CN102393630B - Carrier aircraft landing guide and control system for inhibiting airflow disturbance of stern and control method for system - Google Patents

Carrier aircraft landing guide and control system for inhibiting airflow disturbance of stern and control method for system Download PDF

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CN102393630B
CN102393630B CN201110287699.0A CN201110287699A CN102393630B CN 102393630 B CN102393630 B CN 102393630B CN 201110287699 A CN201110287699 A CN 201110287699A CN 102393630 B CN102393630 B CN 102393630B
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control
aircraft
radar
flight
increment
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CN201110287699.0A
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CN102393630A (en
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江驹
甄子洋
王新华
杨一栋
袁锁中
焦鑫
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南京航空航天大学
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Abstract

The invention relates to a carrier aircraft landing guide and control system for inhibiting airflow disturbance of a stern and a control method for the system, and belongs to the technical field of carrier aircraft flight control. The system consists of a guide subsystem arranged on a carrier and a control subsystem arranged on an aircraft, wherein the guide subsystem comprises a tracking radar, a radar stable platform, a high-speed general computer, a display platform, a data code transmitter, a data link monitor and a flight path recorder; and the control subsystem comprises an autopilot, a data link receiver, a receiving decoder, an autopilot coupler, an automatic throttle controller and aircraft radar equipment. A rate of change in altitude feedback and lateral deviation rate feedback module is introduced into a guidance law calculation submodule of the high-speed general computer, so the system effectively inhibits the influence of the flow disturbance of the stern, and lateral landing trajectory accuracy is improved.

Description

Suppress carrier landing guiding and control system and the method for stern flow perturbation

technical field

The present invention relates to a kind of carrier landing guiding and control system and method that suppresses stern flow perturbation, belong to carrier-borne aircraft flight control field.

background technology

Stern flow perturbation is to cause warship vectoring error, affects the principal element of warship safety.Pilot even calls the complicated flow perturbation district that approaches stern to enter " danger spot ".

When airfield approach warship, during from warship last approximately 0.5 mile (800 meters), MIL-F-8785C army specifications, regards stern flow perturbation as four kinds of compositions synthetic.They have been carried out to quantitative description, and regulation with this check flight under flow perturbation warship performance.

Stern flow perturbation is comprised of four kinds of compositions,

1) free atmosphere turbulent flow component

2) wake flow steady-state component (cock wake flow)

3) cyclical component of wake flow

4) random component of wake flow.

The characteristic of free atmosphere turbulent flow component and aircraft are location-independent with respect to warship, and MIL-F-8785C has stipulated their space power spectrum.

The steady-state component of stern air-flow is the chief component of stern atmospheric disturbance.This air-flow is because aircraft carrier hauls up, air flows out and causes from its smooth stern, be characterized in the vertical direction, produce a kind of wind-force of distinctive cock tail shape, its wind direction with apart from the distance dependent of stern, close on stern and be downwards effectively wind-force, and leave stern place, downward wind-force reduces by the relation of distance, and changes afterwards wind-force upwards into.This is due in true the warship process of aircraft, and because aircraft carrier is in marine navigation, stern place air is comparatively thin, so the air of back comes to fill, adds the impact of deck general mood stream, and the result of these two kinds of wind combined actions forms cock wake flow.Come below fill air its amplitude with respect to the wind of deck very little, in fact to be superimposed upon on the wind of deck with the form of increment disturbance, its increment perturbation direction shows as horizontal wind for the wind, and vertically-supplying air is the ascent stage away from stern place, approaches stern place and shows as descending branch.The cock wake model that can provide with reference to AIAA-79-1772.

The cyclical component of stern air-flow is the wake flow that warship pitching produces, and it is the wind-force forming due to the luffing on deck.It changes from the distance of warship with wind and aircraft on the pitch frequency of warship, pitching size, deck.

In MIL-F-8785C, point out, the random velocity component relevant with warship is to be obtained after forming filter by the white noise of certain form.

summary of the invention

The present invention proposes a kind of carrier landing guiding and control system and method that suppresses stern flow perturbation, by introducing altitude rate feedback information and lateral deviation Rate Feedback information, can reach and suppress well the object that stern flow disturbs, the landing precision of carrier-borne aircraft is improved.

The present invention adopts following technical scheme for solving its technical matters:

A kind of carrier landing guiding and control system that suppresses stern flow perturbation, by guiding subsystem and control subsystem, formed, guiding subsystem is loaded on warship, comprise tracking radar, radar stable platform, High Speed General computing machine, display platform, data encoding transmitter, Data-Link watch-dog and flight path registering instrument, wherein, High Speed General computing machine, tracking radar and flight path registering instrument are linked in sequence, display platform, High Speed General computing machine and radar stable platform are linked in sequence, display platform is connected with data encoding transmitter respectively with High Speed General computing machine, data encoding transmitter, Data-Link watch-dog and display platform are linked in sequence, control subsystem is loaded aboard, comprise that robot pilot, Data-Link receive radar equipment on machine, receiver decoder, autopilot coupler, auto-throttle controller and machine, wherein, Data-Link receives machine, receiver decoder, autopilot coupler and robot pilot and is linked in sequence, the two-way connection of auto-throttle controller and robot pilot, data encoding transmitter in guiding subsystem receives machine with the Data-Link in control subsystem and is connected by radiowave, and the tracking radar in guiding subsystem is connected by Ka-band signal with radar equipment on the machine in control subsystem.

In described High Speed General computing machine, be provided with deck motion compensation calculating sub module, ideal trajectory submodule, trajectory error calculated signals submodule, data stabilization processing submodule, aircraft dynamics information submodule and guidance law calculating sub module, wherein through trajectory error calculated signals submodule, be connected respectively guidance law calculating sub module and display platform and data encoding transmitter with the two-way connected deck motion compensation calculating sub module of radar stable platform; The input end that data stabilization is processed submodule is connected with tracking radar with radar stable platform respectively, and the output terminal that data stabilization is processed submodule is connected with the input end of trajectory error calculated signals submodule; The input end of guidance law calculating sub module is connected in trajectory error calculated signals submodule and aircraft dynamics information submodule, and the output terminal of guidance law calculating sub module is connected in data encoding transmitter; Ideal trajectory submodule is connected in trajectory error calculated signals submodule.

Suppress the carrier landing guiding of stern flow perturbation and the control method of control system, comprise longitudinal guide control method and side direction guidance control method:

(1) described longitudinal guide control method comprises longitudinal elevation guidance control method and longitudinal attitude control method,

1) longitudinally elevation guidance method is in the guidance law calculating sub module of High Speed General computing machine, introduces aircraft flight altitude rate for primary feedback, the impact that effectively suppresses stern flow perturbation and aircraft to warship, concrete grammar is, according to guiding rule expression formula, builds tracking controller, realizes aircraft flight altitude rate feedback, reach and suppress stern flow perturbation warship impact on aircraft, the expression formula of the guiding rule of this tracking controller is:

In formula, K pfor proportional term gain, K ifor integral term gain, K dfor differential term gain, K ddfor the gain of second differential item, K 0for full gain, H comfor aircraft flight reference altitude command signal, H is aircraft flight true altitude feedback signal, and s is complex variable, wherein K p, K i, K d, K dd, K 0by the true altitude feedback signal of aircraft flight, gain △ H to aircraft flight reference altitude command signal gain △ H comresponse carry out optimizing acquisition;

2) longitudinal attitude control method is traditionally take attitude control, in the control law of main traditional flight control system, to add aircraft flight altitude rate feedback and aircraft flight true altitude signal second differential signal feedback, builds longitudinal attitude control device, and the control law expression formula of this longitudinal attitude control device is:

In formula, for elevating rudder return transfer function, for attitude control parameter, by Root locus design method, determine attitude control parameter, for aircraft flight true altitude rate of change increment, for the actual pitch rate increment of aircraft flight, for aircraft flight true altitude rate of change increment, for aircraft flight reference altitude rate of change increment, for the second differential of aircraft flight true altitude signal increment;

(2) described side direction guidance control method, comprises lateral deviation bootstrap technique and Slide attitude control method:

(1) lateral deviation bootstrap technique is in the sub-computing module of guidance law of High Speed General computing machine, introduces the feedback information of lateral deviation speed, builds side track controller, and the expression formula of the guiding rule of this side track controller is:

In formula, for proportional term gain, for integral term gain, for differential term gain, for full gain, s are that complex variable, y are from, y with the lateral deviation of center deck line comfor expect with center deck line lateral deviation from instruction;

(2) Slide attitude control method is in High Speed General computer-guided rule calculating sub module, introduces lateral deviation speed feedback information, build Slide attitude controller, the expression formula of the control law of this Slide attitude controller:

In formula, for roll angle increment, for angular velocity in roll increment, for yaw rate increment, for washing out network, for angle of attack reference value, for yaw angle increment, for controlling parameter, can obtain by root locus method, for constant, s is complex variable, △ y comfor expect lateral deviation from speed instruction.

Beneficial effect of the present invention is as follows:

1, new longitudinal guide and control system have been set up, this system has been introduced altitude rate feedback information, when stern flow acts on carrier-borne aircraft, because altitude rate is equivalent to flight path pitch angle, therefore the input signal in guiding loop is directly controlled flight path pitch angle, thereby correcting rapidly warship track, effectively suppressing the impact that stern flow disturbs.

2, new side direction guiding and control system have been set up, this system has been introduced lateral deviation Rate Feedback information, owing to introducing lateral deviation Rate Feedback, be equivalent to introduce flight path deflection angle feedback, make the control of roll angle be converted into the directly control to flight path deflection angle, make side direction warship path accuracy and be improved.

accompanying drawing explanation

Fig. 1 be automatically the composition structural representation of warship guiding with control system.

Fig. 2 is longitudinal tracking controller structural representation.

Fig. 3 is that the true altitude feedback signal increment △ H of aircraft flight during without stern flow perturbation is to aircraft flight reference altitude command signal increment △ H comramp response schematic diagram.

Fig. 4 is for introducing flying height rate of change time aircraft flight true altitude feedback signal increment △ H to aircraft flight reference altitude command signal increment △ H comramp response schematic diagram.

Fig. 5 is longitudinal attitude control device structural representation.

Fig. 6 is traditional flight control system and the relatively schematic diagram of frequency response characteristic of introducing the modified longitudinal flight control system after altitude rate.

Fig. 7 is side track controller architecture schematic diagram.

Fig. 8 is that traditional side direction warship guiding control system and the anti-crosswind effect schematic diagram of introducing side direction after lateral deviation speed and warship guiding control system.

Fig. 9 is Slide attitude controller architecture schematic diagram.

Wherein: H comfor aircraft flight reference altitude command signal, H is aircraft flight true altitude feedback signal, K pfor proportional term gain, K ifor integral term gain, K dfor differential term gain, K ddfor the gain of second differential item, K ofor full gain, s is complex variable, for elevating rudder return transfer function, for attitude control parameter, by trajectory design method, determine attitude control parameter, for aircraft flight true altitude rate of change increment, for the actual pitch rate increment of aircraft flight, for aircraft flight true altitude rate of change increment, for aircraft flight reference altitude rate of change increment, for the second differential of aircraft flight true altitude signal increment; Y is from, y with the lateral deviation of center deck line comfor what expect, seem that with center deck lateral deviation is from instruction, for roll angle increment, for angular velocity in roll increment, for yaw rate increment, for washing out network, for angle of attack reference value, for yaw angle increment, for controlling parameter, can obtain by root locus method, for constant, s is complex variable, △ y comfor expect lateral deviation from speed instruction.; for traditional flight control system, for introducing the longitudinal modified flight control system after altitude rate, for traditional side direction warship guiding control system, for the side direction of introducing after lateral deviation speed warship guiding control system.

embodiment

Below in conjunction with accompanying drawing, the invention is described in further details.

Automatically warship guiding be divided into guiding subsystem and control subsystem with control system, guiding subsystem is loaded on warship, control subsystem is loaded aboard.Automatically warship guiding with control system (ACLS) by guiding control subsystem two parts on subsystem and aircraft to form as shown in Figure 1 on warship.

On warship, guide subsystem to comprise Ka C-band Tracking Radar C, radar stable platform, High Speed General computing machine, display platform, data encoding transmitter, Data-Link watch-dog, flight path registering instrument.Trajectory error signal is sent to aircraft with the form of Ka-band signal from aircraft carrier through guidance law information after treatment.On warship, guide the tracking radar of subsystem to scan with conical scanning antenna, the track of the continuous tracking aircraft of radar system, and actual pursuit path and ideal trajectory are compared.

1, tracking radar

Tracking radar locking aircraft when aircraft enters Radar Intercept window, the flight path of tracking aircraft, obtains aircraft and measures flying distance, position angle, the angle of pitch in coordinate system with respect to tracking radar, until aircraft warship or gone around.

For the radar of ACLS, be a kind of high-precision warship radar that guiding, by course and the wave beam that glides day alignment aircraft landing direction transmitting left and right and scan up and down.When aircraft is through after landing window, tracking radar is caught just tracking target aircraft, and in the spherical coordinates using tracking radar antenna as true origin, aircraft is measured.Airplane data tracking radar being recorded by High Speed General computing machine is transformed into the cartesian coordinate system being comprised of distance, height and lateral attitude, and true origin is arranged on to the position in predetermined level point.Experience the radar stable platform of aircraft carrier deck motion near tracking radar antenna, and the aircraft carrier deck motion input information that it is recorded is to High Speed General computing machine, so that aircraft position is based upon (inertial coordinates system) in stable horizontal coordinates the most at last.

Tracking radar in radar system, has 4 ft diam parabola antennas, and 0.5 ° of beam angle is operated in the conical-scan radar of Ka wave band (33.2GHZ), and pulse repetition rate is 2000 pulse/sec.Peak power is 40 watts.Operating distance is 8 nautical miles to 300 feet.

Angle transducer in radar measurement system adopts optical delta axle position scrambler, and its resolution is 14.When the universal shaft of radar rotates around height axle and deflection, these scramblers just produce pulse train, by buffer counter, provide absolute angle.Adopt high resolving power high-speed counter to measure the time between transponder pulse and received pulse.

Before finding target, with angular altitude and the position angle of the computer control tracking radar antenna in radar system, make it by the given course of traffic control computer on warship, with rectangular search figure, scan.

Find that after target, the control of antenna is to be realized by radar tracking system.

2, radar stable platform

Aircraft-position information that it detects reality is transformed into take deck ideal and warship point as initial point, can affect in inertial coordinates system by cancellation deck motion.

Radar stable platform (containing accelerometer) is the biax gyrostabilized platform of measuring the angle of pitch, the angle of roll and the warship undulatory motion of warship motion.The rotation of the gimbals of platform is to produce pulse train with axle position incremental encoder, then by impact damper, it is measured.

A single-axis accelerometer is fixed on radar stable platform, with direct current signal form, measures vertical direction acceleration, through the A/D converter with multi-way switch, change digital signal into.The undulatory motion of measuring warship with this.

The Main Function of radar stable platform is that warship movable information is offered to computing machine, thereby can in inertial space coordinate, carry out survey aircraft motion.Deck motion compensation instruction is provided in addition.

3, High Speed General computing machine

Be used for setting up stable inertia and warship measurement coordinate system, facing to warship error signal, carry out filtering processing, and carry out guidance law calculating.

systemin have two computing machines.All take 20 times/second speed as two in-bound aircrafts, carry out all calculation tasks for every.Computing machine also calculates the inline diagnosis of two cover redundant systems, and monitored off-line.And vectoring error and instruction are modulated into very high frequency(VHF) carrier wave.All with 10 times/second, be sent to aircraft.Also send in addition following discrete message: landing check (Landing Check), ACL locking (Lock on), robot pilot can be coupled (Autopilot coupler available), instruction control, speech, 10 seconds, go around etc.

High Speed General computing machine main task is to calculate highly given signal according to the distance of aircraft and downslide slope requirement, and compares height of formation deviation signal with actual height.At side path, the aircraft lateral attitude recording and aircraft carrier center deck line position are compared in addition, form the cross side number of believing one side only.According to track guiding dynamic characteristic, require and anti-deck motion, the factors such as anti-radar electric noise, carry out the processing such as filtering, amplitude limit differential, integration to above-mentioned two kinds of errors by certain guidance law.Then form Data-Link and be sent to aircraft.

4, Data-Link watch-dog

Data-Link watch-dog constantly detects the flight path error that Data-Link transmits.If error is undesirable, system will proceed to mode II or mode III or produce the signal that goes around.Mode II refers to instrument carrier landing system operation mode, in driving cabin, utilizes the indication of pointer meters or flat aobvious instrument, and the control information of utilizing automatic warship guidance system to provide, carries out manual control and warship, and aircraft is guided to from the about 3/4n mile of warship place.Mode III refers on warship and controls approach system, and the command information that pilot provides by the control desk operator on warship completes warship task.

5, display platform

The various functions of monitoring and controlling system.

To automatically marching into the arena and monitor, and when breaking down, Data-Link watch-dog, autopilot coupler, robot pilot carry out mode III by the operator of display device---carry out speech landing (talk-down).When carrying out mode III, operator writes down aircraft type, Data-Link address etc.And the operation of going around under certain conditions.

Display device also can be write down every airplane and warship track, flying speed, decline rate, warship motion and hit warship speed, to record driving result.

On aircraft, control subsystem comprises robot pilot (automatic flight control system), and Data-Link receives machine, receiver decoder, autopilot coupler, auto-throttle controller and radar booster.

1, robot pilot

Robot pilot is installed aboard, and it is the interface between Data-Link and aircraft control surface plate.Pilot utilizes it selecting automatically warship guiding subsystem.The state of state conversion and signal can be provided in robot pilot, connect logical circuit, control signal restriction.With it, carry out the angle of pitch of operating aircraft and the signal of roll angle that deal with data chain sends in addition, and it is coupled to flight control system.

2, Data-Link receives machine

Data-Link reception machine is received the signal of the Data-Link sending on warship, after filtering, signal is delivered to flight control system.

3, receiver decoder

Receiver decoder guides the tracking radar of subsystem to obtain glide paths error signal from warship, and this signal is presented on the cross pointer of instrument.When mode I, driver monitors robot pilot by the indication of instrument, and mode I is referring to automatically warship mode; When mode II warship, driver indicates and sends command signal by instrument, and warship is driving an airplane.

4, autopilot coupler

After being coupled, autopilot coupler and robot pilot complete the automatic control of aircraft trace motion.

5, auto-throttle controller

Auto-throttle controller can regulate throttle to guarantee that flying angle and flying speed are constant in warship process automatically.It utilizes from angle of attack sensor, accelerometer, and jociey stick displacement information and ship-based derivative, automatically to control the motor servo mechanism being connected with engine throttle.

6, radar equipment on machine

Radar equipment on aircraft is used for receiving the Ka-band signal being sent by tracking radar, then the position data of aircraft is sent to aircraft carrier with the form of X-band signal again.

According to system construction drawing, the working mechanism of automatic warship guiding and control system is described, when aircraft enters after Radar Intercept window, tracking radar is tracking aircraft constantly, and the angle information of tracking antenna and range information are sent into High Speed General computing machine through numerical coding, meanwhile also deck motion information measured radar stable platform is sent into High Speed General computing machine, through data processing, the impact of the roll of warship, pitching, course and fluctuating that made in the trace information of tracking radar cancellation, thus the exact position of aircraft in inertial space coordinate system obtained.The initial point of the measurement coordinate system of this inertial space is located at aircraft expection level point, and X-axis is along runway centerline, and Z axis is along aircraft carrier vertical direction.

Coordinate information in airplane inertial space and the ideal trajectory being stored in after the optimization in High Speed General computing machine are compared, produce thus two kinds of command informations:

The one, trajectory error command information, is sent to aircraft by ground-air data link.On the relative warship of aircraft that control information comprises longitudinal warship height error and side direction, measure coordinate system, i.e. the lateral deviation of flight-deck center line.Aircraft receives error signal, by pointer instrument or flat aobvious instrument, is shown to driver.

The 2nd, fly to control command information, or robot pilot information, also by ground-air Data-Link, be sent to aircraft.The key instruction of track comprises longitudinally and two passages of side direction, they respectively by longitudinally and side direction vectoring error through guidance law calculating separately, form.In longitudinal side, under the effect of key instruction, constantly correct the flight path of oneself by flight control system, aircraft is tried hard to by the ideal trajectory flight arranging, longitudinally by the glide paths of 3.5 ° of left and right, side direction is pressed the flight of runway medium line.

In High Speed General computing machine, stored the track rule of different aircrafts, to meet the requirement of guiding of different aircrafts.The ideal trajectory of storing in High Speed General computing machine can be done interim variation by situation.For example can make constant gliding angle and march into the arena, land evening up marched into the arena, or marches into the arena as the wide-angle of V/STOL aircraft, and the suspension of helicopter is marched into the arena etc.

In order to reduce the dispersion error of warship, improve landing precision, when first 12 seconds of warship, carry out deck motion compensation, also the deck motion information of being experienced by radar stable platform is introduced High Speed General computing machine, the information that compensates is calculated, then be sent to aircraft together with control information, make aircraft follow deck motion do motor-driven accordingly, with reduce due to deck motion cause warship error.

Control method of the present invention, is mainly in carrier landing guiding and control system, introduces respectively altitude rate feedback information and lateral deviation Rate Feedback information, has effectively suppressed the impact of stern interference in air flow, the accuracy that has improved carrier landing.Comprise longitudinal guide control method and side direction guidance control method.Described carrier-borne aircraft mainly refers to aircraft, below is all called aircraft.

(1) longitudinal guide control method comprises again longitudinal elevation guidance method and longitudinal attitude control method;

(1) longitudinally elevation guidance method is in the guidance law calculating sub module of High Speed General computing machine, introduces the flying height rate of change of aircraft feedback information, reach and suppress stern flow perturbation warship impact on aircraft.Stern air-flow is to cause aircraft the principal element of warship accuracy, during the flow perturbation effect aircraft of stern air-flow, directly affects the flight path pitch angle γ of aircraft, due to , for aircraft flight true altitude rate of change increment, for aircraft flight speed, for flight path pitch angle increment, therefore, adopt and introduce aircraft flight altitude rate as the feedback information of longitudinal elevation guidance control system, when stern airflow function is during in aircraft, due to be equivalent to so, from the input signal of guiding control system, directly control the flight path pitch angle increment of aircraft , can correct rapidly aircraft flight flight path, effectively suppressed stern flow perturbation aircraft the impact of warship accuracy.Concrete grammar is according to leading law expression formula, to build longitudinal tracking controller, the guiding rule expression formula of this tracking controller:

The longitudinal tracking controller structure building by this formula as shown in Figure 2.

In formula, K pfor proportional term gain, K ifor integral term gain, K dfor differential term gain, K ddfor the gain of second differential item, K 0for full gain, H comfor aircraft flight reference altitude command signal, H is aircraft flight true altitude feedback signal, and s is complex variable, wherein K p, K i, K d, K dd, K 0by the true altitude feedback signal of aircraft flight, gain △ H to aircraft flight reference altitude command signal gain △ H comresponse carry out optimizing acquisition; Can utilize the Optimization Toolbox in MATLAB, adopt gradient descent method to carry out multivariate parameter optimization method and obtain above-mentioned five increment control algorithm parameters, can obtain , , , , , using above-mentioned these seek value as initial value, then adopt gradient descent method to continue secondary optimization, can obtain final optimization pass value and be:

And the value of five increment control algorithm parameters during without stern flow perturbation is respectively:

By in above-mentioned five increment control algorithm parameter value substitution Fig. 2 during without stern gas disturbance, can obtain the true altitude feedback signal increment △ H of aircraft flight to aircraft flight reference altitude command signal increment △ H comramp response as shown in Figure 3.

By above-mentioned seek optimal value substitution Fig. 2 of five increment control algorithm parameters in tracking controller, can obtain the true altitude feedback signal increment △ H of aircraft flight to aircraft flight reference altitude command signal increment △ H comramp response as shown in Figure 4.

Comparison diagram 3 is known with Fig. 4, and the guiding control system of introducing flying height rate of change feedback has higher longitudinal warship path accuracy than the guiding control system of traditional angle of pitch feedback.

(2) longitudinal attitude control method is traditionally take attitude control, in the control law of main traditional flight control system, to add aircraft flight altitude rate feedback and aircraft flight true altitude signal second differential signal feedback, builds longitudinal attitude modified flight control method, and concrete grammar is, in the guidance law calculating sub module of High Speed General computing machine, to introduce aircraft flight altitude rate feedback and aircraft flight true altitude signal second differential signal feedback, builds longitudinal attitude control device, and the leading law expression formula of this longitudinal attitude control device is:

The longitudinal attitude control device building by this expression formula as shown in Figure 5.

In formula, for elevating rudder return transfer function, for attitude control parameter, by trajectory design method, determine attitude control parameter, for aircraft flight true altitude rate of change increment, for the actual pitch rate increment of aircraft flight, for aircraft flight true altitude rate of change increment, for aircraft flight reference altitude rate of change increment, for the second differential of aircraft flight true altitude signal increment; Due to , , for flying speed, for flight path pitch angle increment, for reference track pitch angle increment, hence one can see that, and longitudinal attitude modified flight control method is equivalent to traditional flight control system to carry out flight path pitch angle increment with reference track pitch angle increment feedback compensation, it is equivalent to the control at pitch attitude angle to transfer the directly control to flight-path angle to, broadening the frequency band of flight control system, be conducive to, to the disturbance motion under stern airflow function, can rectify a deviation fast.

By trajectory design method, determine attitude controller parameter .The attitude controller parameter of known traditional flight control system is , , by the attitude controller parameter of the definite modified longitudinal flight control system of trajectory design method , .By in above-mentioned parameter value substitution longitudinal attitude control device as shown in Figure 5, obtain traditional flight control system and introducing altitude rate as shown in Figure 6 after the relatively schematic diagram of frequency response characteristic of modified longitudinal flight control system.As shown in Figure 6, the bandwidth of modified longitudinal flight control system is about 3.47rad/s, in the phase shift of 2rad/s place, is ; And the bandwidth of traditional flight control system is about 2.5rad/s, in the phase shift of 2rad/s place, be , the bandwidth of the flight control system after visible improvement obviously increases.

(2) side direction guidance control method

When aircraft warship, under lateral airflow disturbance, to landing precision, can make a big impact, make aircraft drift off the runway center line.For this reason, lateral deviation information is introduced to crabbing control system, with broadening side direction, the bandwidth of warship guidance system, the impact of drift off the runway center line when overcoming lateral airflow disturbance aircraft to warship.Because flight control system is comprised of aileron and two passages of yaw rudder, wherein aileron passage is roll angle control system, it receives the roll angle key instruction from aircraft carrier, by controlling the rolling of aircraft, realize the flight path control of aircraft, yaw rudder passage plays coordinate turn, tries hard to make the yaw angle of aircraft in rolling process to equal zero.

So side direction guidance control method, comprises lateral deviation bootstrap technique and Slide attitude control method:

(1) lateral deviation guidance control method, is in the guidance law calculating sub module of High Speed General computing machine, introduces the feedback information of lateral deviation speed, builds side track controller, and the expression formula of the guiding rule of this side track controller is:

By this guiding rule expression, the side track controller of structure as shown in Figure 7.In formula, for proportional term gain, for integral term gain, for differential term gain, for full gain, s are that complex variable, y are from, y with the lateral deviation of center deck line comfor expect with center deck line lateral deviation from instruction.

Because yaw rudder passage has yaw angle feedback, there is certain anti-crosswind effect.Owing to introducing lateral deviation Rate Feedback, be equivalent to introduce the feedback of flight path deflection angle.The control method of crabbing control system is from becoming the directly control to flight path deflection angle to the control of roll angle, make side direction warship guidance system performance be improved significantly, as shown in Figure 8.In figure, for traditional side direction the response curve of warship guiding control system under lateral airflow perturbation action, for the side direction of introducing after lateral deviation speed the response curve of warship guiding control system under lateral airflow perturbation action.As seen from the figure, side direction under tradition crabbing control system warship guidance system and is controlled under lateral airflow perturbation action and will causes obvious side direction warship deviation, and side direction under modified crabbing control system warship guidance system and is controlled at side direction under lateral airflow perturbation action and warship deviation and had obvious improvement.

(2) Slide attitude control method, is in High Speed General computer-guided rule calculating sub module, introduces the feedback information of lateral deviation speed, builds Slide attitude controller, and the control law of this Slide attitude controller is expressed as:

By above-mentioned two formulas, the Slide attitude controller of structure as shown in Figure 9.

In two formulas, for roll angle increment, for angular velocity in roll increment, for yaw rate increment, for washing out network, for angle of attack reference value, for yaw angle increment, for controlling parameter, can obtain by root locus method, for constant, s is complex variable, △ y comfor expect lateral deviation from speed instruction.

Claims (1)

1. one kind based on suppressing the carrier landing guiding of stern flow perturbation and the control method of control system, carrier landing guiding and the control system of described inhibition stern flow perturbation, by guiding subsystem and control subsystem, formed, guiding subsystem is loaded on warship, comprise tracking radar, radar stable platform, High Speed General computing machine, display platform, data encoding transmitter, Data-Link watch-dog and flight path registering instrument, wherein, High Speed General computing machine, tracking radar and flight path registering instrument are linked in sequence, display platform, High Speed General computing machine and radar stable platform are linked in sequence, display platform is connected with data encoding transmitter respectively with High Speed General computing machine, data encoding transmitter, Data-Link watch-dog and display platform are linked in sequence, control subsystem is loaded aboard, comprise that robot pilot, Data-Link receive radar equipment on machine, receiver decoder, autopilot coupler, auto-throttle controller and machine, wherein, Data-Link receives machine, receiver decoder, autopilot coupler and robot pilot and is linked in sequence, the two-way connection of auto-throttle controller and robot pilot, data encoding transmitter in guiding subsystem receives machine with the Data-Link in control subsystem and is connected by radiowave, tracking radar in guiding subsystem is connected by Ka-band signal with radar equipment on the machine in control subsystem, in described High Speed General computing machine, be provided with deck motion compensation calculating sub module, ideal trajectory submodule, trajectory error calculated signals submodule, data stabilization is processed submodule, aircraft dynamics information submodule and guidance law calculating sub module, wherein through trajectory error calculated signals submodule, be connected respectively guidance law calculating sub module and display platform and data encoding transmitter with the two-way connected deck motion compensation calculating sub module of radar stable platform, the input end that data stabilization is processed submodule is connected with tracking radar with radar stable platform respectively, and the output terminal that data stabilization is processed submodule is connected with the input end of trajectory error calculated signals submodule, the input end of guidance law calculating sub module is connected in trajectory error calculated signals submodule and aircraft dynamics information submodule, and the output terminal of guidance law calculating sub module is connected in data encoding transmitter, ideal trajectory submodule is connected in trajectory error calculated signals submodule, it is characterized in that, described control method comprises longitudinal guide control method and side direction guidance control method:
(1) described longitudinal guide control method comprises longitudinal elevation guidance control method and longitudinal attitude control method,
1) longitudinally elevation guidance method is in the guidance law calculating sub module of High Speed General computing machine, introduces aircraft flight altitude rate for primary feedback, the impact that effectively suppresses stern flow perturbation and aircraft to warship, concrete grammar is, according to guiding rule expression formula, builds tracking controller, realizes aircraft flight altitude rate feedback, reach and suppress stern flow perturbation warship impact on aircraft, the expression formula of the guiding rule of this tracking controller is:
In formula, K pfor proportional term gain, K ifor integral term gain, K dfor differential term gain, K ddfor the gain of second differential item, K 0for full gain, H comfor aircraft flight reference altitude command signal, H is aircraft flight true altitude feedback signal, and s is complex variable, wherein K p, K i, K d, K dd, K 0by the true altitude feedback signal of aircraft flight, gain △ H to aircraft flight reference altitude command signal gain △ H comresponse carry out optimizing acquisition;
2) longitudinal attitude control method is traditionally take attitude control, in the control law of main traditional flight control system, to add aircraft flight altitude rate feedback and aircraft flight true altitude signal second differential signal feedback, builds longitudinal attitude control device, and the control law expression formula of this longitudinal attitude control device is:
In formula, for elevating rudder return transfer function, for attitude control parameter, by Root locus design method, determine attitude control parameter, for aircraft flight true altitude rate of change increment, for the actual pitch rate increment of aircraft flight, for aircraft flight true altitude rate of change increment, for aircraft flight reference altitude rate of change increment, for the second differential of aircraft flight true altitude signal increment;
(2) described side direction guidance control method, comprises lateral deviation bootstrap technique and Slide attitude control method:
(1) lateral deviation bootstrap technique is in the sub-computing module of guidance law of High Speed General computing machine, introduces the feedback information of lateral deviation speed, builds side track controller, and the expression formula of the guiding rule of this side track controller is:
In formula, for proportional term gain, for integral term gain, for differential term gain, for full gain, s are that complex variable, y are from, y with the lateral deviation of center deck line comfor expect with center deck line lateral deviation from instruction;
(2) Slide attitude control method is in High Speed General computer-guided rule calculating sub module, introduces the feedback information of lateral deviation speed, builds Slide attitude controller, the expression formula of the control law of this Slide attitude controller:
In formula, for roll angle increment, for angular velocity in roll increment, for yaw rate increment, for washing out network, for angle of attack reference value, for yaw angle increment, for controlling parameter, by root locus method, obtain, for constant, s is complex variable, △ y comfor expect lateral deviation from speed instruction.
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