CN111017265B - FADS fault judgment and control method for energy management section of carrier, carrier and storage medium - Google Patents
FADS fault judgment and control method for energy management section of carrier, carrier and storage medium Download PDFInfo
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- CN111017265B CN111017265B CN201911197686.7A CN201911197686A CN111017265B CN 111017265 B CN111017265 B CN 111017265B CN 201911197686 A CN201911197686 A CN 201911197686A CN 111017265 B CN111017265 B CN 111017265B
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Abstract
A FADS fault judgment and control method for a vehicle energy management section comprises the following steps: acquiring atmospheric data measurement data and inertia measurement data under wind interference; analyzing a characteristic difference of the atmospheric data measurement data and the inertial measurement data; establishing mathematical representation of a safety boundary of the atmospheric data measurement data according to the scattering rule of the flight profile height, the speed, the course, the wind speed and the wind direction; judging whether the atmospheric measurement information is in a safety boundary range or not according to the coverage degree of the atmospheric measurement data safety boundary on the atmospheric measurement data, and judging that the atmospheric data sensing system has a fault when the atmospheric measurement information is not in the safety boundary range; and when the atmospheric data sensing system has a fault, longitudinal control is carried out according to the boundary protection of the key state or rolling control is carried out according to the boundary protection of the sideslip angle. Under the condition that FADS faults or no atmospheric data measurement information exist in the unpowered returning process, the safe and reliable control can be still carried out on the carrier, and the safe landing of the spacecraft is ensured.
Description
Technical Field
The application belongs to the technical field of aerospace, and particularly relates to a FADS fault judgment and control method for an energy management section of a carrier, the carrier and a storage medium.
Background
The technical level of the space transportation system represents the capability of a country for independently entering and exiting the space, reflects the capability of the country for utilizing the space and developing the space technology, maintains the space safety and space benefits of the country, and is also a symbol for integrating the national strength. With the rapid development of the aerospace transportation field in recent years, the concept of 'reuse' is more and more emphasized. The reusable carrier is an ideal transportation tool for reducing the aerospace transportation cost, improving the safety and reliability and shortening the preparation time for transition, and is an important component of aerospace transportation systems in China in the future. In addition, from the technical development law, the development of the space transportation system from disposable use to repeated use is also a necessary trend of technical development. Therefore, the development of the aerospace transportation system with more advanced technical performance and capability of being repeatedly used has important significance for meeting the requirements of future space development, emission cost reduction and the like in China.
In the future multi-stage orbit-entering full/partial reuse aerospace transportation System, an embedded Air Data Sensing System (FADS) is required to improve the navigation and control precision of the unpowered return section of the carrier. At present, the research and engineering application of an embedded spacecraft atmospheric data sensing system in China is not mature, necessary verification means for technologies such as pressure measuring point layout and pressure field modeling technology, multi-information fusion technology, system fault on-line detection and judgment and the like are lacked, and the measurement accuracy and reliability of atmospheric data need to be continuously and deeply researched. The Mach number, the attack angle, the sideslip angle, the altitude, the dynamic pressure and other atmosphere related data are key information required by repeatedly using spacecraft guidance and control, certain difficulty and uncertainty are still faced to the realization of engineering atmospheric data measurement based on the FADS, and the measurement accuracy and reliability need to be continuously improved. Therefore, a guidance control method which can still perform safe and reliable control without accurate atmospheric data measurement information needs to be designed in the unpowered return process or in the failure process, so that the spacecraft can be safely landed.
Disclosure of Invention
The invention provides a FADS fault judgment and control method for a carrier energy management section, a carrier and a storage medium, and aims to solve the problem that the carrier in the prior art is low in measurement accuracy and reliability of atmospheric data based on an embedded atmospheric data sensing system (FADS).
According to a first aspect of embodiments of the present application, there is provided a method for determining a fault of an energy management section of a vehicle, including the steps of:
acquiring atmospheric data measurement data and inertia measurement data under wind interference;
analyzing the characteristic difference of the atmospheric data measurement data and the inertial measurement data;
establishing mathematical representation of a safety boundary of the atmospheric data measurement data according to the scattering rule of the flight profile height, the speed, the course, the wind speed and the wind direction;
judging whether the atmospheric measurement information is within the range of the safety boundary according to the coverage degree of the safety boundary of the atmospheric data measurement data on the atmospheric measurement data, and judging that the atmospheric data sensing system has a fault when the atmospheric measurement information is not within the range of the safety boundary;
and when the atmospheric data sensing system has a fault, longitudinal control is carried out according to the boundary protection of the key state or rolling control is carried out according to the boundary protection of the sideslip angle.
According to a second aspect of embodiments of the present application, there is provided a carrier comprising:
a memory;
a processor; and
a computer program;
wherein the computer program is stored in the memory and configured to be executed by the processor to implement the vehicle energy management section FADS fault determination and control method.
According to a third aspect of embodiments of the present application, there is provided a computer-readable storage medium having a computer program stored thereon; the computer program is executed by a processor to implement a vehicle energy management section (FADS) fault determination and control method.
By adopting the FADS fault judgment and control method for the energy management section of the carrier in the embodiment of the application, the characteristic difference between the atmospheric data measurement information and the inertia measurement information is analyzed, the mathematical representation of the safety boundary of the atmospheric data measurement information is established, and then the carrier is subjected to flight control according to the safety boundary of the atmospheric data measurement information. Under the condition that FADS faults or no atmospheric data measurement information exist in the unpowered returning process, the safe and reliable control can be still carried out on the carrier, and the safe landing of the spacecraft is ensured.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 shows a flow chart of a fault determination and control method of a vehicle energy management section FADS according to an embodiment of the present application;
fig. 2 is a schematic diagram illustrating longitudinal guidance control without a resistance plate in a fault diagnosis and control method of a vehicle energy management section FADS according to an embodiment of the present application;
fig. 3 is a schematic diagram illustrating longitudinal guidance control with a resistance plate in another vehicle energy management section FADS fault diagnosis and control method according to an embodiment of the present application;
fig. 4 shows a roll guidance control schematic diagram of a fault determination and control method of a vehicle energy management section FADS according to an embodiment of the present application;
fig. 5 shows a schematic structural view of a vehicle according to an embodiment of the application.
Detailed Description
In the process of implementing the application, the inventor finds that the navigation and control accuracy of the unpowered return section of the carrier depends on an embedded atmospheric Data Sensing System (FADS), but the research and engineering application of the embedded atmospheric Data Sensing System of the spacecraft in China is not mature at present, the engineering measurement based on the FADS still faces certain difficulty and uncertainty, and the measurement accuracy and reliability need to be continuously improved. Therefore, a guidance control method which can still perform safe and reliable control without accurate atmospheric data measurement information needs to be designed in the unpowered return process or in the failure process, so that the spacecraft can be safely landed.
In order to solve the above problems, an embodiment of the present application provides a FADS fault determination and control method for a vehicle energy management segment, which includes obtaining atmospheric data measurement information under wind interference, analyzing a characteristic difference between the atmospheric data measurement information and inertia measurement information, establishing a mathematical representation of an atmospheric data measurement information safety boundary, determining whether the atmospheric data measurement information is in a safety boundary range according to the mathematical representation of the atmospheric data measurement information safety boundary, performing fault determination by an atmospheric data sensing system, and performing vehicle guidance and control according to the atmospheric data measurement information safety boundary. Under the condition that FADS faults or atmospheric data measurement information does not exist in the unpowered returning process, the safe and reliable control can still be carried out on the carrier, and the safe landing of the spacecraft is ensured.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example 1
Fig. 1 shows a flowchart of a fault determination and control method for a vehicle energy management section FADS according to an embodiment of the present application.
As shown in fig. 1, the method for determining and controlling a fault of a vehicle energy management section FADS specifically includes:
s101: acquiring atmospheric data measurement data, inertial measurement data and atmospheric data sensing system resolving data under wind interference;
s102: analyzing the characteristic difference of the atmospheric data measurement data and the inertial measurement data;
s103: establishing mathematical representation of a safety boundary of the atmospheric data measurement data according to the scattering rule of the flight profile height, the speed, the course, the wind speed and the wind direction;
s104: judging whether the atmospheric measurement information is in the range of the safety boundary according to the coverage degree of the safety boundary of the atmospheric data measurement data on the atmospheric measurement data; and meanwhile, determining whether the calculation data of the atmospheric data sensing system is available and whether the atmospheric data sensing system has a fault according to the judgment result, and judging that the atmospheric data sensing system has the fault when the atmospheric measurement information is not in the safety boundary range.
And S105, when the atmospheric data sensing system has a fault, carrying out longitudinal control according to the boundary protection of the key state or carrying out rolling control according to the boundary protection of the sideslip angle.
Specifically, in S102, when the characteristic difference between the atmospheric data measurement information and the inertial measurement information is analyzed, the method includes the following steps:
establishing a rigid motion model of the aircraft;
evaluating atmospheric data measurement data under wind interference, wherein the atmospheric data measurement data comprises attack angle, sideslip angle, triaxial acceleration, airspeed and dynamic pressure data;
the flight profile-based atmospheric data measurement data comprises speed, altitude, static pressure and dynamic pressure, the calculation data of the atmospheric data sensing system, namely the statistical error characteristics of FADS measurement calculation, and reasonable atmospheric data measurement information such as an attack angle, a sideslip angle, dynamic pressure, airspeed and the spread interval and probability distribution of atmospheric altitude when the atmospheric data sensing system FADS normally works is estimated based on the vector synthesis principle of ground speed and wind speed.
Preferably, the atmospheric data measurement data in the present embodiment includes an attack angle, a sideslip angle, a triaxial acceleration, a dynamic pressure, an airspeed, and an atmospheric altitude.
Specifically, in S103, the mathematical characterization of the safety boundary of the atmospheric data measurement data is established according to the scattering rule of the flight profile height, the speed, the heading, the wind speed and the wind direction, and the method includes the following steps:
describing an airspeed boundary by an angle of attack boundary;
determining an equivalent mathematical relationship between an airspeed safety boundary and an angle of attack safety boundary;
generating a reasonable atmospheric measurement data scattering interval boundary by utilizing the altitude profile, the airspeed boundary and the attack angle boundary;
the boundary of the atmospheric measurement data dissemination interval is a mathematical representation of a safety boundary of the atmospheric measurement data.
Specifically, in S104, according to the coverage degree of the safety boundary of the atmospheric data measurement data on the atmospheric measurement data, determining whether the atmospheric measurement information is within the safety boundary range, specifically including:
comparing the atmospheric measurement information according to the mathematical characterization of the safety boundary of the atmospheric data measurement data;
and if the atmospheric measurement data is within the safety boundary of the atmospheric data measurement data, judging that the atmospheric measurement data is normal and credible. That is, if the numerical values of the attack angle, the sideslip angle, the dynamic pressure and the airspeed are within the theoretical safety boundary, the attack angle, the sideslip angle, the dynamic pressure and the airspeed in the atmospheric measurement information are considered to be credible values, and the FADS has no fault.
And if the atmospheric measurement data is not in the atmospheric data measurement data safety boundary, judging that the atmospheric measurement data is abnormal and unreliable. That is, if the values of the angle of attack, sideslip angle, dynamic pressure, and airspeed of the atmospheric measurement information are not within the theoretical safety boundaries, the angle of attack, sideslip angle, dynamic pressure, and airspeed of the atmospheric measurement information are considered to be abnormal values, and the FADS fails.
Fig. 2 shows a longitudinal guidance control schematic diagram of a fault judging and controlling method for a vehicle energy management section FADS in the absence of a resistance plate according to an embodiment of the present application.
Longitudinal control is performed based on critical state boundary protection, including control of the elevator when the supersonic section does not activate the flaps, as shown in fig. 2.
When the resistance plate is not started in the supersonic speed section, a guidance control structure with a main loop connected in series and an auxiliary loop for monitoring is adopted, and the sensor information adopts inertia measurement data; the pitch angle rate/normal acceleration stability augmentation control is used as an inner loop, and the height tracking guidance is used as a main guidance loop; the speed boundary control and the overload boundary control are auxiliary loops; and (4) carrying out protection switching by the constraints of dynamic pressure (speed), overload and attack angle according to a strategy of progressive increase from low to high in priority.
The control for the elevator specifically includes:
generating a height safety boundary control signal, a speed safety boundary control signal, a normal acceleration boundary control signal and an attack angle safety boundary control signal according to the safety boundary of the atmospheric data measurement data;
inputting the height safety boundary control signal and the speed safety boundary control signal into a first signal selector, and selecting the speed safety boundary control signal as an output signal when the height reaches a set range limit, or selecting the height safety boundary control signal as an output signal;
the output signal of the first signal selector and the normal acceleration safety boundary control signal are input to a second signal selector, and when the normal acceleration reaches the set range limit, the normal acceleration safety boundary control signal is selected as the output signal; otherwise, selecting the output signal of the first signal selector as an output signal; (ii) a
And the output signal of the second signal selector and the attack angle safety boundary control signal are input into a third signal selector, when the attack angle reaches the set lift-drag ratio attack angle upper limit, the attack angle safety boundary control signal is selected as the output signal, otherwise, the output signal of the second signal selector is selected as the output signal.
And the output signal of the third signal selector is used as an attack angle instruction and is input to the pitch angle rate/normal acceleration stability augmentation controller, and the pitch angle rate/normal acceleration stability augmentation controller outputs a rudder deflection control signal to the elevator.
Wherein, the signal priority order: the third signal selector is higher than the second signal selector, and the second signal selector is higher than the first signal selector.
Preferably, the angle of attack is measured inertially.
In specific implementation, fig. 2 is a structure that a main loop is connected in series and an auxiliary loop is adopted for monitoring the supersonic section without a resistance plate, pitch angle rate/normal acceleration stability augmentation control is used as an inner loop, altitude tracking guidance is used as a main guidance loop, speed boundary control and overload boundary control are used as auxiliary loops, a longitudinal guidance and control strategy based on key state protection is formed, and sensor information adopts inertial measurement data. The constraints of dynamic pressure (speed), overload and attack angle are gradually increased from low to high according to the priority, and the priority of attack angle constraint is the highest. In the height tracking guidance process, if the speed change range is exceeded, switching to speed boundary control; if the boundary value of the normal acceleration is reached, switching to normal acceleration boundary control; in all guidance and control processes, the attack angle cannot exceed the maximum lift-drag ratio attack angle, and the attack angle boundary control is the innermost layer of constraint control.
The incidence angle in the guidance and control strategy adopts inertia measurement incidence angle to replace the real incidence angle, and the difference between the two is mainly reflected in the influence of wind. For energy management of a tail region, guidance and control do not need to accurately control an attack angle, accurate track tracking meeting constraint conditions is a main task, the attack angle is only used for boundary protection, and an inertial attack angle can be used for replacing a real attack angle. The guidance and control error brought by the inertial measurement attack angle is mainly reflected in the deviation of height and speed, the height deviation can be restrained by outer loop height tracking guidance, and the speed deviation is controlled in an allowable range through speed boundary protection.
The inner loop adopts a pitch angle rate and normal acceleration mixed stability augmentation control scheme, the pitch angle rate can directly reflect the change rate of an attack angle in pitching motion, a normal acceleration signal can directly sense the change of an airspeed and the attack angle, and the influence of wind interference is restrained in advance.
Fig. 3 shows a schematic diagram of longitudinal guidance control when the vehicle energy management section FADS fault judging and controlling method has a resistance plate according to another embodiment of the present application.
As shown in fig. 3, the longitudinal control is performed according to the critical state boundary protection, including the integrated control of the elevator and the resistance plate when the resistance plate is activated in the subsonic section, and the specific steps are as follows:
firstly, generating an altitude safety boundary control signal, a speed safety boundary control signal, a normal acceleration boundary control signal, an overload safety boundary control signal and an attack angle safety boundary control signal according to a safety boundary of atmospheric data measurement data.
Then, the altitude safety margin control signal and the overload safety margin control signal are input to a fourth signal selector, the overload safety margin control signal is selected as an output signal when the altitude reaches the set range limit, and otherwise, the altitude safety margin control signal is selected as an output signal.
Then, the output signal of the fourth signal selector and the normal acceleration safety boundary control signal are input to the fifth signal selector, and when the normal acceleration reaches the set range limit, the normal acceleration safety boundary control signal is selected as the output signal; otherwise, the output signal of the fourth signal selector is selected as the output signal.
And finally, an output signal of the fifth signal selector is input to the pitch angle rate/normal acceleration stability augmentation controller, and the pitch angle rate/normal acceleration stability augmentation controller outputs a rudder deflection control signal to the elevator for elevator control.
Meanwhile, a speed safety boundary control signal and an attack angle safety boundary control signal are input into a resistance plate controller, and when the attack angle reaches the set lift-drag ratio attack angle upper limit, the resistance is controlled according to the attack angle safety boundary control signal; otherwise, the resistance plate is controlled according to the speed safety boundary control signal.
In specific implementation, fig. 3 is a diagram for the situation of a resistance plate in a subsonic section, the elevator and the resistance plate are comprehensively controlled, an elevator channel is similar to the control of a supersonic section, pitch angle rate/normal acceleration stability enhancement control is used as an inner loop, altitude tracking guidance is used as a main guidance loop, an overload boundary control is used as an auxiliary loop, and overload and attack angle are mainly restricted. The resistance plate channel is mainly used for controlling speed, and meanwhile, the speed is ensured to be within a safety range by monitoring the allowable boundary of the attack angle.
Compared with the supersonic speed section, the guiding and controlling strategy of the subsonic speed section increases a resistance plate loop, and the speed is controlled by directly utilizing the resistance plate. In the speed control, the ground speed is used instead of the airspeed, and the difference between the ground speed and the airspeed is mainly reflected in the influence of wind. When the aircraft flies along a fixed track section, the following formula is satisfied:
gamma is the trajectory inclination, m is the mass, V is the velocity, g is the acceleration of gravity, and L is the lift.
The track inclination angle and the track inclination angle change rate are fixed under the current altitude, the speed and the attack angle are in inverse proportion, and the larger the airspeed, the smaller the attack angle; the greater the airspeed, the greater the angle of attack, and the airspeed and angle of attack have a relatively fixed relationship. The aim of controlling the airspeed and the angle of attack is achieved by monitoring the angle of attack and adjusting a speed control command according to the size of the angle of attack.
Fig. 4 shows a roll guidance control schematic diagram of a fault judgment and control method of a vehicle energy management section FADS according to an embodiment of the present application.
As shown in fig. 4, in performing flight control on a vehicle according to the safety boundary of the atmosphere data measurement information, the flight control includes roll control based on sideslip boundary protection, which is specifically as follows:
firstly, calculating to obtain a safe boundary range of a sideslip angle through an operation balance relation according to the modal characteristic of the Dutch roller and the operation efficiency of a rudder;
then, a sideslip angle boundary control signal is generated according to the safety boundary of the sideslip angle and is input to the roll angle rate controller and the sideslip angle change rate controller, and a lateral acceleration control signal is input to the sideslip angle change rate controller.
Finally, the turning angle rate controller outputs a rolling angle rate signal to the ailerons according to the sideslip angle boundary control signal; the sideslip angle change rate controller outputs a rudder deflection and a deflection speed as control signals to the rudder according to the sideslip angle boundary control signal and the lateral acceleration control signal.
Wherein, still include the following step:
feeding back a sideslip angle to a gain adjuster by the aircraft;
the gain adjuster adjusts the control gain of the sideslip angle boundary control signal, the lateral acceleration control signal, and the sideslip angle rate of change controller based on the sideslip angle.
In specific implementation, for the control of the aircraft with unstable Dutch rolling, the sideslip angle must be limited within a certain range due to the limitation of the rudder, and the roll control must limit the sideslip angle. The inertia measurement sideslip angle is compared with the real sideslip angle, and the difference between the inertia measurement sideslip angle and the real sideslip angle is mainly reflected in the influence of wind. The lower the flight speed, the greater the difference at a given wind speed. The ability to generate side forces increases gradually due to the energy management section in the tip region, and when there is side slip, a certain side force is generated, and the side acceleration can directly sense the change of the side slip angle, but the side acceleration feedback is less sensitive than the side slip angle due to the smaller side force coefficient. The inertial sideslip angle is adopted to replace the real sideslip angle and the lateral acceleration to be fed back to the rudder together to restrain the sideslip and the sideslip change rate.
In order to suppress sideslip and ensure the stability of roll control, when the inertial sideslip is adopted to replace a real sideslip angle for feedback, the limitation on the sideslip angle is more severe, and the inertial sideslip angle needs to be restricted in a smaller range.
According to the modal characteristics of the Dutch roll and the steering efficiency of the rudder, calculating and analyzing the boundary range of the sideslip angle, and allowing the maximum sideslip angle range betamaxMaximum angle of deflection delta from rudderrmaxSatisfies the following conditions:
The generation of the sideslip angle has two main aspects: the coupled influence of roll motion on yaw can be suppressed actively by control, and the influence of sideslip responds passively by influence of sideslip.
Beta is a sideslip angle, alpha is an attack angle, V is a wind speed, V is a ground speed, Y is a vertical force component of aerodynamic force in a vertical plane, p is a rolling angular velocity, r is a yaw angular velocity, and m is mass.
In order to suppress large sideslip during the rolling motion, the roll angle rate is actively suppressed, while sideslip is feedback-suppressed by the sideslip angle, the lateral acceleration, and the rate of change of the sideslip angle. The roll control is to adopt coordinated control of ailerons and a rudder, wherein the ailerons control the roll angle, and the rudder inhibits sideslip. Lateral acceleration, a sideslip angle and the change rate of the sideslip angle are fed back to the rudder and are used for inhibiting sideslip, the change rate of the sideslip angle is fused with information of a roll angle rate and a yaw angle rate, and the lateral acceleration can sense the influence of wind in advance; the roll angle and the roll angle rate are fed back to the ailerons for controlling the roll angle and simultaneously restricting the change rate of the roll angle; in order to control the sideslip angle within a safe range, sideslip angle boundary control is taken as a rolling control constraint control loop to be introduced into the aileron channel, when the sideslip angle is close to a boundary value, a rolling angle control instruction is adjusted, and the trend of increasing the sideslip angle is reduced by changing the trend of rolling motion.
Preferably, in order to suppress the increasing trend of the sideslip angle, the rudder channel adopts variable gain control, and the control gain of the rudder channel is automatically adjusted according to the magnitude of the sideslip angle, wherein the larger the sideslip angle is, the larger the control gain is, and the larger the rudder deflection angle is.
Example 2
Fig. 5 shows a schematic structural view of a vehicle according to an embodiment of the application.
As shown in fig. 5, the carrier provided in this embodiment specifically includes:
Wherein the computer program is stored in the memory 402 and configured to be executed by the processor 401 to implement the vehicle energy management section FADS fault determination and control method described in the previous embodiments.
Also provided in an embodiment of the present application is a computer-readable storage medium having a computer program stored thereon, where the computer program is executed by a processor to implement the FADS fault determining and controlling method provided in any one of the above.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (9)
1. A FADS fault judgment and control method for a vehicle energy management section is characterized by comprising the following steps:
acquiring atmospheric data measurement data and inertia measurement data under wind interference;
analyzing a characteristic difference of the atmospheric data measurement data and the inertial measurement data;
establishing mathematical representation of a safety boundary of the atmospheric data measurement data according to the scattering rule of the flight profile height, the speed, the course, the wind speed and the wind direction;
judging whether the atmospheric data measurement data is in a safety boundary range or not according to the coverage degree of the atmospheric data measurement data safety boundary on the atmospheric data measurement data, and judging that the atmospheric data sensing system has a fault when the atmospheric data measurement data is not in the safety boundary range;
when the atmospheric data sensing system has a fault, longitudinal control is carried out according to the boundary protection of a key state or rolling control is carried out according to the boundary protection of a sideslip angle; the roll control according to the side slip angle boundary protection specifically comprises the following steps:
obtaining a safety boundary of a sideslip angle through an operation balance relation according to the modal characteristic of the Dutch roller and the operation efficiency of the rudder;
generating a sideslip angle boundary control signal according to a safety boundary of a sideslip angle, inputting the sideslip angle boundary control signal to a roll angle rate controller and a sideslip angle change rate controller, and inputting a lateral acceleration control signal to the sideslip angle change rate controller;
the roll angle rate controller outputs a roll angle rate signal to the ailerons according to the sideslip angle boundary control signal; the sideslip angle change rate controller outputs a rudder deflection and a deflection speed to a rudder according to a sideslip angle boundary control signal and a lateral acceleration control signal;
the analyzing of the characteristic difference between the atmospheric data measurement data and the inertial measurement data specifically comprises the following steps:
establishing a rigid motion model of the aircraft;
evaluating atmospheric data measurement data of a flight profile under wind interference;
and estimating the distribution interval and probability distribution of the atmospheric data measurement data under the normal work of the atmospheric data sensing system based on the atmospheric data measurement data of the flight profile and the statistical error characteristics of the calculation data of the atmospheric data sensing system adopting the inertial measurement data.
2. The FADS fault diagnosis and control method for a vehicle energy management segment of claim 1, wherein the atmospheric data measurement data includes an angle of attack, a sideslip angle, a three-axis acceleration, a dynamic pressure, an airspeed, and an atmospheric altitude.
3. The FADS fault judgment and control method for a vehicle energy management segment according to claim 1, wherein the mathematical characterization for establishing the safety margin of the atmospheric measurement data specifically includes the following steps:
describing an airspeed safety boundary by an angle-of-attack safety boundary;
determining an equivalent mathematical relationship between an airspeed safety boundary and an angle of attack safety boundary;
generating an atmospheric data measurement data distribution interval boundary by utilizing the altitude profile, the airspeed safety boundary and the attack angle safety boundary;
the boundary of the atmospheric data measurement data dissemination interval is a mathematical representation of a safety boundary of the atmospheric data measurement data.
4. The FADS fault determining and controlling method for a vehicle energy management segment according to claim 1, wherein the determining whether the air data measurement data is within a safety boundary according to the coverage degree of the air data measurement data by the air data measurement data safety boundary specifically includes:
comparing the atmospheric data measurement data according to a mathematical characterization of a safety boundary of the atmospheric data measurement data;
if the atmospheric data measurement data is within the atmospheric data measurement data safety boundary, judging that the atmospheric data measurement data is normal and credible;
and if the atmospheric data measurement data is not in the atmospheric data measurement data safety boundary, judging that the atmospheric data measurement data is abnormal and unreliable.
5. The FADS fault diagnosis and control method for a vehicle energy management section according to claim 1, characterized in that the longitudinal control according to the critical state boundary protection includes the control of an elevator when a supersonic section does not activate a resistance plate, and the specific steps are as follows:
generating a height safety boundary control signal, a speed safety boundary control signal, a normal acceleration safety boundary control signal and an attack angle safety boundary control signal according to the safety boundary of the atmospheric data measurement data;
inputting the height safety boundary control signal and the speed safety boundary control signal into a first signal selector, and selecting the speed safety boundary control signal as an output signal when the height reaches a set range limit, or selecting the height safety boundary control signal as an output signal;
the output signal of the first signal selector and the normal acceleration safety boundary control signal are input to a second signal selector, and when the normal acceleration reaches the set range limit, the normal acceleration safety boundary control signal is selected as the output signal; otherwise, selecting the output signal of the first signal selector as an output signal;
the output signal of the second signal selector and the attack angle safety boundary control signal are input into a third signal selector, when the attack angle reaches the set lift-drag ratio attack angle upper limit, the attack angle safety boundary control signal is selected as the output signal, otherwise, the output signal of the second signal selector is selected as the output signal;
and an output signal of the third signal selector is used as an attack angle instruction and is input to the pitch angle rate/normal acceleration stability augmentation controller, and the pitch angle rate/normal acceleration stability augmentation controller outputs a rudder deflection control signal to the elevator.
6. The FADS fault judgment and control method for a vehicle energy management section according to claim 1, wherein the longitudinal control is performed according to critical state boundary protection, including the comprehensive control of an elevator and a resistance plate when the resistance plate is activated in a subsonic section, and the method comprises the following specific steps:
generating a height safety boundary control signal, a speed safety boundary control signal, a normal acceleration safety boundary control signal, an overload safety boundary control signal and an attack angle safety boundary control signal according to the safety boundary of the atmospheric data measurement data;
inputting the altitude safety boundary control signal and the overload safety boundary control signal into a fourth signal selector, selecting the overload safety boundary control signal as an output signal when the altitude reaches the set range limit, and otherwise selecting the altitude safety boundary control signal as the output signal;
the output signal of the fourth signal selector and the normal acceleration safety boundary control signal are input to the fifth signal selector, and when the normal acceleration reaches the set range limit, the normal acceleration safety boundary control signal is selected as the output signal; otherwise, selecting the output signal of the fourth signal selector as the output signal;
an output signal of the fifth signal selector is input to a pitch angle rate/normal acceleration stability augmentation controller, and the pitch angle rate/normal acceleration stability augmentation controller outputs a rudder deflection control signal to the elevator;
inputting the speed safety boundary control signal and the attack angle safety boundary control signal into a resistance plate controller, and controlling resistance according to the attack angle safety boundary control signal when the attack angle reaches the set lift-drag ratio attack angle upper limit; otherwise, the resistance plate is controlled according to the speed safety boundary control signal.
7. The vehicle energy management segment FADS fault determination and control method according to claim 6, characterized by further comprising the steps of:
feeding back a sideslip angle to a gain adjuster by the aircraft;
the gain adjuster adjusts the control gain of the sideslip angle boundary control signal, the lateral acceleration control signal, and the sideslip angle rate of change controller based on the sideslip angle.
8. A vehicle, comprising:
a memory;
a processor; and
a computer program;
wherein the computer program is stored in the memory and configured to be executed by the processor to implement the vehicle energy management segment FADS fault determination and control method according to any of claims 1-7.
9. A computer-readable storage medium, having stored thereon a computer program; the computer program is executed by a processor to implement the FADS fault determination and control method of the vehicle energy management segment according to any of claims 1-7.
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