CN-121990204-A - Vector-composite layout multi-rotor unmanned aerial vehicle and energy management and control method

CN121990204ACN 121990204 ACN121990204 ACN 121990204ACN-121990204-A

Abstract

The invention relates to a vector-composite layout multi-rotor unmanned aerial vehicle and an energy management and control method, and belongs to the technical field of unmanned aerial vehicles. The four-rotor-wing-free type wind turbine comprises a main rotor wing power system and a thrust vector power system which are arranged on wings on the left side and the right side of a machine body, wherein a vertical tail is arranged on the rear side of the machine body, the main rotor wing power system which is arranged front and back is arranged on the wing, the thrust vector power system is arranged at the outer end of the wing, a control plane-free design is adopted, a differential lift force regulation mechanism is adopted by the main rotor wing of the main rotor wing power system to directly generate pitching and rolling control moment, and the thrust vector power system provides vector thrust through differential tilting, so that redundant control of four rotor wings and a thrust vector is formed. The full-period intelligent energy dynamic optimization and control system is combined, so that extremely simple configuration and ultrahigh reliability are realized, energy efficiency breaks through and full-working-condition performance is balanced, and control and strong disturbance rejection capability are intelligently integrated.

Inventors

Huang haishan
YAN XUFEI
HAN YANAN
ZHAO LONGFEI
JIAO ZONGXIA

Assignees

天目山实验室

Dates

Publication Date: 20260508
Application Date: 20260407

Claims (9)

1. The vector-composite layout multi-rotor unmanned aerial vehicle is characterized by comprising a main rotor power system and a thrust vector power system which are arranged on wings on the left side and the right side of a fuselage, wherein a vertical tail is arranged on the rear side of the fuselage, the main rotor power systems which are arranged front and back are arranged on the wings, and the thrust vector power system is arranged at the outer end of the wings; a main rotor of the main rotor power system directly generates pitching and rolling control moment by adopting a differential lift force regulation mechanism, and the attitude control of a machine body is realized by regulating the distribution proportion of the rotating speeds of the diagonal rotors.
2. The method for managing and controlling energy of the multi-rotor unmanned aerial vehicle with the vector-composite layout according to claim 1, wherein the multi-rotor unmanned aerial vehicle with the vector-composite layout according to claim 1 comprises the following steps: Configuration design, namely realizing hardware configuration by combining a unified design without control surface and power redundancy and a unified design of an energy management framework coupled with pneumatic-propulsion, and supporting a software framework by configuration design; And the software framework is formed by deeply fusing a full-period intelligent energy dynamic optimization system and an MRAC-ADRC fused intelligent control system, and supporting the performance of the flight platform by the cooperation of the two systems and software.
3. The method for managing and controlling energy of a multi-rotor unmanned aerial vehicle with vector-composite layout according to claim 2, wherein the unified design of control surface free and power redundancy comprises: the tilting rudder of the thrust vector power system adopts a direct-drive topology structure, and the auxiliary rotor wing of the thrust vector power system tilts.
4. The method for managing and controlling energy of a multi-rotor unmanned aerial vehicle of claim 3, wherein the air-propulsion coupled energy management architecture comprises: Selecting a corresponding flight mode through a flight mode decision; Through control distribution, a command is issued to a main rotor power system and/or a thrust vector power system, so that the control of the rotor rotation speed and the tilting angle is realized; the load of the main rotor is reduced, and the direction is adjusted by tilting the auxiliary rotor.
5. The method of claim 4, wherein the flying modes include six-rotor mode, transitional flying mode and four-rotor plus vector cruise mode, and the modes sequentially correspond to different operation modes including differential tilting, one-time/step tilting and thrust vector deflection.
6. The method for managing and controlling energy of a multi-rotor unmanned aerial vehicle with vector-composite layout according to claim 5, wherein a six-rotor mode is applied to a vertical take-off and landing stage and a hover/low-speed operation scene, tilting steering engines of two sets of thrust vector power systems are controlled to form a six-rotor layout; The transition flight mode is applied to the tilting flight stage, and the transition is completed in two modes in the mode, and the transition flight mode comprises the following steps: The first mode is one-time tilting transition, namely after the tilting critical speed is reached through six-rotor mode flight, the tilting rudder of the thrust vector power system is directly controlled at a tilting angle of about 0 degrees; Step-by-step tilting, namely, the tilting motor angle of the thrust vector power system is calculated according to an MRAC-ADRC intelligent control system, and the thrust vector power system is gradually tilted to about 0 degree along with the increase of the speed; The four-rotor-wing and vector cruise mode is applied to a cruise flight stage, in the mode, tilting steering engines of two sets of thrust vector power systems are controlled to be at a tilting angle of about 0 degrees to form a vector-composite layout of four-rotor-wing and vector propulsion, and meanwhile, auxiliary pitching/rolling moment is generated by vector deflection while main forward thrust is provided by auxiliary rotors to form a redundant balancing system of four-rotor-wing and thrust vector.
7. The method for managing and controlling energy of a multi-rotor unmanned aerial vehicle with vector-composite layout according to claim 6, wherein the intelligent control system for MRAC-ADRC fusion comprises: The MRAC module includes: The main controller receives the expected instruction and then outputs a signal; the control distribution module is used for converting signals output by the main controller into the output of the machine body; The self-adaptive law design, namely dynamically adjusting the parameters of a main controller according to the output errors of a reference model and an actual organism system so that the actual organism tracks the performance of the reference model; The ADRC module carries out real-time on-line estimation on total disturbance through ESO, the observer builds a state space expansion model based on system input and output data, observes disturbance as an expansion state, designs proper observation bandwidth to balance noise suppression and dynamic tracking capacity, can realize disturbance feedforward compensation without relying on an accurate aerodynamic parameter model, simultaneously, controls an outer ring to introduce an MRAC reference model, selects a second-order ideal system as a reference model, selects proper natural frequency and damping ratio, designs an adaptive law on-line adjustment control gain through Lyapunov stability theory, and forces actual state errors to gradually converge.
8. The method for managing and controlling the energy of the multi-rotor unmanned aerial vehicle with the vector-composite layout according to claim 7, wherein the full-period intelligent energy dynamic optimization system is constructed on the basis of an MRAC-ADRC fusion control system and comprises the following steps: The task intelligent planning comprises receiving input information, carrying out optimal flight profile planning based on a digital twin model; Real-time energy optimization, namely combining an MRAC-ADRC fusion control system to realize the switching of the flight mode and converting a control instruction into an action instruction; And the execution layer energy efficiency optimization is realized by further optimizing the instruction based on the unified design of control surface free and power redundancy and the energy management architecture of pneumatic-propulsion coupling, so that the rotation angle of the tilting steering engine and the rotation speed control of the power motor are realized.
9. The method for managing and controlling energy of the multi-rotor unmanned aerial vehicle with the vector-composite layout according to claim 8, wherein the input information comprises information such as route information, routing inspection point distribution, meteorological information, battery state and the like in the task intelligent planning.

Description

Vector-composite layout multi-rotor unmanned aerial vehicle and energy management and control method Technical Field The invention relates to a multi-rotor unmanned aerial vehicle and an energy management and control method, and belongs to the technical field of unmanned aerial vehicles. Background The traditional multi-rotor wing and the vertical take-off and landing fixed wing (composite wing) have contradictions that are difficult to reconcile in energy management and control methods, and the contradictions form a direct cause of the research and development of the vector rotor wing hybrid layout unmanned aerial vehicle. This contradiction is manifested in multiple technical dimensions, making existing platforms fall into performance faults in the subdivision scenario "medium low speed long endurance+high efficiency hover". The fundamental limitation of conventional multi-rotors is the inherent conflict of one-dimensional dependence of energy conversion efficiency with the state of flight. The energy management logic of the control method completely depends on rotor slip flow to generate lift force, and the control method realizes pitching, rolling and yawing through rotation speed differential, is simple and direct and has higher bandwidth, but the cost is serious unbalance of flight performance. When the mission demand exceeds the normal speed (typically >10 m/s), the machine body must fly forward at a large tilt angle, the drag rises sharply with the square of the speed, inducing synchronous deterioration of drag, resulting in sustained altitude and sustained high power consumption balancing of the advancing rotor. Typically, an equivalent 5 kg-scale multi-rotor cruises to within 15 minutes at 20m/s cruise, with only 60% of the hover state, the energy efficiency exhibiting unacceptable non-linear attenuation. What is more troublesome is the congenital defect of the yaw control mechanism, namely, the traditional multi-rotor wing can only generate yaw moment through the reactive torque difference, the moment is small in magnitude and slow in response, and when fine pointing is needed in hovering anti-wind or high-speed forward flight, the task efficiency is seriously restricted by insufficient control efficiency. The three-element paradox of speed-endurance-control makes it difficult for a multi-rotor wing to bear high-efficiency inspection drawing within the range of tens of kilometers although the multi-rotor wing can hover for 20-25 minutes. The composite wing attempts to fuse the aerodynamic efficiency of the fixed wing, but brings about a new contradiction between the complexity of the control system and the economy of the full operating mode. The energy management is completely split between two states of hovering and cruising, wherein the vertical lifting stage depends on independent lift rotors, dead weights such as a propulsion propeller and a control surface servo are required to be reserved, the hovering time is only 8-12 minutes, the efficiency is more than 30% lower than that of a plurality of rotors, and the control method of the energy management comprises the steps of supporting main lift by the wings in the cruising stage, and coordinating at least four steering engine connecting rod mechanisms of ailerons, elevators and rudders to form multi-actuator coupling with the lift rotors and the propulsion propellers. The control framework of the hybrid power layout not only increases the structural weight by 5-8% and a plurality of fault points, but also is more critical that the low-speed section is the most common economic speed for industrial inspection in 15-20m/s, the composite wing cannot fly efficiently only by the wing due to being lower than the stall lower limit, three systems of lift rotor balancing, control surface control and propulsion propeller propulsion must be started at the same time, the control coordination complexity is increased sharply, and the system cannot operate in the optimal energy consumption section of any subsystem. The composite wing has poor economy in the speed section, and the system complexity is changed into the sectional performance distortion of the disadvantage of the high-speed section, the embarrassment of the middle-low speed section and the hovering section instead of the full working condition advantage. In addition, the control bandwidth in the drooping stage is weaker than that of a pure multi-rotor wing due to control surface failure and only by rotor wing difference control, and the wind resistance is limited. The contradictory nature of the two types of technology is mismatching of configurational genes and task requirements, forming a 'death valley' in the 15-20m/s speed segment. The "full rotor" gene of the multi-rotor is supposed to be low-efficient at high speed, and the "fixed wing+" gene of the composite wing causes low-speed complexity. The pneumatic lifting force cannot be utilized to reduce the load of the hydraulic control surface,