CN103197670A - Decoupling method of air vehicle pneumatic strong coupling - Google Patents

Abstract

The invention discloses a decoupling method of air vehicle pneumatic strong coupling to solve the technical problem that an existing robust decoupling control method of a high ultrasonic air vehicle is poor in decoupling effect. The technical scheme is that the decoupling method comprises the steps of first establishing a pneumatic torque coupling model, then defining pneumatic coupling evaluation criteria, then defining pneumatic coupling characteristics, setting pneumatic coupling decoupling conditions, and completing decoupling of air vehicle pneumatic strong coupling. Due to the fact that all coupling factors are reasonably divided and classified in the method, equivalent effect of coupling factors of a same type is realized, and the definition for evaluating and analyzing the pneumatic coupling evaluation criteria-coupling degrees is introduced. According to the influences on air vehicle characterizes from different coupling degrees, coupling effects are divided into strong coupling and weak coupling, and decoupling methods-coupling ignoring and coupling equivalent conversion under pneumatic weak coupling and pneumatic strong coupling are refined, and therefore the decoupling effect of the air vehicle pneumatic strong coupling is improved.

Description

The pneumatic strong coupling decoupling method of aircraft

Technical field

The present invention relates to the pneumatic decoupling method of a kind of aircraft, particularly relate to the pneumatic strong coupling decoupling method of a kind of aircraft.

Background technology

Different with conventional aircraft, hypersonic aircraft flying speed height, spatial domain are big, have strong pneumatic cross-couplings effect between the triple channel, and it makes that in the face of aerodynamic arrangement's modes such as title, the fusions of wing body the pneumatic coupling of interchannel is more obvious.Being cross-linked with each other and influencing of each lifting surface aerodynamic force of aircraft and each passage kinematic parameter, the athletic posture of each passage, attitude angle and catanator deflection angle not only influence the suffered aerodynamic moment size of this passage aircraft, simultaneously aircraft is also produced coupling influence in the suffered aerodynamic moment size of other passages, this brings very big difficulty for the design of control system.

All kinds of open source literatures are in the Control System Design method under the strong coupling of hypersonic aircraft interchannel, and are comparatively deep to the research of dynamic inverse decoupling control method.As document " a kind of robust decoupling control method of hypersonic aircraft " (Acta Astronautica 2011,5.32(5), 1100～1107) propose ring, outer shroud decoupling control method in the robust based on singular perturbation theory, ring namely adopts the instruction of dynamic inverse decoupling zero control tracking angular rate in it.But the dynamic inverse decoupling control method remains in following problem: the one, and its degree of accuracy to system model requires high; The 2nd, need be in whole flight envelope the nonlinear model of aircraft be carried out real time parsing and invert.Obviously, the system robustness that adopts the dynamic inverse decoupling control method to design is relatively poor, and the design process complexity.Therefore, use at decoupling control method such as multivariable control system dynamic inverse and engineering a certain distance is still arranged.

And the analysis of single variable control system and method for designing are quite ripe, mainly contain frequency response method and root-locus technique.Single-variable system control theory based on these methods is called classical control theory, has obtained using widely in engineering.Compare with single-variable system, complicated many of multi-variable system control, and the control performance evaluation index still has certain gap with the engineering application.In the classical control theory at dynamic performance index (rise time, overshoot etc.) and the theoretical inapplicable multivariable control system of stability analysis (stability margin etc.) of single input-single output system.So, exist pneumatic strong coupling to cause can't directly adopting under the method for designing situation of classical control theory at aircraft, be necessary to study the model decoupling method of multiple coupled system, enable classical control theory design and evaluation method commonly used on the application project.

Summary of the invention

In order to overcome the deficiency of the robust decoupling control method decoupling zero weak effect that has hypersonic aircraft now, the invention provides the pneumatic strong coupling decoupling method of a kind of aircraft.This method is rationally divided each coupling factor and is sorted out, and realizes the equivalence of similar coupling factor, introduces and estimates and analyze pneumatic coupling evaluation index---the definition of the degree of coupling.At the influence of the big or small degree of coupling of difference to the aircraft characteristic, coupling is divided into strong coupling and weak coupling, and under divided refinement pneumatic weak coupling and the strong coupling decoupling method---coupling is ignored and the equivalent conversion that be coupled, can improve the decoupling zero effect of the pneumatic strong coupling of aircraft.

The technical solution adopted for the present invention to solve the technical problems is: the pneumatic strong coupling decoupling method of a kind of aircraft is characterized in may further comprise the steps:

Step 1, aerodynamic moment coupling model are set up.

1) the moment M of pitch channel _zBe expressed as:

$M_z=M_{z0}+M_z^{\mathrm{\α}}\mathrm{\α}+M_z^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z$ (1)

In the formula, Be respectively m _zAbout α, δ _z,

Partial derivative;

Be the zero dimension derivative, L is the characteristic length of body, and V is flying speed; M _Z0Be to work as

The time pitching moment.

When considering driftage and roll channel to the pneumatic coupling effect of pitch channel, the coupling terms of thinking has:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of yaw rudder and Jenkel rudder

3. aircraft is around Ox ₁Axle and Oy ₁The damping torque coupling terms that axle produces

Convolution (1), pitching moment is expressed as:

$M_z=M_{z0}+M_z^{\mathrm{\α}}\mathrm{\α}+M_z^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z+M_z^{\mathrm{\β}}\mathrm{\β}+M_z^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_z^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y---\left(2\right)$

In the formula (2), the moment item of pitch channel self has M _Z0, Driftage and roll channel to the aerodynamic moment item of pitch channel coupling are:

2) jaw channel moment is aerodynamic couple Oy on missile coordinate system ₁Component on the axle, it makes aircraft around Oy ₁Axle rotates.Under situation about not considering under any pneumatic coupling of interchannel, jaw channel moment M _yBe expressed as:

$M_y=M_y^{\mathrm{\β}}\mathrm{\β}+M_y^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y---\left(3\right)$

In the formula, Be respectively M _yAbout β, δ _y,

Partial derivative;

It is the zero dimension derivative.Because aircraft is the minute surface symmetry, so M _Y0=0.

When considering pitching and roll channel to the pneumatic coupling effect of jaw channel, yawing includes:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of Jenkel rudder and elevating rudder

3. aircraft is around Oz ₁Axle and Ox ₁The damping torque coupling terms that axle produces

Convolution (3), yawing is expressed as:

$M_y=M_y^{\mathrm{\β}}\mathrm{\β}+M_y^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y+M_y^{\mathrm{\α}}\mathrm{\α}+M_y^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_y^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z---\left(4\right)$

In the formula (4), the moment item of jaw channel self has:

Lift-over and pitch channel to the aerodynamic moment item of jaw channel coupling are:

3) roll channel moment is to act on carry-on aerodynamic moment Ox on missile coordinate system ₁Component on the axle, roll channel moment makes aircraft around Ox ₁Axle tilts.Under situation about not considering under any pneumatic coupling of interchannel, the moment M of roll channel _xBe expressed as:

$M_x=M_x^{\mathrm{\β}}\mathrm{\β}+M_x^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x---\left(5\right)$

When considering pitching and jaw channel to the pneumatic coupling effect of roll channel, rolling moment includes:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of yaw rudder and elevating rudder

3. aircraft is around Oy ₁Axle and Oz ₁The damping torque coupling terms that axle produces

Convolution (5), rolling moment is expressed as:

$M_x=M_x^{\mathrm{\β}}\mathrm{\β}+M_x^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_x^{\mathrm{\α}}\mathrm{\α}+M_x^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_x^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z---\left(6\right)$

In the formula (6), the moment item of roll channel self has:

Pitching and jaw channel to the aerodynamic moment item of roll channel coupling are:

Comprehensive above-mentioned three-channel moment coefficient expression formula, aircraft aerodynamic moment coupling model forms of characterization is:

$\left\{\begin{array}{c}{M}_x=M_x^{\mathrm{\β}}\mathrm{\β}+M_x^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_x^{\mathrm{\α}}\mathrm{\α}+M_x^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_x^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y+M_x^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z\\ M_y=M_y^{\mathrm{\β}}\mathrm{\β}+M_y^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y{+M}_y^{\mathrm{\α}}\mathrm{\α}+M_y^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_y^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_y^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z\\ M_z=M_{z0}+M_z^{\mathrm{\α}}\mathrm{\α}+M_z^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z+M_z^{\mathrm{\β}}\mathrm{\β}+M_z^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y+M_z^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y\end{array}\right.----\left(7\right)$

Step 2, the definition of pneumatic coupling evaluation index.

Pneumatic coupling evaluation index---the degree of coupling is defined as follows:

In the formula, passage i gets roll channel x, jaw channel y, pitch channel z respectively; M gets stable coupling torque item η, the operating torque coupling terms δ that control surface deflection causes that pneumatic angle causes, the damping torque coupling terms ω that aircraft sways respectively.

(a) the stabilizing moment degree of coupling is as follows:

$K_z^{\mathrm{\η}}=\frac{\left|M_z^{\mathrm{\β}}\mathrm{\β}\right|}{\left|M_z^{\mathrm{\α}}\mathrm{\α}\right|}\×100\%---\left(9\right)$

(b) the operating torque degree of coupling is as follows:

$K_z^{\mathrm{\δ}}=\frac{|M_z^{{\mathrm{\δ}}_x}{\mathrm{\δ}}_x+M_z^{{\mathrm{\δ}}_y}{\mathrm{\δ}}_y|}{|M_z^{{\mathrm{\δ}}_z}{\mathrm{\δ}}_z|}\×100\%---\left(10\right)$

(c) the damping torque degree of coupling is as follows:

$K_z^{\mathrm{\ω}}=\frac{|M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_x}{\stackrel{\‾}{\mathrm{\ω}}}_x+M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_y}{\stackrel{\‾}{\mathrm{\ω}}}_y|}{\left|M_z^{{\stackrel{\‾}{\mathrm{\ω}}}_z}{\stackrel{\‾}{\mathrm{\ω}}}_z\right|}\×100\%---\left(11\right)$

The pneumatic degree of coupling definition of jaw channel and roll channel is identical with pitch channel.

Step 3: pneumatic coupling feature definition.

Pneumatic coupled characteristic evaluation index---the definition of the degree of coupling that integrating step two is determined according to the size of the degree of coupling, is finished the definition of pneumatic strong coupling and pneumatic weak coupling feature.

(a) pneumatic weak coupling definition.

The weak coupling of definition stabilizing moment is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\η}}\≤k_b& K_y^{\mathrm{\η}}\≤k_b& K_x^{\mathrm{\η}}\end{array}\≤k_b---\left(12\right)$

The weak coupling of definition operating torque is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\δ}}\≤k_b& K_y^{\mathrm{\δ}}\≤k_b& K_x^{\mathrm{\δ}}\≤k_b---\left(13\right)\end{array}$

The weak coupling of definition damping torque is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\ω}}\≤k_b& K_y^{\mathrm{\ω}}\≤k_b& K_x^{\mathrm{\ω}}\≤k_b---\left(14\right)\end{array}--$

(b) pneumatic strong coupling definition.

At first introduce each pneumatic coupling upper bound---controlled degree of coupling definition provides the strong coupling definition then.

1) stabilizing moment strong coupling definition.

In stabilizing moment, stablize under the acting in conjunction of coupling torque, behind the pneumatic rudder face of this passage of deflection, can control aircraft and reach the instruction attitude, then this aircraft is controlled, otherwise uncontrollable.As the tolerable upper limit of the pneumatic coupling of aircraft, the corresponding degree of coupling is referred to as the controlled degree of coupling with the controlled critical point of each passage of aircraft.

Elevating rudder maximum deflection angle δ when aircraft _ZmaxBut the time when producing the suffered stabilizing moment of pitching moment active balance aircraft pitch channel and stable coupling torque effect sum

$\left|M_z^{\mathrm{\α}}\mathrm{\α}\right|+\left|M_z^{\mathrm{\β}}\mathrm{\β}\right|=|M_z^{{\mathrm{\δ}}_z}\·{\mathrm{\δ}}_{z\max }|---\left(15\right)$

Solving the controlled degree of coupling is:

${\left(K_z^{\mathrm{\η}}\right)}_L=\frac{|M_z^{{\mathrm{\δ}}_z}\·{\mathrm{\δ}}_{z\max }|}{\left|M_z^{\mathrm{\α}}\mathrm{\α}\right|}-1---\left(16\right)$

In the formula, z represents pitch channel; η represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling.

Controlled coupling has characterized the tolerable upper limit of the pneumatic coupling of aircraft.If when coupling surpassed the controlled degree of coupling, it is unstable that aircraft will become, and can't realize decoupling zero.

The degree of coupling interval of definition triple channel stabilizing moment strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_z^{\mathrm{\&eta;}}\&le;{\left(K_z^{\mathrm{\&eta;}}\right)}_L\\ k_b<K_y^{\mathrm{\&eta;}}\&le;{\left(K_y^{\mathrm{\&eta;}}\right)}_L\\ k_b<K_x^{\mathrm{\&eta;}}\&le;{\left(K_x^{\mathrm{\&eta;}}\right)}_L\end{array}---\left(17\right)\right.$

In the formula,

Be the upper bound of each passage stabilizing moment strong coupling, the i.e. controlled degree of coupling.And ${\left(K_z^{\mathrm{\&eta;}}\right)}_L=\frac{\left|M_z^{{\mathrm{\&delta;}}_z}{\&CenterDot;\mathrm{\&delta;}}_{z\max }\right|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}-1,$ ${\left(K_y^{\mathrm{\&eta;}}\right)}_L=\frac{|M_y^{{\mathrm{\&delta;}}_y}{\&CenterDot;\mathrm{\&delta;}}_{y\max }|}{\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}-1,$ ${\left(K_z^{\mathrm{\&eta;}}\right)}_L=\frac{|M_x^{{\mathrm{\&delta;}}_x}\&CenterDot;{\mathrm{\&delta;}}_{x\max }|}{\left|M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}-1.$

2) operating torque strong coupling definition.

As aircraft elevating rudder maximum deflection angle δ _ZmaxThe pitching moment that produces can effectively offset other passage control surface deflections to the manipulation coupling of pitch channel the time, pitch channel is controlled, namely

$\left|M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\right|+\left|M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\right|=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|---\left(18\right)$

Consider

With

The most abominable situation in the time of in the same way, the operating torque degree of coupling of this moment is the controlled degree of coupling

Satisfy

${\left(K_z^{\mathrm{\&delta;}}\right)}_L=\frac{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|}{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|}---\left(19\right)$

In the formula, z represents pitch channel; δ represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling.The controlled degree of coupling of the operating torque coupling of driftage and roll channel

The same pitch channel of definition.

The degree of coupling interval of definition triple channel operating torque strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_z^{\mathrm{\&delta;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L\\ k_b<K_y^{\mathrm{\&delta;}}\&le;{\left(K_y^{\mathrm{\&delta;}}\right)}_L\\ k_b<K_x^{\mathrm{\&delta;}}\&le;{\left(K_x^{\mathrm{\&delta;}}\right)}_L\end{array}\right.---\left(20\right)$

In the formula, With For each passage operating torque strong coupling be the controlled degree of coupling, and ${\left(K_z^{\mathrm{\&delta;}}\right)}_L=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|/\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|,$ ${\left(K_y^{\mathrm{\&delta;}}\right)}_L=\left|M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_{y\max }\right|/\left|M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\right|,$ ${\left(K_x^{\mathrm{\&delta;}}\right)}_L=\left|M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_{x\max }\right|/\left|M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\right|.$

3) damping torque strong coupling definition.

As aircraft elevating rudder maximum deflection angle δ _ZmaxThe pitching moment that produces can effectively offset other passages when pivoting damping coupling to pitch channel, pitch channel is controlled, namely

$\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|+|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y|=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|---\left(21\right)$

Solving the controlled degree of coupling is

${\left(K_z^{\mathrm{\&omega;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|}-1---\left(22\right)$

In the formula, z represents pitch channel; ω represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling.The controlled degree of coupling of the operating torque coupling of driftage and roll channel

The same pitch channel of definition.

The degree of coupling interval range of definition triple channel damping torque strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_x^{\mathrm{\&omega;}}\&le;{\left(K_x^{\mathrm{\&omega;}}\right)}_L\\ k_b<K_y^{\mathrm{\&omega;}}\&le;{\left(K_y^{\mathrm{\&omega;}}\right)}_L\\ k_b<K_z^{\mathrm{\&omega;}}\&le;{\left(K_x^{\mathrm{\&omega;}}\right)}_L\end{array}---\left(23\right)\right.$

Step 4: pneumatic coupling decoupling zero condition and decoupling method.

(a) the pneumatic decoupling zero under the pneumatic weak coupling of aircraft.

According to definition, pneumatic weak coupling represents that the suffered coupling torque of aircraft passage and the ratio of main force's square of this passage are not more than k _bUnder the pneumatic weak coupling, the coupling of aircraft is very little to the influence of aircraft, in engineering reality, for less coupling, all adopts the method for directly ignoring.

The pneumatic coupling of three classes is satisfied in the pitch channel

$K_z^{\mathrm{\&eta;}}\&le;k_b\&cap;K_z^{\mathrm{\&delta;}}\&le;k_b\&cap;K_z^{\mathrm{\&omega;}}\&le;k_b=1---\left(24\right)$

Then the pitch channel aerodynamic moment is reduced to:

$M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(25\right)$

The same pitch channel of decoupling method under pneumatic weak coupling of driftage and roll channel.

(b) the pneumatic decoupling zero under the pneumatic strong coupling of aircraft.

According to the definition of pneumatic strong coupling, the degree of coupling lower bound of pneumatic strong coupling is k _b, the upper bound is unlikely to the controlled degree of coupling (K) out of control for guaranteeing each passage of aircraft _L

The aircraft pitch channel is under the pneumatic strong coupling, and the coupling torque item is bigger to systematic influence, can not directly ignore.Need be with stabilizing moment coupling terms, the operating torque coupling terms of each passage of aircraft, damping torque coupling terms equivalence respectively is the aerodynamic moment item of this passage, concrete grammar is:

1) stabilizing moment coupling terms equivalence

$M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}=\&PlusMinus;K_z^{\mathrm{\&eta;}}\&CenterDot;M_z^{\mathrm{\&alpha;}}\&CenterDot;\mathrm{\&alpha;}---\left(26\right)$

2) operating torque coupling terms equivalence

$M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y=\&PlusMinus;K_z^{\mathrm{\&delta;}}\&CenterDot;M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_z---\left(27\right)$

3) damping torque coupling terms equivalence

$M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y=\&PlusMinus;K_z^{\mathrm{\&omega;}}\&CenterDot;M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(28\right)$

More than various right side polarity determined by the actual polarity of coupling torque and its corresponding moment.

The pneumatic coupling of three classes is satisfied in the pitch channel

$k_b<K_z^{\mathrm{\&eta;}}\&le;{\left(K_z^{\mathrm{\&eta;}}\right)}_L\&cap;k_b<K_z^{\mathrm{\&delta;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L\&cap;k_b<K_z^{\mathrm{\&omega;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L=1---\left(29\right)$

Obviously, utilize formula (26), (27), (28) can be with the stable coupling torque of passage, handle the moment item that coupling torque is expressed as this passage.The pitch channel aerodynamic moment is converted into:

$M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\&PlusMinus;K_z^{\mathrm{\&beta;}/\mathrm{\&alpha;}}\&CenterDot;M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\&PlusMinus;K_z^{\mathrm{\&delta;}}\&CenterDot;M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\&PlusMinus;K_z^{\mathrm{\&omega;}}\&CenterDot;M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(30\right)$

The decoupling method under pneumatic strong coupling of driftage and roll channel is analyzed same pitch channel.

Described k _bSpan is 0～30%.

The invention has the beneficial effects as follows: because this method is rationally divided each coupling factor and sorted out, realize the equivalence of similar coupling factor, introduce and estimate and analyze pneumatic coupling evaluation index---the definition of the degree of coupling.At the influence of the big or small degree of coupling of difference to the aircraft characteristic, coupling is divided into strong coupling and weak coupling, and under divided refinement pneumatic weak coupling and the strong coupling decoupling method---coupling is ignored and the equivalent conversion that be coupled, has improved the decoupling zero effect of the pneumatic strong coupling of aircraft.

Below in conjunction with drawings and Examples the present invention is elaborated.

Description of drawings

Fig. 1 is the angle of attack control correlation curve of coupled system and decoupled system among the inventive method embodiment.

Fig. 2 is the yaw angle control correlation curve of coupled system and decoupled system among the inventive method embodiment.

Fig. 3 is the angle of heel control correlation curve of coupled system and decoupled system among the inventive method embodiment.

Embodiment

With reference to Fig. 1～3.The pneumatic strong coupling decoupling method of aircraft of the present invention concrete steps are as follows:

Step 1: the aerodynamic moment coupling model is set up.

The pneumatic coupling of aircraft is presented as that the parameter of lengthwise movement not only influences aerodynamic force and the moment of lengthwise movement, also influences aerodynamic force and the moment of transverse movement.The parameter of transverse movement simultaneously not only influences aerodynamic force and the moment of horizontal course motion, also influences aerodynamic force and the moment of lengthwise movement.Pneumatic coupling model decoupling method of the present invention focuses on attitude decoupling, therefore here emphasis be the sign of aerodynamic moment equation.

1) pitch channel.

The moment of pitch channel is called longitudinal moment again, and its effect is to make aircraft around Oz ₁The rotation that axle is made new line or bowed.Under situation about not considering under any pneumatic coupling of interchannel, the moment M of pitch channel _zBe expressed as:

$M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{-}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(1\right)$

Wherein,

Be respectively m _zAbout α, δ _z,

Partial derivative;

Be the zero dimension derivative, L is the characteristic length of body, and V is flying speed; M _Z0Be to work as The time pitching moment.

In order to study the generality of pneumatic coupled problem, when considering driftage and roll channel to the pneumatic coupling effect of pitch channel, the coupling terms of thinking has:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of yaw rudder and Jenkel rudder

3. aircraft is around Ox ₁Axle and Oy ₁The damping torque coupling terms that axle produces

Convolution (1), pitching moment is expressed as:

$M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z+M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y---\left(2\right)$

In the formula (2), the moment item of pitch channel self has M _Z0,

Driftage and roll channel to the aerodynamic moment item of pitch channel coupling are:

2) jaw channel.

Yawing is aerodynamic couple Oy on missile coordinate system ₁Component on the axle, it makes aircraft around Oy ₁Axle rotates.It is owing to the asymmetric generation of vertical plane of symmetry both sides air velocity distribution.Under situation about not considering under any pneumatic coupling of interchannel, jaw channel moment M _yBe expressed as:

$M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y---\left(3\right)$

Wherein,

Be respectively M _yAbout β, δ _y,

Partial derivative;

It is the zero dimension derivative.Because aircraft is generally to be the minute surface symmetry, so M _Y0=0.

In order to study the generality of pneumatic coupled problem, when considering pitching and roll channel to the pneumatic coupling effect of jaw channel, yawing includes:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of Jenkel rudder and elevating rudder

3. aircraft is around Oz ₁Axle and Ox ₁The damping torque coupling terms that axle produces

Convolution (3), yawing is expressed as:

$M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_y^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_y^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_y^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(4\right)$

In the formula (4), the moment item of jaw channel self has: Lift-over and pitch channel to the aerodynamic moment item of jaw channel coupling are:

3) roll channel.

Rolling moment is to act on carry-on aerodynamic moment Ox on missile coordinate system ₁Component on the axle, it makes aircraft around Ox ₁Axle tilts.Rolling moment is owing to the pneumatic aircraft that flows through asymmetrically produces.Because yawed flight, rudder face driftage, aircraft lift-over, the differential installation of aerofoil and mismachining tolerance all can be destroyed the symmetry of streaming, and are a lot of so cause the reason of rolling.Under situation about not considering under any pneumatic coupling of interchannel, the moment M of roll channel _xBe expressed as:

$M_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x---\left(5\right)$

In order to study the generality of pneumatic coupled problem, when considering pitching and jaw channel to the pneumatic coupling effect of roll channel, rolling moment includes:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of yaw rudder and elevating rudder

3. aircraft is around Oy ₁Axle and Oz ₁The damping torque coupling terms that axle produces

Convolution (5), rolling moment is expressed as:

$M_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_x^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_x^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_x^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(6\right)$

In the formula (6), the moment item of roll channel self has: Pitching and jaw channel to the aerodynamic moment item of roll channel coupling are:

Comprehensive above-mentioned three-channel moment coefficient expression formula, aircraft aerodynamic moment coupling model forms of characterization is:

$\left\{\begin{array}{c}{M}_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_x^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_x^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_x^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\\ M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_y^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_y^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_y^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\\ M_{\text{z}}=M_{z0}+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z+M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y\end{array}\right.---\left(7\right)$

In the practical flight device, above-mentioned coupling terms differs and establishes a capital existence, but for the generality that studies a question, all pays attention in the forms of characterization of moment coefficient model.The power of coupling terms in the realistic model of concrete aircraft needs to be verified through engineering estimation and CFD calculating.

Be research object with certain aircraft, calculate by pneumatic engineering estimation, CFD and set up and verify that pneumatic coupling forms of characterization is as follows:

$\left\{\begin{array}{c}{M}_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_x^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_x^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\\ M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_y^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\\ M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\end{array}\right.---\left(7.1\right)$

Step 2: pneumatic coupling evaluation index definition.

At the determined aerodynamic moment model of step 1 forms of characterization, in order to analyze different pneumatic couplings to the influence of this passage, introduce that pneumatic coupling evaluation index---the degree of coupling is defined as follows:

Wherein, passage i gets roll channel x, jaw channel y, pitch channel z respectively; M can get stable coupling torque item η, the operating torque coupling terms δ that control surface deflection causes that pneumatic angle causes, the damping torque coupling terms ω that aircraft sways respectively.

Be example with the pitch channel below, provide the definition of the stabilizing moment degree of coupling, the operating torque degree of coupling and the damping torque degree of coupling respectively.

(a) the stabilizing moment degree of coupling.

The stabilizing moment coupling terms represents that the pitch channel stabilizing moment degree of coupling is as follows by the aerodynamic moment item of caused the passage in the pneumatic angle of other passages:

$K_z^{\mathrm{\&eta;}}=\frac{\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}\&times;100\%---\left(9\right)$

(b) the operating torque degree of coupling.

The operating torque coupling terms is represented caused passage aerodynamic moment of other passage primary control surface deflections item, and the pitch channel operating torque degree of coupling is as follows:

$K_z^{\mathrm{\&delta;}}=\frac{|M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y|}{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|}\&times;100\%---\left(10\right)$

(c) the damping torque degree of coupling.

The damping torque coupling terms represents that the pitch channel operating torque degree of coupling is as follows around caused passage aerodynamic moment of other channel axis item:

$K_z^{\mathrm{\&omega;}}=\frac{|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y|}{\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|}\&times;100\%---\left(11\right)$

The pneumatic degree of coupling definition of jaw channel and roll channel is identical with pitch channel.

The meaning that step 2 is introduced pneumatic coupling evaluation index is: different classes of at three kinds of pneumatic coupling by analyzing the mechanism of each coupling, set up the index of estimating and analyzing pneumatic coupling size respectively.The concept of the degree of coupling has characterized the influence size of each pneumatic coupling terms of aircraft to each passage of aircraft itself.This is subsequent analysis and the pneumatic coupled characteristic of exploratory flight device, and the proposition of decoupling zero condition and decoupling method provides evaluation index.

According to pneumatic degree of coupling definition, the degree of coupling of calculating three-channel stable coupling torque and operating torque is as follows:

$\left\{\begin{array}{c}{K}_z^{\mathrm{\&eta;}}=0.1119\\ K_y^{\mathrm{\&eta;}}=0.0556\\ K_z^{\mathrm{\&eta;}}=0.0118\end{array}\right.$ $\left\{\begin{array}{c}{K}_z^{\mathrm{\&delta;}}=0.8674\\ K_y^{\mathrm{\&delta;}}=0.1756\\ K_x^{\mathrm{\&delta;}}=0.2245\end{array}\right.$

Step 3: pneumatic coupling feature definition.

Pneumatic coupled characteristic evaluation index---the definition of the degree of coupling that this step is determined integrating step two according to the size of the degree of coupling, is finished the definition of pneumatic strong coupling and pneumatic weak coupling feature.

(a) pneumatic weak coupling definition.

The weak coupling of definition stabilizing moment is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\&eta;}}\&le;k_b& K_y^{\mathrm{\&eta;}}\&le;k_b& K_x^{\mathrm{\&eta;}}\&le;k_b\end{array}---\left(12\right)$

k _bGenerally get between 0～30%.For different aircraft, because its aircraft body characteristic and trajectory envelope characteristics is different, the border k of its weak coupling _bDifferent thereupon.k _bValue determines, the obtaining of model analysis that can be by the aircraft open cycle system.

The weak coupling of definition operating torque is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\&delta;}}\&le;k_b& K_y^{\mathrm{\&delta;}}\&le;k_b& K_x^{\mathrm{\&delta;}}\&le;k_b\end{array}---\left(13\right)$

The weak coupling of definition damping torque is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\&omega;}}\&le;k_b& K_y^{\mathrm{\&omega;}}\&le;k_b& K_x^{\mathrm{\&omega;}}\&le;k_b---\left(14\right)\end{array}$

(b) pneumatic strong coupling definition.

The degree of coupling is greater than k _bThe time pneumatic coupling stronger, should introduce corresponding decoupling method in design during control system.But need to prove that all decoupling methods all have the upper limit for solving coupled problem, and the abundance of aircraft control ability becomes the adequate condition of decoupling zero.Below at first introduce each pneumatic coupling upper bound---controlled degree of coupling definition provides the strong coupling definition then.

1) stabilizing moment strong coupling definition.

In stabilizing moment, stablize under the acting in conjunction of coupling torque, behind the pneumatic rudder face of this passage of deflection, can control aircraft and reach the instruction attitude, then this aircraft is controlled, otherwise uncontrollable.As the tolerable upper limit of the pneumatic coupling of aircraft, the corresponding degree of coupling is referred to as the controlled degree of coupling with the controlled critical point of each passage of aircraft.Below be example with the pitch channel, draw the computing method of the controlled degree of coupling of triple channel.

Elevating rudder maximum deflection angle δ when aircraft _ZmaxBut the time when producing the suffered stabilizing moment of pitching moment active balance aircraft pitch channel and stable coupling torque effect sum (the most abominable situation when stabilizing moment and coupling torque same polarity)

$\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|+\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|=|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|---\left(15\right)$

Solving the controlled degree of coupling is:

${\left(K_z^{\mathrm{\&eta;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}-1---\left(16\right)$

Here, z represents pitch channel; η represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling.

Controlled coupling has characterized the tolerable upper limit of the pneumatic coupling of aircraft.If when coupling surpassed the controlled degree of coupling, it is unstable that aircraft will become, and can't realize decoupling zero.It is identical with pitch channel with the controlled degree of coupling analysis of roll channel to go off course.

The degree of coupling interval of definition triple channel stabilizing moment strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_z^{\mathrm{\&eta;}}\&le;{\left(K_z^{\mathrm{\&eta;}}\right)}_L\\ k_b<K_y^{\mathrm{\&eta;}}\&le;{\left(K_y^{\mathrm{\&eta;}}\right)}_L\\ k_b<K_x^{\mathrm{\&eta;}}\&le;{\left(K_x^{\mathrm{\&eta;}}\right)}_L\end{array}---\left(17\right)\right.$

Wherein, With

Be the upper bound of each passage stabilizing moment strong coupling, the i.e. controlled degree of coupling.And ${\left(K_z^{\mathrm{\&eta;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}-1,$ ${\left(K_y^{\mathrm{\&eta;}}\right)}_L=\frac{|M_y^{{\mathrm{\&delta;}}_y}\&CenterDot;{\mathrm{\&delta;}}_{y\max }|}{\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}-1,$ ${\left(K_x^{\mathrm{\&eta;}}\right)}_L=\frac{|M_x^{{\mathrm{\&delta;}}_x}\&CenterDot;{\mathrm{\&delta;}}_{x\max }|}{\left|M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}-1.$

2) operating torque strong coupling definition.

The operating torque coupling also has upper limit requirement to the influence of this passage of aircraft handling characteristic, below is example with the pitch channel, introduces the definition of the controlled degree of coupling of operating torque.

As aircraft elevating rudder maximum deflection angle δ _ZmaxThe pitching moment that produces can effectively offset other passage control surface deflections to the manipulation coupling of pitch channel the time, pitch channel is controlled, namely

$\left|M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\right|+\left|M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\right|=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|---\left(18\right)$

Consider

With

The most abominable situation in the time of in the same way, the pitch channel operating torque degree of coupling of this moment is the controlled degree of coupling

Satisfy

${\left(K_z^{\mathrm{\&delta;}}\right)}_L=\frac{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|}{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|}---\left(19\right)$

Here, z represents pitch channel; δ represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling.The controlled degree of coupling of the operating torque coupling of driftage and roll channel Definition identical with pitch channel.

The degree of coupling interval of definition triple channel operating torque strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_z^{\mathrm{\&delta;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L\\ k_b<K_y^{\mathrm{\&delta;}}\&le;{\left(K_y^{\mathrm{\&delta;}}\right)}_L\\ k_b<K_x^{\mathrm{\&delta;}}\&le;{\left(K_x^{\mathrm{\&delta;}}\right)}_L\end{array}---\left(20\right)\right.$

Wherein,

With

For each passage operating torque strong coupling be the controlled degree of coupling, and ${\left(K_z^{\mathrm{\&delta;}}\right)}_L=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|/\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|,$ ${\left(K_y^{\mathrm{\&delta;}}\right)}_L=\left|M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_{y\max }\right|/\left|M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\right|,$ ${\left(K_x^{\mathrm{\&delta;}}\right)}_L=\left|M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_{x\max }\right|/\left|M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\right|.$

3) damping torque strong coupling definition.

The damping torque coupling has upper limit requirement to the influence of this passage of aircraft handling characteristic, is example with the pitch channel, introduces the definition of the controlled degree of coupling of damping torque.

As aircraft elevating rudder maximum deflection angle δ _ZmaxThe pitching moment that produces can effectively offset other passages when pivoting damping coupling to pitch channel, pitch channel is controlled, namely

$\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|+|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y|=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|---\left(21\right)$

Solving the controlled degree of coupling is

${\left(K_z^{\mathrm{\&omega;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|}-1---\left(22\right)$

Here, z represents pitch channel; ω represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling.The controlled degree of coupling of the operating torque coupling of driftage and roll channel

Definition identical with pitch channel.

The degree of coupling interval range of definition triple channel damping torque strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_x^{\mathrm{\&omega;}}\&le;{\left(K_x^{\mathrm{\&omega;}}\right)}_L\\ k_b<K_y^{\mathrm{\&omega;}}\&le;{\left(K_y^{\mathrm{\&omega;}}\right)}_L\\ k_b<K_z^{\mathrm{\&omega;}}\&le;{\left(K_z^{\mathrm{\&omega;}}\right)}_L\end{array}\right.---\left(23\right)$

To at first calculate and analyze the upper bound that can the lower bound of strong coupling and pneumatic coupled characteristic decoupling zero below.In conjunction with pneumatic degree of coupling size, judge the power of each pneumatic coupling terms again.

Analyze the mode of aircraft open cycle system, obtain the lower bound k of strong coupling _bBe 12%.

According to stablizing the controlled degree of coupling definition of coupling torque, it is as follows to calculate the three-channel controlled degree of coupling:

$\left\{\begin{array}{c}{\left(K_z^{\mathrm{\&eta;}}\right)}_L=25.1142\\ {\left(K_y^{\mathrm{\&eta;}}\right)}_L=56.2635\\ {\left(K_x^{\mathrm{\&eta;}}\right)}_L=6.752\end{array}\right.$ $\left\{\begin{array}{c}{\left(K_z^{\mathrm{\&delta;}}\right)}_L=12.4256\\ {\left(K_y^{\mathrm{\&delta;}}\right)}_L=30.4528\\ {\left(K_x^{\mathrm{\&delta;}}\right)}_L=7.1256\end{array}\right.$

By the boundary value of above pneumatic weak coupling and pneumatic strong coupling, obtain the stabilizing moment degree of coupling and satisfy

$\left\{\begin{array}{c}12\%<K_z^{\mathrm{\&eta;}}<{\left(K_z^{\mathrm{\&eta;}}\right)}_L\\ K_y^{\mathrm{\&alpha;}/\mathrm{\&beta;}}<12\%\\ K_x^{\mathrm{\&alpha;}/\mathrm{\&beta;}}<12\%\end{array}\right.$ Stabilizing moment coupling terms then

Be strong coupling,

Be weak coupling,

Be weak coupling.

The operating torque degree of coupling satisfies

$\left\{\begin{array}{c}12\%<K_z^{\mathrm{\&delta;}}<{\left(K_z^{\mathrm{\&delta;}}\right)}_L\\ 12\%<K_y^{\mathrm{\&delta;}}<{\left(K_y^{\mathrm{\&delta;}}\right)}_L\\ 12\%<K_x^{\mathrm{\&delta;}}<{\left(K_x^{\mathrm{\&delta;}}\right)}_L\end{array}\right.$

So triple channel operating torque coupling terms is strong coupling.

Step 4: pneumatic coupling decoupling zero condition and decoupling method.

Step 3 has been divided the degree of coupling interval of weak coupling and strong coupling based on the pneumatic degree of coupling, and this step will provide pneumatic coupling decoupling zero condition and decoupling method respectively at pneumatic weak coupling and pneumatic strong coupling.

(a) the pneumatic decoupling zero under the pneumatic weak coupling of aircraft.

According to definition, pneumatic weak coupling represents that the suffered coupling torque of aircraft passage and the ratio of main force's square of this passage are not more than k _bUnder the pneumatic weak coupling, the coupling of aircraft is very little to the influence of aircraft, in engineering reality, for less coupling, all adopts the method for directly ignoring.Based on the decoupling zero object designs controller of ignoring after the coupling, the stability margin of designed controller and robust performance can successfully manage the less interchannel coupling that exists in the practical object.

For example the pneumatic coupling of three classes is satisfied in the pitch channel

$K_z^{\mathrm{\&eta;}}\&le;k_b\&cap;K_z^{\mathrm{\&delta;}}\&le;k_b\&cap;K_z^{\mathrm{\&omega;}}\&le;k_b=1---\left(24\right)$

Then the pitch channel aerodynamic moment is reduced to:

$M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(25\right)$

It is identical with pitch channel with the decoupling method under pneumatic weak coupling of roll channel to go off course.

(b) the pneumatic decoupling zero under the pneumatic strong coupling of aircraft.

According to the definition of pneumatic strong coupling, the degree of coupling lower bound of pneumatic strong coupling is k _b, the upper bound is unlikely to the controlled degree of coupling (K) out of control for guaranteeing each passage of aircraft _LBelow be example with the pitch channel,, manipulation stable with providing respectively and damping torque strong coupling decoupling method.

The aircraft pitch channel is under the pneumatic strong coupling, and the coupling torque item is bigger to systematic influence, can not directly ignore.Need be with stabilizing moment coupling terms, the operating torque coupling terms of each passage of aircraft, damping torque coupling terms equivalence respectively is the aerodynamic moment item of this passage, concrete grammar is:

1) stabilizing moment coupling terms equivalence

$M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}=\&PlusMinus;K_z^{\mathrm{\&eta;}}\&CenterDot;M_z^{\mathrm{\&alpha;}}\&CenterDot;\mathrm{\&alpha;}---\left(26\right)$

2) operating torque coupling terms equivalence

$M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y=\&PlusMinus;K_z^{\mathrm{\&delta;}}\&CenterDot;M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_z---\left(27\right)$

3) damping torque coupling terms equivalence

$M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y=\&PlusMinus;K_z^{\mathrm{\&omega;}}\&CenterDot;M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(28\right)$

More than various right side polarity determined by the actual polarity of coupling torque and its corresponding moment.

For example the pneumatic coupling of three classes is satisfied in the pitch channel

$k_b<K_z^{\mathrm{\&eta;}}\&le;{\left(K_z^{\mathrm{\&eta;}}\right)}_L\&cap;k_b<K_z^{\mathrm{\&delta;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L\&cap;k_b<K_z^{\mathrm{\&omega;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L=1---\left(29\right)$

Obviously, utilize formula (26), (27), (28) can be with the stable coupling torque of passage, handle the moment item that coupling torque is expressed as this passage.The pitch channel aerodynamic moment is converted into:

$M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\&PlusMinus;K_z^{\mathrm{\&beta;}/\mathrm{\&alpha;}}\&CenterDot;M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\&PlusMinus;K_z^{\mathrm{\&delta;}}\&CenterDot;M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\&PlusMinus;K_z^{\mathrm{\&omega;}}\&CenterDot;M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(30\right)$

In certain trajectory interval, very little if the pneumatic angle of aircraft changes, the coupling torque equivalent coefficient can be approximately piecewise constant function, thereby the aerodynamic moment item that effectively will be coupled is eliminated.

It is identical with pitch channel with the decoupling method analysis under pneumatic strong coupling of roll channel to go off course.

Each pneumatic coupling terms of analyzing based on step 3 strong/a little less than, formula (7.1) is carried out simplifying towards the model decoupling zero of control.Pneumatic weakness coupling

Directly ignore pneumatic strong coupling item

And

Equivalence is converted into

$\left\{\begin{array}{c}{M}_z^{\mathrm{\&beta;}}\mathrm{\&beta;}=\&PlusMinus;K_z^{\mathrm{\&beta;}/\mathrm{\&alpha;}}{M}_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\\ M_x^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y=\&PlusMinus;K_x^{\mathrm{\&delta;}}{M}_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\\ M_y^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x=\&PlusMinus;K_y^{\mathrm{\&delta;}}{M}_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\\ M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x=\&PlusMinus;K_z^{\mathrm{\&delta;}}{M}_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\end{array}\right.$

So formula (7.1) becomes

$\left\{\begin{array}{c}{M}_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+K_x^{\mathrm{\&delta;}}{M}_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\\ M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+K_y^{\mathrm{\&delta;}}{M}_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\\ M_z={\mathrm{<figure-callout\; id="0"\; label="M\; z"\; filenames="HDA00002853853700011.png,HDA00002853853700012.png"\; state="\{\{state\}\}">M</figure-callout>}}_z+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+K_z^{\mathrm{\&beta;}/\mathrm{\&alpha;}}{M}_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+K_z^{\mathrm{\&delta;}}{M}_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\end{array}\right.---\left(30.1\right)$

Characterize (7.1) with original aerodynamic moment and compare, each passage only comprises the moment item of this passage self in the formula (30.1), does not contain pneumatic coupling terms, has realized three-channel pneumatic coupling model decoupling zero.

So far, the decoupling zero of the pneumatic coupling of aircraft proposed by the invention is finished.

Claims (2)

1. pneumatic strong coupling decoupling method of aircraft is characterized in that may further comprise the steps:

Step 1, aerodynamic moment coupling model are set up;

1) the moment M of pitch channel _zBe expressed as:

$M_z=M_{z0}+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}+{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(1\right)$

In the formula,

Be respectively m _zAbout α, δ _z,

Partial derivative;

Be the zero dimension derivative, L is the characteristic length of body, and V is flying speed; M _Z0Be to work as

The time pitching moment;

When considering driftage and roll channel to the pneumatic coupling effect of pitch channel, the coupling terms of thinking has:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of yaw rudder and Jenkel rudder

3. aircraft is around Ox ₁Axle and Oy ₁The damping torque coupling terms that axle produces

Convolution (1), pitching moment is expressed as:

$M_z=M_{z0}+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z+M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y---\left(2\right)$

In the formula (2), the moment item of pitch channel self has M _Z0,

Driftage and roll channel to the aerodynamic moment item of pitch channel coupling are:

2) jaw channel moment is aerodynamic couple Oy on missile coordinate system ₁Component on the axle, it makes aircraft around Oy ₁Axle rotates; Under situation about not considering under any pneumatic coupling of interchannel, jaw channel moment M _yBe expressed as:

$M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y---\left(3\right)$

In the formula, Be respectively M _yAbout β, δ _y,

Partial derivative;

It is the zero dimension derivative; Because aircraft is the minute surface symmetry, so M _Y0=0;

When considering pitching and roll channel to the pneumatic coupling effect of jaw channel, yawing includes:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of Jenkel rudder and elevating rudder

3. aircraft is around Oz ₁Axle and Ox ₁The damping torque coupling terms that axle produces

Convolution (3), yawing is expressed as:

$M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_y^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_y^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_y^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(4\right)$

In the formula (4), the moment item of jaw channel self has:

Lift-over and pitch channel to the aerodynamic moment item of jaw channel coupling are:

3) roll channel moment is to act on carry-on aerodynamic moment Ox on missile coordinate system ₁Component on the axle, roll channel moment makes aircraft around Ox ₁Axle tilts; Under situation about not considering under any pneumatic coupling of interchannel, the moment M of roll channel _xBe expressed as:

$M_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x---\left(5\right)$

When considering pitching and jaw channel to the pneumatic coupling effect of roll channel, rolling moment includes:

1. stabilizing moment coupling terms

2. the operating torque coupling terms that produces of yaw rudder and elevating rudder

3. aircraft is around Oy ₁Axle and Oz ₁The damping torque coupling terms that axle produces

Convolution (5), rolling moment is expressed as:

$M_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x{+M}_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_x^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_x^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_x^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(6\right)$

In the formula (6), the moment item of roll channel self has:

Pitching and jaw channel to the aerodynamic moment item of roll channel coupling are:

Comprehensive above-mentioned three-channel moment coefficient expression formula, aircraft aerodynamic moment coupling model forms of characterization is:

$\left\{\begin{array}{c}{M}_x=M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_x^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_x^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_x^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_x^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\\ M_y=M_y^{\mathrm{\&beta;}}\mathrm{\&beta;}+M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y+M_y^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_y^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_y^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_y^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\\ M_z=M_{z0}+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z+M_z^{\mathrm{\&beta;}}{\mathrm{\&beta;}+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y+M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}^{}\end{array}---\left(7\right)\right.-$

Step 2, the definition of pneumatic coupling evaluation index;

Pneumatic coupling evaluation index---the degree of coupling is defined as follows:

In the formula, passage i gets roll channel x, jaw channel y, pitch channel z respectively; M gets stable coupling torque item η, the operating torque coupling terms δ that control surface deflection causes that pneumatic angle causes, the damping torque coupling terms ω that aircraft sways respectively;

(a) the stabilizing moment degree of coupling is as follows:

$K_z^{\mathrm{\&eta;}}=\frac{\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}\&times;100\%---\left(9\right)$

(b) the operating torque degree of coupling is as follows:

$K_z^{\mathrm{\&delta;}}=\frac{|M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y|}{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|}\&times;100\%---\left(10\right)$

(c) the damping torque degree of coupling is as follows:

$M_z^{\mathrm{\&omega;}}=\frac{|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y|}{\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|}\&times;100\%---\left(11\right)$

The pneumatic degree of coupling definition of jaw channel and roll channel is identical with pitch channel;

Step 3: pneumatic coupling feature definition;

Pneumatic coupled characteristic evaluation index---the definition of the degree of coupling that integrating step two is determined according to the size of the degree of coupling, is finished the definition of pneumatic strong coupling and pneumatic weak coupling feature;

(a) pneumatic weak coupling definition;

The weak coupling of definition stabilizing moment is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\&eta;}}\&le;k_b& K_y^{\mathrm{\&eta;}}\&le;k_b& K_x^{\mathrm{\&eta;}}\&le;k_b---\left(12\right)\end{array}$

The weak coupling of definition operating torque is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\&delta;}}\&le;k_b& K_y^{\mathrm{\&delta;}}\&le;k_b& K_x^{\mathrm{\&delta;}}\&le;k_b---\left(13\right)\end{array}$

The weak coupling of definition damping torque is not higher than k for each passage degree of coupling _b, namely

$\begin{array}{ccc}{K}_z^{\mathrm{\&omega;}}\&le;k_b& K_y^{\mathrm{\&omega;}}\&le;k_b& K_x^{\mathrm{\&omega;}}\&le;k_b---\left(14\right)\end{array}$

(b) pneumatic strong coupling definition;

At first introduce each pneumatic coupling upper bound---controlled degree of coupling definition provides the strong coupling definition then;

1) stabilizing moment strong coupling definition;

In stabilizing moment, stablize under the acting in conjunction of coupling torque, behind the pneumatic rudder face of this passage of deflection, can control aircraft and reach the instruction attitude, then this aircraft is controlled, otherwise uncontrollable; As the tolerable upper limit of the pneumatic coupling of aircraft, the corresponding degree of coupling is referred to as the controlled degree of coupling with the controlled critical point of each passage of aircraft;

Elevating rudder maximum deflection angle δ when aircraft _ZmaxBut the time when producing the suffered stabilizing moment of pitching moment active balance aircraft pitch channel and stable coupling torque effect sum

$\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|+\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|=|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|---\left(15\right)$

Solving the controlled degree of coupling is:

${\left(K_z^{\mathrm{\&eta;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}-1---\left(16\right)$

In the formula, z represents pitch channel; η represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling;

Controlled coupling has characterized the tolerable upper limit of the pneumatic coupling of aircraft; If when coupling surpassed the controlled degree of coupling, it is unstable that aircraft will become, and can't realize decoupling zero;

The degree of coupling interval of definition triple channel stabilizing moment strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_z^{\mathrm{\&eta;}}\&le;{\left(K_z^{\mathrm{\&eta;}}\right)}_L\\ k_b<K_y^{\mathrm{\&eta;}}\&le;{\left(K_y^{\mathrm{\&eta;}}\right)}_L\\ k_b<K_x^{\mathrm{\&eta;}}\&le;{\left(K_x^{\mathrm{\&eta;}}\right)}_L\end{array}---\left(17\right)\right.$

In the formula,

With

Be the upper bound of each passage stabilizing moment strong coupling, the i.e. controlled degree of coupling; And ${\left(K_z^{\mathrm{\&eta;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\right|}-1,$ ${\left(K_y^{\mathrm{\&eta;}}\right)}_L=\frac{|M_y^{{\mathrm{\&delta;}}_y}\&CenterDot;{\mathrm{\&delta;}}_{y\max }|}{\left|M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}-1,$ ${\left(K_x^{\mathrm{\&eta;}}\right)}_L=\frac{|M_x^{{\mathrm{\&delta;}}_x}\&CenterDot;{\mathrm{\&delta;}}_{x\max }|}{\left|M_x^{\mathrm{\&beta;}}\mathrm{\&beta;}\right|}-1;$

2) operating torque strong coupling definition;

As aircraft elevating rudder maximum deflection angle δ _ZmaxThe pitching moment that produces can effectively offset other passage control surface deflections to the manipulation coupling of pitch channel the time, pitch channel is controlled, namely

$\left|M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\right|+\left|M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\right|=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|---\left(18\right)$

Consider

With

The most abominable situation in the time of in the same way, the operating torque degree of coupling of this moment is the controlled degree of coupling

Satisfy

${\left(K_z^{\mathrm{\&delta;}}\right)}_L=\frac{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|}{\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|}---\left(19\right)$

In the formula, z represents pitch channel; δ represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling; The controlled degree of coupling of the operating torque coupling of driftage and roll channel

The same pitch channel of definition;

The degree of coupling interval of definition triple channel operating torque strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_z^{\mathrm{\&delta;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L\\ k_b<K_y^{\mathrm{\&delta;}}\&le;{\left(K_y^{\mathrm{\&delta;}}\right)}_L\\ k_b<K_x^{\mathrm{\&delta;}}\&le;{\left(K_x^{\mathrm{\&delta;}}\right)}_L\end{array}\mathrm{}\right.---\left(20\right)$

In the formula,

With

For each passage operating torque strong coupling be the controlled degree of coupling, and ${\left(K_z^{\mathrm{\&delta;}}\right)}_L=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|/\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\right|,$ ${\left(K_y^{\mathrm{\&delta;}}\right)}_L=\left|M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_{y\max }\right|/\left|M_y^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y\right|,$ ${\left(K_x^{\mathrm{\&delta;}}\right)}_L=\left|M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_{x\max }\right|/\left|M_x^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x\right|;$

3) damping torque strong coupling definition;

As aircraft elevating rudder maximum deflection angle δ _ZmaxThe pitching moment that produces can effectively offset other passages when pivoting damping coupling to pitch channel, pitch channel is controlled, namely

$\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|+|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y|=\left|M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_{z\max }\right|---\left(21\right)$

Solving the controlled degree of coupling is

${\left(K_z^{\mathrm{\&omega;}}\right)}_L=\frac{|M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_{z\max }|}{\left|M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\right|}-1---\left(22\right)$

In the formula, z represents pitch channel; ω represents the stable coupling torque item that pneumatic angle causes; Subscript L represents the controlled degree of coupling; The controlled degree of coupling of the operating torque coupling of driftage and roll channel

The same pitch channel of definition;

The degree of coupling interval range of definition triple channel damping torque strong coupling is:

$\left\{\begin{array}{c}{k}_b<K_x^{\mathrm{\&omega;}}\&le;{\left(K_x^{\mathrm{\&omega;}}\right)}_L\\ k_b<K_y^{\mathrm{\&omega;}}\&le;{\left(K_y^{\mathrm{\&omega;}}\right)}_L\\ k_b<K_z^{\mathrm{\&omega;}}\&le;{\left(K_z^{\mathrm{\&omega;}}\right)}_L\end{array}---\left(23\right)\right.$

Step 4: pneumatic coupling decoupling zero condition and decoupling method;

(a) the pneumatic decoupling zero under the pneumatic weak coupling of aircraft;

According to definition, pneumatic weak coupling represents that the suffered coupling torque of aircraft passage and the ratio of main force's square of this passage are not more than k _bUnder the pneumatic weak coupling, the coupling of aircraft is very little to the influence of aircraft, in engineering reality, for less coupling, all adopts the method for directly ignoring;

The pneumatic coupling of three classes is satisfied in the pitch channel

$K_z^{\mathrm{\&eta;}}\&le;k_b\&cap;K_z^{\mathrm{\&delta;}}\&le;k_b\&cap;K_z^{\mathrm{\&omega;}}\&le;k_b=1---\left(24\right)$

Then the pitch channel aerodynamic moment is reduced to:

$M_z=M_{z0}+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(25\right)$

The same pitch channel of decoupling method under pneumatic weak coupling of driftage and roll channel;

(b) the pneumatic decoupling zero under the pneumatic strong coupling of aircraft;

According to the definition of pneumatic strong coupling, the degree of coupling lower bound of pneumatic strong coupling is k _b, the upper bound is unlikely to the controlled degree of coupling (K) out of control for guaranteeing each passage of aircraft _L

The aircraft pitch channel is under the pneumatic strong coupling, and the coupling torque item is bigger to systematic influence, can not directly ignore; Need be with stabilizing moment coupling terms, the operating torque coupling terms of each passage of aircraft, damping torque coupling terms equivalence respectively is the aerodynamic moment item of this passage, concrete grammar is:

1) stabilizing moment coupling terms equivalence

$M_z^{\mathrm{\&beta;}}\mathrm{\&beta;}=\&PlusMinus;K_z^{\mathrm{\&eta;}}\&CenterDot;M_z^{\mathrm{\&alpha;}}\&CenterDot;\mathrm{\&alpha;}---\left(26\right)$

2) operating torque coupling terms equivalence

$M_z^{{\mathrm{\&delta;}}_x}{\mathrm{\&delta;}}_x+M_z^{{\mathrm{\&delta;}}_y}{\mathrm{\&delta;}}_y=\&PlusMinus;K_z^{\mathrm{\&delta;}}\&CenterDot;M_z^{{\mathrm{\&delta;}}_z}\&CenterDot;{\mathrm{\&delta;}}_z---\left(27\right)$

3) damping torque coupling terms equivalence

$M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_x+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_y=\&PlusMinus;K_z^{\mathrm{\&omega;}}\&CenterDot;M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(28\right)$

More than various right side polarity determined by the actual polarity of coupling torque and its corresponding moment;

The pneumatic coupling of three classes is satisfied in the pitch channel

$k_b<K_z^{\mathrm{\&eta;}}\&le;{\left(K_z^{\mathrm{\&eta;}}\right)}_L\&cap;k_b<K_z^{\mathrm{\&delta;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L\&cap;k_b<K_z^{\mathrm{\&omega;}}\&le;{\left(K_z^{\mathrm{\&delta;}}\right)}_L=1---\left(29\right)$

Obviously, utilize formula (26), (27), (28) can be with the stable coupling torque of passage, handle the moment item that coupling torque is expressed as this passage; The pitch channel aerodynamic moment is converted into:

$M_z=M_{z0}+M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}\&PlusMinus;K_z^{\mathrm{\&beta;}/\mathrm{\&alpha;}}\&CenterDot;M_z^{\mathrm{\&alpha;}}\mathrm{\&alpha;}+M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z\&PlusMinus;K_z^{\mathrm{\&delta;}}\&CenterDot;M_z^{{\mathrm{\&delta;}}_z}{\mathrm{\&delta;}}_z+M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z\&PlusMinus;K_z^{\mathrm{\&omega;}}\&CenterDot;M_z^{{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z}{\stackrel{\&OverBar;}{\mathrm{\&omega;}}}_z---\left(30\right)$

The decoupling method under pneumatic strong coupling of driftage and roll channel is analyzed same pitch channel.

2. the pneumatic strong coupling decoupling method of aircraft according to claim 1 is characterized in that: described k _bSpan is 0～30%.

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