlled only by the attitude control parameters of that control channel. For any of the control channels, a center of gravity offset parameter matching the control channel is determined from the current center of gravity offset parameter of the aircraft; based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft, a static moment of the control channel caused by the center of gravity offset is generated; based on the static moment of the control channel, a compensation operation is performed on the attitude control parameters of the control channel to obtain the target attitude control parameters of the control channel. Analyze the target attitude control parameters of all the control channels and the coupled attitude parameters of the aircraft to obtain the actual control torque of each control channel, and perform attitude control operations on the aircraft based on the actual control torque of all the control channels; The step of performing attitude control operations on the aircraft based on the actual control torque of all the control channels includes: Determine the total lift and rotor center distance of the aircraft; the rotor center distance is the distance between the rotor center position and the center of gravity position of the aircraft. Based on the actual control torque of each control channel, the total lift of the aircraft, and the rotor center distance, the rotor thrust control parameters of the aircraft are generated. The operating attitude of the aircraft is controlled according to the rotor thrust control parameters of the aircraft.

2. The method according to claim 1, characterized in that, The coupled attitude parameters of the aircraft include the current moment of inertia change parameters of the aircraft after the state changes, wherein the current moment of inertia change parameters of the aircraft include the current moment of inertia change parameters of each of the control channels; The method further includes: For any of the control channels, obtain the current control gain parameter of the control channel and the moment of inertia parameter of the control channel before the change of the aircraft state; Based on the moment of inertia parameter and current control gain parameter of the control channel, and the current moment of inertia change parameter of the control channel, the target control gain parameter of the control channel after the change of the aircraft state is generated; Based on the target control gain parameter of the control channel, a correction operation is performed on the actual control torque of the control channel to obtain the corrected actual control torque of the control channel, and the attitude control operation of the aircraft based on the actual control torque of all the control channels is triggered.

3. The method according to claim 2, characterized in that, The method further includes: When the change in the state of the aircraft is caused by the aircraft performing a cargo grabbing operation, monitor the swing data of the cargo after the aircraft grabs the cargo; When the swing data of the cargo indicates that the duration of continuous swing of the cargo is greater than or equal to the preset swing duration, the swing parameters of the cargo are analyzed based on the swing data of the cargo, wherein the swing parameters of the cargo include the swing amplitude of the cargo. Based on the swing parameters of the cargo and the preset swing coefficient, the target swing coefficient of the cargo is generated; For any of the control channels, based on the target swing coefficient of the cargo, an update operation is performed on the target control gain parameter of the control channel, and the operation of correcting the actual control torque of the control channel based on the target control gain parameter of the control channel is triggered to obtain the corrected actual control torque of the control channel is performed.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: When a change in the state of the aircraft is detected, the attitude angle and angular velocity of each control channel are acquired, and observation operations are performed on the attitude angle and angular velocity of each control channel to obtain the attitude angle observation value and angular velocity observation value of each control channel. The attitude angle observation value of each control channel is used to track the current attitude of the aircraft, and the angular velocity observation value of each control channel is used to track the current motion rate of the aircraft. For any of the control channels, based on a preset observation model, the attitude angle observation value, angular velocity observation value, target attitude control parameters, and total disturbance factors of the aircraft are observed and analyzed to obtain the total disturbance observation value of the control channel. The total disturbance factors of the aircraft include one or more of the following: cargo swaying disturbance factors, sensor data acquisition disturbance factors of the aircraft, center of gravity offset disturbance factors of the aircraft, and environmental disturbance factors. For any of the control channels, the observation difference corresponding to the control channel is determined based on the preset ideal attitude control parameters and the total disturbance observation value of the control channel. Based on the observation difference of the control channel and the current moment of inertia change parameter, the observation moment of inertia corresponding to the control channel is determined. Based on the observation moment of inertia of the control channel, the target attitude control parameters of the control channel are disturbed to obtain the disturbed attitude control parameters, so as to update the target attitude control parameters of the control channel.

5. The method according to any one of claims 1-3, characterized in that, The method further includes: Based on the first state parameters of the aircraft, an update operation is performed on the control coefficients corresponding to the coupled attitude parameters of the aircraft to obtain the updated target control coefficients of the aircraft; wherein, the first state parameters of the aircraft include the current moment of inertia change parameter, the current center of gravity offset parameter, and the current weight change parameter of the aircraft; Based on the actual control torque of each control channel, the target control coefficient of the aircraft, and the second state parameters of the aircraft, the state change parameters of the aircraft are analyzed; wherein, the second state parameters of the aircraft include the current position, current velocity, attitude angle, and attitude angular velocity of the aircraft. The state change parameters of the aircraft are used as a basis for predicting the future state trend of the aircraft.

6. The method according to claim 5, characterized in that, When the control coefficients corresponding to the aircraft include input control coefficients, the target control coefficients of the aircraft include the target input control coefficients of the aircraft; the input control coefficients corresponding to the aircraft include vertical input control coefficients and attitude input control coefficients. The step of updating the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft to obtain the updated target control coefficients of the aircraft includes: Based on the current weight change parameters of the aircraft, the vertical input control coefficients of the aircraft are updated to obtain the target vertical input control coefficients of the aircraft. For any of the control channels, an update operation is performed on the attitude input control coefficients of the control channel based on the current moment of inertia change parameters of the control channel to obtain the target attitude input control coefficients of the control channel. The target input control coefficients of the aircraft are generated based on the target vertical input control coefficients of the aircraft and the target attitude input control coefficients of all the control channels. Furthermore, when the control coefficients corresponding to the aircraft include state control coefficients, the target control coefficients of the aircraft include the target state control coefficients of the aircraft; the state control coefficients corresponding to the aircraft include multiple sub-state control coefficients. The step of updating the control coefficients corresponding to the coupled attitude parameters of the aircraft based on the first state parameters of the aircraft to obtain the updated target control coefficients of the aircraft includes: For any of the control channels, based on the current moment of inertia change parameters of the control channel, an update operation is performed on the sub-state control coefficients of the control channel to obtain the updated target sub-state control coefficients. The target state control coefficients of the aircraft are generated based on all the target sub-state control coefficients.

7. An attitude control device applied to a non-uniform layout state, characterized in that, The device includes: The determination module is used to determine the coupled attitude parameters and current state parameters of the aircraft after the state change is detected when the aircraft's state changes during the execution of a mission; wherein, the current state parameters of the aircraft include the current center of gravity offset parameters and the current weight change parameters of the aircraft. The decoupling module is used to perform channel decoupling operations on the coupled attitude parameters of the aircraft based on pre-determined virtual attitude control parameters, obtaining the attitude control parameters of all decoupled control channels; wherein, all control channels include roll control channel, pitch control channel, and yaw control channel; wherein, the attitude control parameters of all control channels are obtained by analysis through the following equations: ； ； ； ； ； In the formula, U represents the virtual attitude control parameter; J represents the current moment of inertia change parameter of the aircraft; This represents the angular acceleration of the aircraft; , , These represent the attitude control parameters of the roll control channel, the pitch control channel, and the yaw control channel, respectively; T represents transpose; , , These represent the angular accelerations of the roll control channel, the pitch control channel, and the yaw control channel, respectively. , These represent the current moment of inertia variation parameters of the roll control channel, the pitch control channel, and the yaw control channel, respectively. Each control channel is controlled only by the attitude control parameters of that control channel. The compensation module is used to, for any control channel, determine a center of gravity offset parameter matching the control channel from the current center of gravity offset parameter of the aircraft; generate a static moment of the control channel caused by the center of gravity offset based on the center of gravity offset parameter of the control channel and the current weight change parameter of the aircraft; and perform a compensation operation on the attitude control parameters of the control channel based on the static moment of the control channel to obtain the target attitude control parameters of the control channel. The analysis module is used to analyze the target attitude control parameters of all the control channels and the coupled attitude parameters of the aircraft to obtain the actual control torque of each control channel. The control module is used to perform attitude control operations on the aircraft based on the actual control torque of all the control channels. The specific method by which the control module performs attitude control operations on the aircraft based on the actual control torque of all the control channels includes: Determine the total lift and rotor center distance of the aircraft; the rotor center distance is the distance between the rotor center position and the center of gravity position of the aircraft. Based on the actual control torque of each control channel, the total lift of the aircraft, and the rotor center distance, the rotor thrust control parameters of the aircraft are generated. The operating attitude of the aircraft is controlled according to the rotor thrust control parameters of the aircraft.

8. An aircraft, characterized in that, The aircraft includes an aircraft body and an attitude control device, the attitude control device comprising: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute the attitude control method as described in any one of claims 1-6 for non-uniform layout states.

9. A computer storage medium, characterized in that, The computer storage medium stores computer instructions, which, when invoked, are used to execute the attitude control method for non-uniform layout states as described in any one of claims 1-6.

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