阅读说明：本技术 抗侧风垂直起降无人机及其抗侧风方法 (Crosswind-resistant vertical take-off and landing unmanned aerial vehicle and crosswind-resistant method thereof ) 是由 邵朋院 董彦非 屈高敏 李继广 朱含笑 于 2021-02-26 设计创作，主要内容包括：本发明公开了一种抗侧风垂直起降无人机及其抗侧风方法,涉及无人机技术领域,抗侧风垂直起降无人机,包括无人机本体和与无人机本体分体设置的风速风向仪,无人机本体包括机身、设置于机身内的飞控机、设置于机身两侧的机翼、设置于机翼前方的螺旋桨、与螺旋桨传动连接的电机、设置于机翼后方的舵面、与舵面传动连接的舵机,风速风向仪与飞控机通讯连接,飞控机与电机、舵机线缆连接。通过风速风向仪测得风速风向信息,根据风速风向信息、姿态信息和高度信息,控制舵机偏转并控制电机转动,从而控制飞机朝向、高度和偏航,使机翼展长方向和侧风方向一致,不需要飞手操纵,更不需要依赖飞手经验,避免飞机在有姿态倾斜的情况下着陆。(The invention discloses an anti-crosswind vertical take-off and landing unmanned aerial vehicle and an anti-crosswind method thereof, and relates to the technical field of unmanned aerial vehicles. Wind speed and direction information is measured through a wind speed and direction instrument, and the steering engine is controlled to deflect and the motor is controlled to rotate according to the wind speed and direction information, the attitude information and the height information, so that the orientation, the height and the yaw of the airplane are controlled, the wing extension direction is consistent with the side wind direction, the operation of a flying hand is not needed, the experience of the flying hand is not needed, and the airplane is prevented from landing under the condition of attitude inclination.)

1. The utility model provides an anti crosswind VTOL unmanned aerial vehicle, its characterized in that, including the unmanned aerial vehicle body and with the anemorumbometer that unmanned aerial vehicle body components of a whole that can function independently set up, the unmanned aerial vehicle body include the fuselage, set up in flight control machine in the fuselage, set up in the wing of fuselage both sides, set up in the screw in wing the place ahead, with motor that the screw transmission is connected, set up in the rudder face at wing rear, with the steering wheel that the rudder face transmission is connected, the anemorumbometer with flight control machine communication is connected, flight control machine with the motor steering wheel cable is connected.

2. The crosswind-resistant VTOL unmanned aerial vehicle of claim 1, wherein a rear end of the motor is fixed with the wing, and the propeller is fixed on a driving shaft at a front end of the motor.

3. The crosswind-resistant VTOL unmanned aerial vehicle of claim 1, wherein the control surface is connected with the tail of the wing through a hinge shaft, the steering engine is arranged in the wing, and the control surface can rotate around the hinge shaft under the driving of the wing.

4. The crosswind resistant VTOL unmanned aerial vehicle of claim 1, wherein the anemorumbometer is cabled to a ground station, and the ground station is in wireless communication with the flight control machine.

5. The crosswind-resistant VTOL unmanned aerial vehicle of claim 4, wherein an airborne end connected with the cable of the flight control machine is arranged at the head of the fuselage, and the airborne end is in wireless communication connection with the ground station.

6. A crosswind resisting method of an anti-crosswind vertical take-off and landing unmanned aerial vehicle is characterized by comprising the following steps:

receiving wind speed and direction information measured by a wind speed and direction instrument;

acquiring attitude information;

obtaining height information;

calculating according to the wind speed and direction information and the attitude information to generate aileron control channel information, and performing wingspan direction control and tilt control according to the aileron control channel information so as to control the orientation of the airplane;

and calculating to generate accelerator control channel information according to the attitude information and the altitude information, and performing altitude control and yaw control according to the accelerator control channel information so as to control the altitude and the yaw of the airplane.

7. The crosswind resisting method for the crosswind resisting VTOL unmanned aerial vehicle of claim 6, wherein the receiving anemoruminal information measured by the anemorumbometer comprises the following steps:

the anemoclinograph measures wind speed and direction to generate wind speed and direction information, and the wind speed and direction information is transmitted to the ground station through a cable;

the ground station sends the wind speed and direction information to the airborne terminal through wireless communication;

the airborne end receives the wind speed and direction information and sends the information to the flight control machine through a cable;

and the flight control machine receives wind speed and wind direction information.

8. The crosswind resisting method of the crosswind resisting VTOL unmanned aerial vehicle of claim 6, wherein the altitude control and yaw control are performed according to the information of the throttle control channel, so as to control the altitude and yaw of the aircraft, comprising the following steps:

driving a steering engine to deflect;

driving the control surface to deflect;

controlling the orientation of the aircraft.

9. The crosswind resisting method of the crosswind resisting VTOL unmanned aerial vehicle of claim 6, wherein the altitude control and yaw control are performed according to the information of the throttle control channel, so as to control the altitude and yaw of the aircraft, comprising the following steps:

driving a motor to rotate;

changing the rotating speed of the propeller;

controlling aircraft altitude and yaw.

Technical Field

The invention relates to the technical field of unmanned aerial vehicles, in particular to a crosswind-resistant vertical take-off and landing unmanned aerial vehicle and a crosswind-resistant method thereof.

Background

The crosswind is great to the flight safety influence of unmanned aerial vehicle take-off and landing stage, especially to the VTOL unmanned aerial vehicle of tailstock formula, and the crosswind frontal area of its take-off and landing stage is great, and the crosswind causes can make the aircraft take place to deviate.

The existing wind-resistant control schemes generally comprise the following:

the inclination method comprises the following steps: the aircraft is allowed to have an inclined attitude to balance the influence caused by the side force. The tilt method is essentially the normal reaction of the general position control method in a crosswind environment. In this method, the frontal area of the aircraft is too large, which leads to the following two problems: 1. the aircraft inclines in posture when landing, and the too large inclined posture can cause the damage of the aircraft taking-off and landing support device and the failure of the aircraft landing; 2. the lateral overload of the airplane is excessive due to the overlarge windward area, and the structural damage of the airplane can be caused if the lateral overload is larger due to the larger crosswind.

Remote control: the flyer uses a remote controller to perform visual flight, judges the incoming direction of wind according to the applied manipulation and the response of the unmanned aerial vehicle, and enables the airplane to yaw to a state consistent with the wing growth direction and the crosswind direction through manipulation. The method depends on the manipulation experience of the flyer and the flyer, and has the following problems: 1. the flyer is required to operate, so that the system cost is increased; 2. if the experience of the operation of the flying hand is insufficient, the wing extension direction of the airplane cannot be consistent with the side wind direction, and the problem existing in the tilt method is caused.

Disclosure of Invention

Therefore, the invention provides a crosswind-resistant vertical take-off and landing unmanned aerial vehicle and a crosswind-resistant method thereof, which aim to solve the problem that the take-off and landing stage of the vertical take-off and landing unmanned aerial vehicle is affected by crosswind.

In order to achieve the above purpose, the invention provides the following technical scheme:

in a first aspect of the invention, the crosswind-resistant vertical take-off and landing unmanned aerial vehicle comprises an unmanned aerial vehicle body and an anemorumbometer which is arranged separately from the unmanned aerial vehicle body, wherein the unmanned aerial vehicle body comprises a body, a flight control machine arranged in the body, wings arranged on two sides of the body, propellers arranged in front of the wings, a motor in transmission connection with the propellers, a control surface arranged behind the wings and a steering engine in transmission connection with the control surface, the anemorumbometer is in communication connection with the flight control machine, and the flight control machine is connected with the motor and the steering engine through cables.

Furthermore, the rear end of the motor is fixed with the wing, and the propeller is fixed on a driving shaft at the front end of the motor.

Furthermore, the control surface is connected with the tail part of the wing through a hinge shaft, the steering engine is arranged in the wing, and the control surface can rotate around the hinge shaft under the driving of the wing.

Furthermore, the anemorumbometer is connected with a ground station through a cable, and the ground station is in wireless communication connection with the flight control machine.

Furthermore, the head of the machine body is provided with an airborne end connected with the flight control machine through a cable, and the airborne end is in wireless communication connection with the ground station.

In a second aspect of the present invention, a crosswind resisting method for a crosswind resisting vertical take-off and landing unmanned aerial vehicle includes the following steps:

receiving wind speed and direction information measured by a wind speed and direction instrument;

acquiring attitude information;

obtaining height information;

calculating according to the wind speed and direction information and the attitude information to generate aileron control channel information, and performing wingspan direction control and tilt control according to the aileron control channel information so as to control the orientation of the airplane;

and calculating to generate accelerator control channel information according to the attitude information and the altitude information, and performing altitude control and yaw control according to the accelerator control channel information so as to control the altitude and the yaw of the airplane.

Further, the receiving of the anemoruminal information measured by the anemorumbometer includes the following steps:

the anemoclinograph measures wind speed and direction to generate wind speed and direction information, and the wind speed and direction information is transmitted to the ground station through a cable;

the ground station sends the wind speed and direction information to the airborne terminal through wireless communication;

the airborne end receives the wind speed and direction information and sends the information to the flight control machine through a cable;

and the flight control machine receives wind speed and wind direction information.

Further, the method for controlling the height and the yaw of the airplane by controlling the height and the yaw according to the information of the throttle control channel comprises the following steps:

driving a steering engine to deflect;

driving the control surface to deflect;

controlling the orientation of the aircraft.

Further, the method for controlling the height and the yaw of the airplane by controlling the height and the yaw according to the information of the throttle control channel comprises the following steps:

driving a motor to rotate;

changing the rotating speed of the propeller;

controlling aircraft altitude and yaw.

The invention has the following advantages:

wind speed and direction information is measured through a wind speed and direction instrument, and a flight control machine controls a steering engine to deflect and a motor to rotate according to the wind speed and direction information, the attitude information and the height information, so that the orientation, the height and the yaw of the airplane are controlled, the extension direction of wings is consistent with the crosswind direction, the operation of a flying hand is not needed, and the system cost is reduced; and the aircraft does not need to rely on the experience of the flying hand, so that the situation that the aircraft inclines during landing due to improper operation is avoided, and further the failure of landing of the aircraft is avoided.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It should be apparent that the drawings in the following description are merely exemplary, and that other embodiments can be derived from the drawings provided by those of ordinary skill in the art without inventive effort.

The structures, ratios, sizes, and the like shown in the present specification are only used for matching with the contents disclosed in the specification, so that those skilled in the art can understand and read the present invention, and do not limit the conditions for implementing the present invention, so that the present invention has no technical significance, and any structural modifications, changes in the ratio relationship, or adjustments of the sizes, without affecting the functions and purposes of the present invention, should still fall within the scope covered by the contents disclosed in the present invention.

Fig. 1 is a schematic structural diagram of an anti-crosswind vertical take-off and landing unmanned aerial vehicle (omitting an anemorumbometer) provided in embodiment 1 of the present invention.

Fig. 2 is a schematic general connection diagram (the wing span direction and the crosswind direction are not the same) of the anti-crosswind vertical take-off and landing unmanned aerial vehicle provided in embodiment 1 of the present invention.

Fig. 3 is a schematic general connection diagram (the wing span direction and the crosswind direction are the same) of the anti-crosswind vertical take-off and landing unmanned aerial vehicle provided in embodiment 1 of the present invention.

Fig. 4 is a flowchart of a crosswind-resistant method of the crosswind-resistant vertical take-off and landing unmanned aerial vehicle according to embodiment 2 of the present invention.

Fig. 5 is a schematic coordinate system diagram of a control algorithm of a crosswind-resistant method for a crosswind-resistant vertical take-off and landing unmanned aerial vehicle according to embodiment 2 of the present invention.

Fig. 6 is a schematic inclination control diagram of a crosswind-resistant method of the crosswind-resistant vertical take-off and landing unmanned aerial vehicle according to embodiment 2 of the present invention.

Fig. 7 is a schematic yaw diagram under the influence of crosswind of a control algorithm of a crosswind-resistant method for a crosswind-resistant vertical take-off and landing unmanned aerial vehicle according to embodiment 2 of the present invention.

Fig. 8 is a logic flow diagram of a height control method of the crosswind-resistant vertical take-off and landing unmanned aerial vehicle according to embodiment 2 of the present invention.

In the figure: the airplane comprises a fuselage 1, a flight control machine 2, wings 3, propellers 4, a motor 5, a control plane 6, a steering engine 7, an onboard end 8, an anemorumbometer 9 and a ground station 10.

Detailed Description

The present invention is described in terms of particular embodiments, other advantages and features of the invention will become apparent to those skilled in the art from the following disclosure, and it is to be understood that the described embodiments are merely exemplary of the invention and that it is not intended to limit the invention to the particular embodiments disclosed. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the present specification, the terms "upper", "lower", "left", "right", "middle", and the like are used for clarity of description, and are not intended to limit the scope of the present invention, and changes or modifications in the relative relationship may be made without substantial changes in the technical content.

Example 1

As shown in fig. 1-3, embodiment 1 provides an anti-crosswind VTOL unmanned aerial vehicle, including the unmanned aerial vehicle body and the anemorumbometer 9 that sets up with the unmanned aerial vehicle body components of a whole that can function independently, the unmanned aerial vehicle body includes fuselage 1, set up the flight control machine 2 in fuselage 1, set up in wing 3 of fuselage 1 both sides, set up propeller 4 in wing 3 the place ahead, motor 5 that is connected with the transmission of propeller 4, set up rudder face 6 in wing 3 rear, steering wheel 7 that is connected with the transmission of rudder face 6, anemorumbometer 9 is connected with flight control machine 2 communication, flight control machine 2 is connected with motor 5, steering wheel 7 cable.

Wherein, the rear end of the motor 5 is fixed with the wing 3, and the propeller 4 is fixed on the driving shaft at the front end of the motor 5. The control surface 6 is connected with the tail part of the wing 3 through a hinge shaft, the steering engine 7 is arranged in the wing 3, and the control surface 6 can rotate around the hinge shaft under the driving of the wing 3. The anemorumbometer 9 is connected with a ground station 10 through a cable, and the ground station 10 is in wireless communication connection with the flight control machine 2. The head of the machine body 1 is provided with an airborne end 8 connected with the flight control machine 2 through cables, and the airborne end 8 is in wireless communication connection with the ground station 10.

As shown in fig. 2 and 3, fig. 2 is an initial state of the anti-crosswind vertical take-off and landing unmanned aerial vehicle of the embodiment, where the wing span direction and the crosswind direction are not the same, and at this time, the anti-crosswind automatic adjustment is not performed; fig. 3 shows a termination state of the anti-crosswind vertical take-off and landing unmanned aerial vehicle of the embodiment after the adjustment is completed, that is, the wing span direction is the same as the crosswind direction, under the effect of the anti-crosswind automatic adjustment. When the vertical take-off and landing unmanned aerial vehicle takes off or lands, the anemorumbometer measures wind speed and direction to generate wind speed and direction information, and transmits the wind speed and direction information to the ground station through the cable; the ground station sends the wind speed and direction information to the airborne terminal through wireless communication; the airborne end receives the wind speed and direction information and sends the information to the flight control machine through a cable; receiving wind speed and wind direction information by a flight control machine; the flight control machine obtains attitude information and height information obtained by self-test of the unmanned aerial vehicle body; the flight control machine calculates according to the wind speed and direction information and the attitude information to generate aileron control channel information, carries out wingspan direction control and inclination control according to the aileron channel control information, drives the steering engine to deflect, and drives the control plane to deflect, thereby controlling the orientation of the airplane; and the flight control machine calculates and generates throttle control channel information according to the attitude information and the altitude information, performs altitude control and yaw control according to the throttle control channel information, drives the motor to rotate, and changes the rotating speed of the propeller, thereby controlling the altitude and the yaw of the airplane. The wing extending direction is consistent with the crosswind direction, the operation by a flying hand is not needed, and the system cost is reduced; and the aircraft does not need to rely on the experience of the flying hand, so that the situation that the aircraft inclines during landing due to improper operation is avoided, and further the failure of landing of the aircraft is avoided.

The solution works for the takeoff and landing phases of an aircraft, wherein the entering and completion of the takeoff and landing phases is generally determined according to the altitude. For example, in the embodiment, when the airplane lands, the landing stage is started from the height 15 meters from the ground, and the landing stage is completed when the height from the ground is 0. During takeoff, the ground station enters a takeoff stage after sending a takeoff instruction from the height 0 above the ground, and the takeoff stage is completed when the height reaches 15 meters above the ground.

Example 2

As shown in fig. 4, embodiment 2 provides a crosswind resisting method for a crosswind-resistant vertical take-off and landing unmanned aerial vehicle, including the following steps:

the anemoclinograph measures wind speed and direction to generate wind speed and direction information, and the wind speed and direction information is transmitted to the ground station through a cable;

the ground station sends the wind speed and direction information to the airborne terminal through wireless communication;

the airborne end receives the wind speed and direction information and sends the information to the flight control machine through a cable;

and the flight control machine receives wind speed and wind direction information.

The flight control machine obtains attitude information;

the flight control machine obtains height information;

the flight control machine calculates according to the wind speed and direction information and the attitude information to generate aileron control channel information, carries out wingspan direction control and inclination control according to the aileron channel control information, drives the steering engine to deflect, and drives the control plane to deflect, thereby controlling the orientation of the airplane;

and calculating to generate accelerator control channel information according to the attitude information and the altitude information, performing altitude control and yaw control according to the accelerator control channel information, driving a motor to rotate, and changing the rotating speed of a propeller so as to control the altitude and the yaw of the airplane.

Wind speed and direction information is measured through a wind speed and direction instrument, and a flight control machine controls a steering engine to deflect and a motor to rotate according to the wind speed and direction information, the attitude information and the height information, so that the orientation, the height and the yaw of the airplane are controlled, the extension direction of wings is consistent with the crosswind direction, the operation of a flying hand is not needed, and the system cost is reduced; and the aircraft does not need to rely on the experience of the flying hand, so that the situation that the aircraft inclines during landing due to improper operation is avoided, and further the failure of landing of the aircraft is avoided.

The method is consistent in the takeoff and landing sections, and the algorithm adopted for height control in the process of resisting crosswind is different from the conventional control algorithm only in the landing stage, so that the control algorithm in the flight control machine is exemplified by the landing stage.

Establishing the coordinate system below the ground axis as positive north represents the X axis (i.e., Xe axis in fig. 5), positive east represents the Y axis (i.e., Ye axis in fig. 5), the aircraft span coordinate system X axis (i.e., Xb axis in fig. 5) is positive to the right along the wing span direction, the Y axis (i.e., Yb axis in fig. 5) is positive perpendicular to the direction pointing toward the back of the aircraft, and the wind direction and aircraft heading are both represented by north-east angles, as shown in fig. 5.

A. Aileron channel control

a) Spanwise control

As shown in FIG. 6, the aircraft has an angle phi in the spanwise direction_bThe magnetic heading sensor can be integrated in the flight control computer; wind direction is phi_wAnd the wind speed and the wind direction can be measured by a wind speed and wind direction meter. Both ranges are [ -180,180) deg, the flap channel yaw control can adopt a PID control algorithm, and the control law expression is as follows:

δ_aφ＝K_φΔφ+K_pp+K_φI∫Δφdt (1)

wherein p is the roll angle rate of the aircraft, which can be measured by an inertial navigation sensor in the flight control computer, K_φ、K_φIAnd K_pParameters of the PID control law may be adjusted according to the aerodynamic characteristics of a particular aircraft.

The formula (2) represents the deviation of the wing in the extending direction and the wind direction, and converts the deviation into the range of [ -180,180) deg, so as to ensure that the airplane does not rotate by more than 180deg when the wing span direction is adjusted.

The skewness of the left and right ailerons is:

the positive direction of the left aileron and the right aileron is that the back edge of the aileron leans to the positive direction Yb.

The ailerons, in addition to acting as a spanwise control during the vertical takeoff and landing phase (roll control during flat flight), can also act as a pitch control during the vertical takeoff and landing phase, since the aircraft has a certain pitch angle during the adjustment, the ailerons also need to be pitch controlled for landing safety.

b) Tilt control

Because there is also a side wind effect during the adjustment, the aircraft also needs to be partially tilted to achieve balance, the tilt angle being shown in figure 6.

The pitch angle is the angle theta in the plane of symmetry of the aircraft between the Z-axis of the aircraft (i.e. the Zb-axis) and the earth-axis Ze-axis, which angle needs to be corrected to a relatively small value before landing for safe landing, and another purpose of the aileron channel control is to perform pitch control, correcting the pitch angle to a small value (ideally to 0).

The tilt control algorithm is taken as follows:

δ_aθ＝K_θθ+K_qq+K_θI∫θdt (4)

in the formula (4), θ is a pitch angle, i.e., a pitch angle, q is a pitch angle rate, K_θ、K_θIAnd K_qRespectively proportional, integral and differential coefficients of the tilt control.

Since the left and right ailerons deflect in the same direction during the tilt control and are used as elevators, there are:

δ_alθ＝δ_arθ＝δ_aθ (5)

c) total control quantity

The total control of the aileron channel is then:

and (4) obtaining a control algorithm of the aileron channel through the joint type (1) to (6).

B. Throttle channel control

The throttle channel control also has two control purposes, firstly, the height of the airplane is reasonably controlled to ensure the airplane to land safely, and secondly, the heading can be differentially controlled due to the two motors, so that the airplane has a smaller heading angle before landing to ensure the landing safety.

a) Yaw control

In crosswinds, the aircraft will have both a pitch and a yaw, as shown in FIG. 7.

The aircraft nose direction can deviate from the Z axis of the ground system under crosswind, the component of the deviation in the wing span plane is the yaw angle psi, and the yaw angle needs to be kept small to ensure landing safety.

The yaw angle correction can adopt left and right motor accelerator differential control, so that the rotating speeds of the left propeller and the right propeller are different, thereby providing yaw correction torque, and the yaw angle correction control law is as follows:

Δδ_T＝K_ψψ+K_rr+K_ψI∫ψdt (7)

where r is the yaw rate, which can be measured by sensors integrated in the flight control system, K_ψ、K_ψIAnd K_rProportional, integral and derivative coefficients of yaw control, respectively.

The left and right throttle are respectively recorded as delta_TlAnd delta_TrThen the throttle control amount for yaw control is:

b) height control

When the ground clearance of the airplane is 0, the landing is finished, and for the vertical take-off and landing unmanned aerial vehicle, the landing safety is influenced by overlarge speed or overlarge attitude during the landing, so that the attitude angle (yaw angle and inclination angle) of the airplane needs to be controlled to be in a small range when the airplane approaches the ground, then the accelerator is reduced, the airplane is landed, and the safe landing can be realized.

The height control is divided into 2 stages, wherein the 1 st stage is to reduce the attitude angle, and the 2 nd stage is to reduce the height by the constant descending speed of the small throttle. In the present example, these 2 phases are bounded by a height of 0.2 meters. The height control law flow logic is as shown in figure 8.

The altitude change rate command can be obtained by the flow logic in fig. 8, and then the altitude control is realized by adjusting the throttle according to the altitude control law by the altitude change rate command and the current altitude change rate.

The control law is as follows:

wherein the content of the first and second substances,the high change rate command may be measured by a sensor integrated in the flight control computer.

c) Total control quantity

In the formula (10) < delta >_TlAnd delta_TrRespectively representing left and right accelerator opening degrees.

Although the invention has been described in detail above with reference to a general description and specific examples, it will be apparent to one skilled in the art that modifications or improvements may be made thereto based on the invention. Accordingly, such modifications and improvements are intended to be within the scope of the invention as claimed.