CN104991552A - Shipboard aircraft automatic landing vertical controller based on controller switching, and control method thereof - Google Patents

Abstract

The invention provides a shipboard aircraft automatic landing vertical controlling method based on PID control and optimum-preview servo control switching. In a glide slope path tracking phase, a vertical controller employs a PID control method; in a deck motion compensation phase, i.e., t f seconds before landing, the vertical controller switches to an optimum-preview servo control module, utilizes glide slope path and vertical deck motion future information to perform accurate path tracking control on a shipboard aircraft, and thereby realizes tracking of glide slope path heights and compensation for vertical deck motion; in addition, the optimum-preview servo control module utilizes the future information to perform feedforward control, and can perform average operation on the control surface and accelerator of the shipboard aircraft in advance so as to achieve the purpose of tracking compensation, reduce instantaneous energy, increase a response speed, and ensure safe landing of the shipboard aircraft on a aircraft carrier.

Description

The carrier-borne aircraft auto landing on deck longitudinal controller switched based on controller and control method thereof

Technical field

The present invention relates to a kind of longitudinal control method of carrier-borne aircraft auto landing on deck switched based on conventional project controller (PID controller) and optimum prediction servo controller, particularly relate to a kind of warship glide path Trajectory Tracking Control and deck motion compensation control method, belong to technical field of flight control.

Background technology

Carrier-borne aircraft can safely, accurately warship be one of gordian technique of aircraft carrier/carrier-borne aircraft Weapon Combat system.And in carrier-borne aircraft auto landing on deck process, glide path trace information is known in advance, in order to improve the security of carrier landing, known glide path trace information is used to control to have important construction value to carrier-borne aircraft auto landing on deck.

Carrier landing generally adopts glide path track following warship.So-called glide path track following warship (downslide of carrier-borne aircraft isogonism), entering warship and the final stage of warship, after carrier-borne aircraft intercepts and captures suitable glide path track, keep identical glide paths angle, the angle of pitch, speed and deflection ratio always, until carrier-borne aircraft and aircraft carrier flight-deck collide, realize impacting type and warship.Due to the impact of deck motion, carrier-borne aircraft auto landing on deck overall process can be divided into two stages, and one is the glide path track following stage, and two is deck motion compensation stages.Carrier-borne aircraft generally before warship 12.5s deck motion prediction information is added in auto landing on deck control system, allow carrier-borne aircraft follow the tracks of glide paths process in follow the tracks of deck motion simultaneously.In the actual deck motion compensation stage, conventional project controller (PID controller) is difficult to make carrier-borne aircraft at last warship stage perfect tracking deck motion, thus reduces warship success ratio.Therefore, in the deck motion compensation stage, if adopt the control method that can utilize deck motion prediction information, be then conducive to realizing the tracking to deck motion, thus improve warship performance.

At present, for the research of carrier-borne aircraft auto landing on deck, the emphasis of Chinese scholars research is all only considering that the current information of glide path and deck motion carrys out design control law.And carrier-borne aircraft glide path trace information and deck motion information in downslide process be can preview information, but Chinese scholars does not utilize these foreseeable Future Informations to control carrier-borne aircraft.

Summary of the invention

For the problems referred to above, the present invention designs a kind of based on conventional project control (PID control) and the optimum longitudinal control method of carrier-borne aircraft auto landing on deck predicted servocontrol and switch, in the glide path track following stage, longitudinal controller adopts conventional project to control (PID control) method, in the deck motion compensation stage, namely warship precontract t _fduring second (engineering generally gets 12.5 seconds), longitudinal controller is switched to optimum prediction servocontrol, utilize the Future Information of glide path track and longitudinal deck motion to carry out Exact trajectory tracking control to carrier-borne aircraft, thus realize the tracking of glide path height and the compensation of longitudinal deck motion.And, utilize Future Information to carry out feedforward control, average operation can be implemented to reach tracing compensation object to the rudder face of carrier-borne aircraft and throttle in advance, reduce instantaneous energy, and accelerate response speed, guarantee carrier-borne function on aircraft carrier safety warship.

Technical scheme of the present invention is: the carrier-borne aircraft auto landing on deck longitudinal controller switched based on controller, comprises conventional project control module, optimum prediction servo control module, controller handover module; Described conventional project control module adopts glide path track following warship, for the glide path track following stage; Described optimum prediction servo control module utilizes the Future Information of glide path track and longitudinal deck motion to carry out Trajectory Tracking Control to carrier-borne aircraft, realizes the compensation of tracking to glide path height and longitudinal deck motion, for the deck motion compensation stage; Described controller handover module t before warship _fduring second, controller is switched to optimum prediction servo control module from conventional project control module; The longitudinal direction of described controller handover module controls switching law and is:

$\left[\begin{array}{c}{\mathrm{\&delta;}}_T\\ {\mathrm{\&delta;}}_e\end{array}\right]=\left\{\begin{array}{c}\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PID}}\end{array}\right],t<T-t_f\\ \left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right],t\&GreaterEqual;T-t_f\end{array}\right.,$

In formula: δ _tfor accelerator open degree value of feedback, δ _efor elevating rudder drift angle value of feedback, δ _t ^pIDrepresent the accelerator open degree adopting conventional project control module to calculate, δ _e ^pIDrepresent the elevating rudder drift angle adopting conventional project control module to calculate, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, t is the time variable of timing from warship, t _ffor the controller switching time of setting, namely start the time entering the deck motion compensation stage, T is predetermined warship process T.T..

Further, the computing method of the auto landing on deck Longitudinal Control Law of described optimum prediction servo control module are as follows:

Trim and linearization process are carried out to carrier-borne aircraft full dose nonlinear model, obtain longitudinal state model, obtain discrete-time state model through sliding-model control:

Δx(k+1)＝AΔx(k)+BΔu(k)

Δy(k)＝CΔx(k)

In formula: x=[h, V, α, q, θ] ^t-state vector, y=h-output vector, u=[δ _t, δ _e]-control inputs vector, -desired value vector, -coefficient of regime matrix, -control coefrficient matrix, -output coefficient matrix, Δ represents the deviator with equilibrium state amount; Wherein, h is flying height value of feedback, and V is flying speed value of feedback, and α is angle of attack value of feedback, and q is pitch rate value of feedback, and θ is angle of pitch value of feedback, δ _tfor accelerator open degree value of feedback, δ _efor elevating rudder drift angle value of feedback;

Glide path track following error signal h _erbe defined as:

h _er(k)＝[h _c(k)+h _d(k)]-h(k)

In formula: h _cfor the instruction of predetermined glidepath height, h _dfor deck desirable the discreet value of warship point height;

By glide path track following error signal h _erfirst order difference value and state vector _xfirst order difference value as new state variable, obtain following error system:

$\left[\begin{array}{c}e(k+1)\\ \mathrm{\&Delta;x}(k+1)\end{array}\right]=\left[\begin{array}{cc}{I}_m& -\mathrm{CA}\\ 0& A\end{array}\right]\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right]+\left[\begin{array}{c}-\mathrm{CB}\\ B\end{array}\right]\mathrm{\&Delta;u}\left(k\right)+\left[\begin{array}{c}{I}_m\\ 0\end{array}\right]\mathrm{\&Delta;r}(k+1)$

$e\left(k\right)=\left[\begin{array}{cc}{I}_m& 0\end{array}\right]\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right]$

Be rewritten as further

x(k+1)＝ Ax(k)+ BΔu(k)+ FΔr(k+1)

e(k)＝ Cx(k)

In formula: $\underset{\&OverBar;}{x}\left(k\right)=\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right],\underset{\&OverBar;}{A}=\left[\begin{array}{cc}{I}_m& -\mathrm{CA}\\ 0& A\end{array}\right],\underset{\&OverBar;}{B}=\left[\begin{array}{c}-\mathrm{CB}\\ B\end{array}\right],$ C＝[I _m0]， $\underset{\&OverBar;}{E}=\left[\begin{array}{c}-\mathrm{CE}\\ E\end{array}\right],\underset{\&OverBar;}{F}=\left[\begin{array}{c}{I}_m\\ 0\end{array}\right],$ I _mfor unit battle array;

The known current k moment, the evaluation function of definition error system was the quadratic form comprising tracking error item and controlling increment input item as follows until the desired value of following N step:

$J=\underset{j=1}{\overset{N}{\mathrm{\&Sigma;}}}{\left|\right|e_{k+j}\left|\right|}_{Q_g^{-1}}^2+\underset{j=1}{\overset{N}{\mathrm{\&Sigma;}}}{\left|\right|\mathrm{\&Delta;}{u}_{k+j-1}\left|\right|}_{R^{-1}}^2$

Wherein, -positive semidefinite weight matrix, -positive definite weight matrix;

Optimization method thus, calculates and predicts servo-controlled auto landing on deck Longitudinal Control Law based on optimum:

$\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{\&delta;}}_{T\_\mathrm{trim}}\\ {\mathrm{\&delta;}}_{e\_\mathrm{trim}}\end{array}\right]+\left[\begin{array}{c}{{\mathrm{\&Delta;\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&Delta;\&delta;}}_e}^{\mathrm{PC}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{\&delta;}}_{T\_\mathrm{trim}}\\ {\mathrm{\&delta;}}_{e\_\mathrm{trim}}\end{array}\right]+F_x\left[\begin{array}{c}h\left(k\right)\\ V\left(k\right)\\ \mathrm{\&alpha;}\left(k\right)\\ q\left(k\right)\\ \mathrm{\&theta;}\left(k\right)\end{array}\right]+\underset{j=0}{\overset{N-1}{\mathrm{\&Sigma;}}}{F}_{\mathrm{hc}}(j+1)[h_c(k+j+1)+h_d(k+j+1)]$

$\left\{\begin{array}{c}{F}_x=-{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{A}\\ F_{\mathrm{hc}}(j+1)=-{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\left({\mathrm{\&xi;}}^T\right)}^j{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{F},j=0~(N-1)\\ \mathrm{\&xi;}=[I-\underset{\&OverBar;}{B}{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}]\underset{\&OverBar;}{A}\\ {\underset{\&OverBar;}{R}}^{-1}={\underset{\&OverBar;}{C}}^T{Q}_e\underset{\&OverBar;}{C}+{\underset{\&OverBar;}{A}}^T{[\underset{\&OverBar;}{P}+\underset{\&OverBar;}{B}{R}^{-1}{\underset{\&OverBar;}{B}}^T]}^{-1}\underset{\&OverBar;}{A}\end{array}\right.$

In formula, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, F _xfor STATE FEEDBACK CONTROL matrix, F _hcfor Future Information feedforward control matrix, ξ, pfor intermediate variable, h _dthe ideal obtained for deck motion prediction module the discreet value of warship point height.

Further, described conventional project control module comprises pitching height controller, attitude controller and power compensation controller; Wherein:

Height-holding control law is:

$\mathrm{\&Delta;}{\mathrm{\&theta;}}_c=(K_h^p+\frac{K_h^i}{s}+K_h^{d}s)(\mathrm{\&Delta;}{h}_c-\mathrm{\&Delta;h})$

In formula, θ _cfor angle of pitch value of feedback, h _cfor the instruction of predetermined glidepath height, h is flying height value of feedback, and s is transfer function operator, for height controller parameter, Δ represents the deviator with equilibrium state;

Pitch attitude control law is:

δ _e ^PID＝δ _{e_trim}+Δδ _e ^PID＝δ _{e_trim}-K _qΔq+K _θ(Δθ _c-Δθ)

In formula, δ _e ^pIDrepresent the elevating rudder drift angle adopting conventional project control module to calculate, K _q, K _θfor pitch attitude controller parameter, δ _{e_trim}for the elevating rudder drift angle in equilibrium state vector, q is pitch rate value of feedback;

Power compensation control law is:

${{\mathrm{\&delta;}}_T}^{\mathrm{PID}}={\mathrm{\&delta;}}_{T\_\mathrm{trim}}+\mathrm{\&Delta;}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}={\mathrm{\&delta;}}_{T\_\mathrm{trim}}+\frac{1}{T_{{\mathrm{\&delta;}}_T}s+1}[(\frac{k_{\mathrm{\&alpha;}}}{T_{\mathrm{\&alpha;}}s+1}+\frac{k_{\mathrm{\&alpha;I}}}{s})\mathrm{\&Delta;\&alpha;}+\frac{k_a}{T_{a}s+1}\mathrm{\&Delta;}{a}_z-k_{{\mathrm{\&delta;}}_e}\mathrm{\&Delta;}{\mathrm{\&delta;}}_e]$

In formula, δ _t ^pIDrepresent the accelerator open degree adopting conventional project control module to calculate, α is angle of attack value of feedback, a _zfor normal acceleration value of feedback, δ _efor elevating rudder drift angle value of feedback, t _αand T _afor respective sensor time constant filter, k _α, k _{α I}, k _aand for throttle control parameter, δ _{t_trim}for the accelerator open degree in equilibrium state vector.

Further, described t _fit is 12.5 seconds.

The present invention also provides a kind of longitudinal control method of carrier-borne aircraft auto landing on deck switched based on controller, and concrete steps are as follows:

The first step: carrier-borne aircraft starts warship, enter the glide path track following stage, auto landing on deck longitudinal controller adopts conventional project control module to control, and described conventional project control module adopts glide path track following warship, for the glide path track following stage;

Second step: t before tactile warship _fduring second, auto landing on deck longitudinal controller receives deck motion prediction information, by controller handover module, auto landing on deck longitudinal controller is automatically switched to optimum prediction servo control module by conventional project control module, described optimum prediction servo control module utilizes the Future Information of glide path track and longitudinal deck motion to carry out Trajectory Tracking Control to carrier-borne aircraft, realize the tracking of glide path height and the compensation of longitudinal deck motion, for the deck motion compensation stage;

Wherein: the longitudinal controller switching law of controller handover module is:

$\left[\begin{array}{c}{\mathrm{\&delta;}}_T\\ {\mathrm{\&delta;}}_e\end{array}\right]=\left\{\begin{array}{c}\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PID}}\end{array}\right],t<T-t_f\\ \left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right],t\&GreaterEqual;T-t_f\end{array}\right.,$

In formula: δ _tfor accelerator open degree, δ _efor elevating rudder drift angle, δ _t ^pIDrepresent the accelerator open degree adopting pid control module to calculate, δ _e ^pIDrepresent the elevating rudder drift angle adopting pid control module to calculate, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, t is the time variable of timing from warship, t _ffor the controller switching time of setting, namely start the time entering the deck motion compensation stage, T is predetermined warship process T.T..

Further, described conventional project control module adopts PID to control control method.

The invention has the beneficial effects as follows: auto landing on deck longitudinal controller is three modules, conventional project control module, optimum prediction servo control module, controller handover module.Wherein, auto landing on deck process is divided into two stages: glide path track following stage and deck motion compensation stage.

In the glide path track following stage, auto landing on deck longitudinal controller adopts conventional project control module.

In the deck motion compensation stage, namely warship precontract t _fduring second (engineering generally gets 12.5 seconds), longitudinal controller is switched to optimum prediction servocontrol, utilize the Future Information of glide path track and longitudinal deck motion to carry out Exact trajectory tracking control to carrier-borne aircraft, thus realize the tracking of glide path height and the compensation of longitudinal deck motion.And, utilize Future Information to carry out feedforward control, average operation can be implemented to reach tracing compensation object to the rudder face of carrier-borne aircraft and throttle in advance, reduce instantaneous energy, and accelerate response speed, guarantee carrier-borne function on aircraft carrier safety warship.

Accompanying drawing explanation

fig. 1for carrier-borne aircraft nonlinear model system architecture figure;

fig. 2for the longitudinal foresee controlling Nonlinear system structure of carrier-borne aircraft figure;

fig. 3for carrier-borne aircraft auto landing on deck glide path height tracing curve of the present invention;

fig. 4for the longitudinal deck motion aircraft pursuit course of carrier-borne aircraft auto landing on deck of the present invention.

Embodiment

Below in conjunction with accompanying drawingthe present invention is further illustrated.

The first step: carrier-borne aircraft starts warship, enters the glide path track following stage, and auto landing on deck longitudinal controller adopts conventional project control module.

The design of conventional project control module

Carrier-borne aircraft auto landing on deck Longitudinal Control System based on conventional project control method forms primarily of pitching height controller, attitude controller and power compensation controller.The method for designing of this control method with reference to the design concept of external carrier-borne aircraft control system.

By automatically regulating the deflection of elevating rudder to control the short-period athletic posture of carrier-borne aircraft, change the glide paths of carrier-borne aircraft, and warship by predetermined glide paths.Height-holding control law is:

$\mathrm{\&Delta;}{\mathrm{\&theta;}}_c=(K_h^p+\frac{K_h^i}{s}+K_h^{d}s)(\mathrm{\&Delta;}{h}_c-\mathrm{\&Delta;h})$

In formula, θ _cfor angle of pitch value of feedback, h _cfor the instruction of predetermined glidepath height, h is flying height value of feedback, and s is transfer function operator, for height controller parameter, Δ represents the deviator with equilibrium state;

Pitch attitude control law is:

δ _e ^PID＝δ _{e_trim}+Δδ _e ^PID＝δ _{e_trim}-K _qΔq+K _θ(Δθ _c-Δθ)

In formula, δ _e ^pIDrepresent the elevating rudder drift angle adopting conventional project control module to calculate, K _q, K _θfor pitch attitude controller parameter, δ _{e_trim}for the elevating rudder drift angle in equilibrium state vector, q is pitch rate value of feedback.

Engine power bucking-out system controls the angle of attack of carrier-borne aircraft and speed, and design philosophy regulates throttle by the variable quantity of the angle of attack and integration thereof, thus make carrier-borne function remain the benchmark angle of attack, thus have good tracking response to the angle of pitch in longitudinal track angle; Then addition method is to acceleration signal, increases the damping of system long period, effectively improves system response characteristic; The operation information of pneumatic rudder is introduced throttle, can effectively suppress pneumatic rudder kick on the impact of flying speed and the angle of attack.Therefore, power compensation control law is:

${{\mathrm{\&delta;}}_T}^{\mathrm{PID}}={\mathrm{\&delta;}}_{T\_\mathrm{trim}}+\mathrm{\&Delta;}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}={\mathrm{\&delta;}}_{T\_\mathrm{trim}}+\frac{1}{T_{{\mathrm{\&delta;}}_T}s+1}[(\frac{k_{\mathrm{\&alpha;}}}{T_{\mathrm{\&alpha;}}s+1}+\frac{k_{\mathrm{\&alpha;I}}}{s})\mathrm{\&Delta;\&alpha;}+\frac{k_a}{T_{a}s+1}\mathrm{\&Delta;}{a}_z-k_{{\mathrm{\&delta;}}_e}\mathrm{\&Delta;}{\mathrm{\&delta;}}_e]$

In formula, δ _t ^pIDrepresent the accelerator open degree adopting conventional project control module to calculate, α is angle of attack value of feedback, a _zfor normal acceleration value of feedback, δ _efor elevating rudder drift angle value of feedback, t _αand T _afor respective sensor time constant filter, k _α, k _{α I}, k _aand for throttle control parameter, δ _{t_trim}for the accelerator open degree in equilibrium state vector.

Second step: t before tactile warship _fduring (engineering generally gets 12.5 seconds) second, auto landing on deck longitudinal controller receives deck motion prediction information, by controller handover module, auto landing on deck longitudinal controller is automatically switched to optimum prediction servo control module by conventional project control module, described optimum prediction servo control module utilizes the Future Information of glide path track and longitudinal deck motion to carry out Trajectory Tracking Control to carrier-borne aircraft, realize the tracking of glide path height and the compensation of longitudinal deck motion, for the deck motion compensation stage;

The computing method of the auto landing on deck Longitudinal Control Law of optimum prediction servo control module are as follows:

To carrier-borne aircraft full dose nonlinear model ( as Fig. 1, shown in 2) carry out trim and linearization process, obtain longitudinal state model, obtain discrete-time state model through sliding-model control:

Δx(k+1)＝AΔx(k)+BΔu(k)

Δy(k)＝CΔx(k)

In formula: x=[h, V, α, q, θ] ^t-state vector, y=h-output vector, u=[δ _t, δ _e]-control inputs vector, -desired value vector, -coefficient of regime matrix, -control coefrficient matrix, -output coefficient matrix, Δ represents the deviator with equilibrium state amount; Wherein, h is flying height value of feedback, and V is flying speed value of feedback, and α is angle of attack value of feedback, and q is pitch rate value of feedback, and θ is angle of pitch value of feedback, δ _tfor accelerator open degree value of feedback, δ _efor elevating rudder drift angle value of feedback;

Glide path track following error signal h _erbe defined as:

h _er(k)＝[h _c(k)+h _d(k)]-h(k)

In formula: h _cfor the instruction of predetermined glidepath height, h _dfor deck desirable the discreet value of warship point height;

By glide path track following error signal h _erfirst order difference value and the first order difference value of state vector x as new state variable, obtain following error system:

$\left[\begin{array}{c}e(k+1)\\ \mathrm{\&Delta;x}(k+1)\end{array}\right]=\left[\begin{array}{cc}{I}_m& -\mathrm{CA}\\ 0& A\end{array}\right]\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right]+\left[\begin{array}{c}-\mathrm{CB}\\ B\end{array}\right]\mathrm{\&Delta;u}\left(k\right)+\left[\begin{array}{c}{I}_m\\ 0\end{array}\right]\mathrm{\&Delta;r}(k+1)$

$e\left(k\right)=\left[\begin{array}{cc}{I}_m& 0\end{array}\right]\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right]$

Be rewritten as further:

x(k+1)＝ Ax(k)+ BΔu(k)+ FΔr(k+1)

e(k)＝ Cx(k)

In formula: $\underset{\&OverBar;}{x}\left(k\right)=\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right],\underset{\&OverBar;}{A}=\left[\begin{array}{cc}{I}_m& -\mathrm{CA}\\ 0& A\end{array}\right],\underset{\&OverBar;}{B}=\left[\begin{array}{c}-\mathrm{CB}\\ B\end{array}\right],$ C＝[I _m0]， $\underset{\&OverBar;}{E}=\left[\begin{array}{c}-\mathrm{CE}\\ E\end{array}\right],\underset{\&OverBar;}{F}=\left[\begin{array}{c}{I}_m\\ 0\end{array}\right],$ I _mfor unit battle array;

The known current k moment, the evaluation function of definition error system was the quadratic form comprising tracking error item and controlling increment input item as follows until the desired value of following N step:

$J=\underset{j=1}{\overset{N}{\mathrm{\&Sigma;}}}{\left|\right|e_{k+j}\left|\right|}_{Q_g^{-1}}^2+\underset{j=1}{\overset{N}{\mathrm{\&Sigma;}}}{\left|\right|\mathrm{\&Delta;}{u}_{k+j-1}\left|\right|}_{R^{-1}}^2$

Wherein, -positive semidefinite weight matrix, -positive definite weight matrix;

Optimization method thus, calculates and predicts servo-controlled auto landing on deck Longitudinal Control Law based on optimum:

$\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{\&delta;}}_{T\_\mathrm{trim}}\\ {\mathrm{\&delta;}}_{e\_\mathrm{trim}}\end{array}\right]+\left[\begin{array}{c}{{\mathrm{\&Delta;\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&Delta;\&delta;}}_e}^{\mathrm{PC}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{\&delta;}}_{T\_\mathrm{trim}}\\ {\mathrm{\&delta;}}_{e\_\mathrm{trim}}\end{array}\right]+F_x\left[\begin{array}{c}h\left(k\right)\\ V\left(k\right)\\ \mathrm{\&alpha;}\left(k\right)\\ q\left(k\right)\\ \mathrm{\&theta;}\left(k\right)\end{array}\right]+\underset{j=0}{\overset{N-1}{\mathrm{\&Sigma;}}}{F}_{\mathrm{hc}}(j+1)[h_c(k+j+1)+h_d(k+j+1)]$

$\left\{\begin{array}{c}{F}_x=-{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{A}\\ F_{\mathrm{hc}}(j+1)=-{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\left({\mathrm{\&xi;}}^T\right)}^j{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{F},j=0~(N-1)\\ \mathrm{\&xi;}=[I-\underset{\&OverBar;}{B}{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}]\underset{\&OverBar;}{A}\\ {\underset{\&OverBar;}{R}}^{-1}={\underset{\&OverBar;}{C}}^T{Q}_e\underset{\&OverBar;}{C}+{\underset{\&OverBar;}{A}}^T{[\underset{\&OverBar;}{P}+\underset{\&OverBar;}{B}{R}^{-1}{\underset{\&OverBar;}{B}}^T]}^{-1}\underset{\&OverBar;}{A}\end{array}\right.$

In formula, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, F _xfor STATE FEEDBACK CONTROL matrix, F _hcfor Future Information feedforward control matrix, ξ, pfor intermediate variable, h _dthe ideal obtained for deck motion prediction module the discreet value of warship point height.

Wherein: the longitudinal controller switching law of controller handover module is:

$\left[\begin{array}{c}{\mathrm{\&delta;}}_T\\ {\mathrm{\&delta;}}_e\end{array}\right]=\left\{\begin{array}{c}\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PID}}\end{array}\right],t<T-t_f\\ \left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right],t\&GreaterEqual;T-t_f\end{array}\right.,$

In formula: δ _tfor accelerator open degree, δ _efor elevating rudder drift angle, δ _t ^pIDrepresent the accelerator open degree adopting pid control module to calculate, δ _e ^pIDrepresent the elevating rudder drift angle adopting pid control module to calculate, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, t is the time variable of timing from warship, t _ffor the controller switching time of setting, namely start the time entering the deck motion compensation stage, T is predetermined warship process T.T..

Above-mentioned accelerator open degree control signal δ _t, elevating rudder drift angle control signal δ _esend to fore-and-aft control topworks, namely send to throttle servo loop and elevating rudder servo loop respectively, control carrier-borne aircraft sporting flying state together with horizontal side direction aileron, yaw rudder control signal, realize auto landing on deck and control.

In order to verify the validity of the present invention on carrier-borne aircraft auto landing on deck controls, emulate as follows.Emulation tool adopts MATLAB software, during analysis, carrier-borne aircraft kinetic model adopts the correlation parameter of F/A-18, aircraft carrier object adopts " Nimitz " number aircraft carrier, glide-slope tracking is adopted warship in emulation experiment, the glide-slope tracking time should be 56.3s, the pitch angle of glide path is 3.5 °, the initial velocity V of carrier-borne aircraft ₀for 70m/s, elemental height is 240.7m, and initial lateral deviation is apart from being-1m, and the sampling time is 0.1s, and prediction step number is 12, and the prediction device estimated time is 1.2s.

fig. 3for the aircraft pursuit course of glide path track, fig. 4represent that carrier-borne aircraft is to the aircraft pursuit course of deck motion.By in figurecan find out that the tracking effect of carrier-borne aircraft to glide path track based on conventional project control method is good.When before warship, deck motion prediction information adds in automated carrier landing system by 12.5s, very fast based on the servo-controlled longitudinal deck motion tracking response speed of optimum prediction, tracking effect is fine, has more better than conventional project control method warship performance.

Can be drawn by simulation result, a kind of longitudinal control method of carrier-borne aircraft auto landing on deck switched based on controller of the present invention can realize carrier-borne aircraft auto landing on deck glide paths well and follow the tracks of and deck motion compensation, thus realizes touching warship safely.

Claims (6)

1. based on the carrier-borne aircraft auto landing on deck longitudinal controller that controller switches, it is characterized in that: comprise conventional project control module, optimum prediction servo control module, controller handover module; Described conventional project control module adopts glide path track following warship, for the glide path track following stage; Described optimum prediction servo control module utilizes the Future Information of glide path track and longitudinal deck motion to carry out Trajectory Tracking Control to carrier-borne aircraft, realizes the compensation of tracking to glide path height and longitudinal deck motion, for the deck motion compensation stage; Described controller handover module t before warship _fduring second, controller is switched to optimum prediction servo control module from conventional project control module; The longitudinal direction of described controller handover module controls switching law and is:

$\left[\begin{array}{c}{\mathrm{\&delta;}}_T\\ {\mathrm{\&delta;}}_e\end{array}\right]=\left\{\begin{array}{cc}\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PID}}\end{array}\right],& t<T-t_f\\ \left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\text{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right],& t\&GreaterEqual;T-t_f\end{array}\right.,$

In formula: δ _tfor accelerator open degree value of feedback, δ _efor elevating rudder drift angle value of feedback, δ _t ^pIDrepresent the accelerator open degree adopting conventional project control module to calculate, δ _e ^pIDrepresent the elevating rudder drift angle adopting conventional project control module to calculate, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, t is the time variable of timing from warship, t _ffor the controller switching time of setting, namely start the time entering the deck motion compensation stage, T is predetermined warship process T.T..

2. the carrier-borne aircraft auto landing on deck longitudinal controller switched based on controller according to claim 1, is characterized in that: the computing method of the auto landing on deck Longitudinal Control Law of described optimum prediction servo control module are as follows:

Trim and linearization process are carried out to carrier-borne aircraft full dose nonlinear model, obtain longitudinal state model, obtain discrete-time state model through sliding-model control:

Δx(k+1)＝AΔx(k)+BΔu(k)

Δy(k)＝CΔx(k)

In formula: x=[h, V, α, q, θ] ^t-state vector, y=h-output vector, u=[δ _t, δ _e]-control inputs vector, -desired value vector, -coefficient of regime matrix, -control coefrficient matrix, -output coefficient matrix, Δ represents the deviator with equilibrium state amount; Wherein, h is flying height value of feedback, and V is flying speed value of feedback, and α is angle of attack value of feedback, and q is pitch rate value of feedback, and θ is angle of pitch value of feedback, δ _tfor accelerator open degree value of feedback, δ _efor elevating rudder drift angle value of feedback;

Glide path track following error signal h _erbe defined as:

h _er(k)＝[h _c(k)+h _d(k)]-h(k)

In formula: h _cfor the instruction of predetermined glidepath height, h _dfor deck desirable the discreet value of warship point height;

By glide path track following error signal h _erfirst order difference value and the first order difference value of state vector x as new state variable, obtain following error system:

$\left[\begin{array}{c}e(k+1)\\ \mathrm{\&Delta;x}(k+1)\end{array}\right]=\left[\begin{array}{cc}{I}_m& -\mathrm{CA}\\ 0& A\end{array}\right]\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right]+\left[\begin{array}{c}-\mathrm{CB}\\ B\end{array}\right]\mathrm{\&Delta;u}\left(k\right)+\left[\begin{array}{c}{I}_m\\ 0\end{array}\right]\mathrm{\&Delta;r}(k+1)$

$e\left(k\right)=\left[\begin{array}{cc}{I}_m& 0\end{array}\right]\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right]$

Be rewritten as further:

x(k+1)＝ Ax(k)+ BΔu(k)+ FΔr(k+1)

e(k)＝ Cx(k)

In formula: $\underset{\&OverBar;}{x}\left(k\right)=\left[\begin{array}{c}e\left(k\right)\\ \mathrm{\&Delta;x}\left(k\right)\end{array}\right],\underset{\&OverBar;}{A}=\left[\begin{array}{cc}{I}_m& -\mathrm{CA}\\ 0& A\end{array}\right],\underset{\&OverBar;}{B}=\left[\begin{array}{c}-\mathrm{CB}\\ B\end{array}\right],\underset{\&OverBar;}{C}=\left[\begin{array}{cc}{I}_m& 0\end{array}\right],\underset{\&OverBar;}{E}=\left[\begin{array}{c}-\mathrm{CE}\\ E\end{array}\right],\underset{\&OverBar;}{F}=\left[\begin{array}{c}{I}_m\\ 0\end{array}\right],$ I _mfor unit battle array;

The known current k moment, the evaluation function of definition error system was the quadratic form comprising tracking error item and controlling increment input item as follows until the desired value of following N step:

$J=\underset{j=1}{\overset{N}{\mathrm{\&Sigma;}}}{\left|\right|e_{k+j}\left|\right|}_{Q_e^{-1}}^2+\underset{j=1}{\overset{N}{\mathrm{\&Sigma;}}}{\left|\right|\mathrm{\&Delta;}{u}_{k+j-1}\left|\right|}_{R^{-1}}^2$

Wherein, -positive semidefinite weight matrix, -positive definite weight matrix;

Optimization method thus, calculates and predicts servo-controlled auto landing on deck Longitudinal Control Law based on optimum:

$\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{\&delta;}}_{T\_\mathrm{trim}}\\ {\mathrm{\&delta;}}_{e\_\mathrm{trim}}\end{array}\right]+\begin{array}{c}\left[\begin{array}{c}{{\mathrm{\&Delta;\&delta;}}_T}^{\mathrm{PC}}\\ {{\mathrm{\&Delta;\&delta;}}_e}^{\mathrm{PC}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{\&delta;}}_{T\_\mathrm{trim}}\\ {\mathrm{\&delta;}}_{e\_\mathrm{trim}}\end{array}\right]+F_x\left[\begin{array}{c}h\left(k\right)\\ v\left(k\right)\\ a\left(k\right)\\ q\left(k\right)\\ \mathrm{\&theta;}\left(k\right)\end{array}\right]+\underset{j=0}{\overset{N-1}{\mathrm{\&Sigma;}}}\end{array}{F}_{\mathrm{hc}}(j+1)[h_c(k+j+1)+h_d(k+j+1)]$

$\left\{\begin{array}{c}{F}_x=-{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{A}\\ F_{\mathrm{hc}}(j+1)={-{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}\underset{\&OverBar;}{B}}^T{\left({\mathrm{\&xi;}}^T\right)}^j{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{F},j=0~(N-1)\\ \mathrm{\&xi;}=[I-\underset{\&OverBar;}{B}{(R+{\underset{\&OverBar;}{B}}^T{\underset{\&OverBar;}{P}}^{-1}\underset{\&OverBar;}{B})}^{-1}{\underset{\&OverBar;}{B}}^{T{}^{}}{\underset{\&OverBar;}{P}}^{-1}]\underset{\&OverBar;}{A}\\ {\underset{\&OverBar;}{P}}^{-1}={\underset{\&OverBar;}{C}}^T{Q}_e\underset{\&OverBar;}{C}+{\underset{\&OverBar;}{A}}^T{[\underset{\&OverBar;}{P}+{\underset{\&OverBar;}{B}R}^{-1}{\underset{\&OverBar;}{B}}^T]}^{-1}\underset{\&OverBar;}{A}\\ \end{array}\right.$

In formula, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, F _xfor STATE FEEDBACK CONTROL matrix, F _hcfor Future Information feedforward control matrix, ξ, pfor intermediate variable, h _dthe ideal obtained for deck motion prediction module the discreet value of warship point height.

3. the carrier-borne aircraft auto landing on deck longitudinal controller switched based on controller according to claim 1, is characterized in that: described conventional project control module comprises pitching height controller, attitude controller and power compensation controller; Wherein:

Height-holding control law is:

${\mathrm{\&Delta;\&theta;}}_c=(K_h^p+\frac{K_h^i}{s}+K_h^{d}s)({\mathrm{\&Delta;h}}_c-\mathrm{\&Delta;h})$

In formula, θ _cfor angle of pitch value of feedback, h _cfor the instruction of predetermined glidepath height, h is flying height value of feedback, and s is transfer function operator, for height controller parameter, Δ represents the deviator with equilibrium state;

Pitch attitude control law is:

δ _e ^PID＝δ _{e_trim}+Δδ _e ^PID＝δ _{e_trim}-K _qΔ _q+K _θ(Δθ _c-Δθ)

In formula, δ _e ^pIDrepresent the elevating rudder drift angle adopting conventional project control module to calculate, K _q, K _θfor pitch attitude controller parameter, δ _{e_trim}for the elevating rudder drift angle in equilibrium state vector, q is pitch rate value of feedback;

Power compensation control law is:

${{\mathrm{\&delta;}}_T}^{\mathrm{PID}}={\mathrm{\&delta;}}_{T\_\mathrm{trim}}+{{\mathrm{\&Delta;\&delta;}}_T}^{\mathrm{PID}}={\mathrm{\&delta;}}_{T\_\mathrm{trim}}+\frac{1}{T_{{\mathrm{\&delta;}}_T}s+1}[(\frac{k_a}{T_{a}s+1}+\frac{k_{\mathrm{aI}}}{s})\mathrm{\&Delta;a}+\frac{k_a}{T_{a}s+1}{\mathrm{\&Delta;a}}_z-k_{{\mathrm{\&delta;}}_e}{\mathrm{\&Delta;\&delta;}}_e],$

In formula, δ _t ^pIDrepresent the accelerator open degree adopting conventional project control module to calculate, α is angle of attack value of feedback, a _zfor normal acceleration value of feedback, δ _efor elevating rudder drift angle value of feedback, t _aand T _afor respective sensor time constant filter, k _α, k _{α I}, k _aand for throttle control parameter, δ _{t_trim}for the accelerator open degree in equilibrium state vector.

4. the carrier-borne aircraft auto landing on deck longitudinal controller switched based on controller according to claim 1, is characterized in that: described t _fit is 12.5 seconds.

5., based on the longitudinal control method of carrier-borne aircraft auto landing on deck that controller switches, it is characterized in that: concrete steps are as follows:

The first step: carrier-borne aircraft starts warship, enter the glide path track following stage, auto landing on deck longitudinal controller adopts conventional project control module to control, and described conventional project control module adopts glide path track following warship, for the glide path track following stage;

Second step: t before tactile warship _fduring second, auto landing on deck longitudinal controller receives deck motion prediction information, by controller handover module, auto landing on deck longitudinal controller is automatically switched to optimum prediction servo control module by conventional project control module, described optimum prediction servo control module utilizes the Future Information of glide path track and longitudinal deck motion to carry out Trajectory Tracking Control to carrier-borne aircraft, realize the tracking of glide path height and the compensation of longitudinal deck motion, for the deck motion compensation stage;

Wherein: the longitudinal controller switching law of controller handover module is:

$\left[\begin{array}{c}{\mathrm{\&delta;}}_T\\ {\mathrm{\&delta;}}_e\end{array}\right]=\left\{\begin{array}{cc}\left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PID}}\\ {{\mathrm{\&delta;}}_e}^{\mathrm{PID}}\end{array}\right],& t>T-t_f\\ \left[\begin{array}{c}{{\mathrm{\&delta;}}_T}^{\mathrm{PC}}\\ {{\text{\&delta;}}_e}^{\mathrm{PC}}\end{array}\right],& t\&le;T-t_f\end{array}\right.$

In formula: δ _tfor accelerator open degree, δ _efor elevating rudder drift angle, δ _t ^pIDrepresent the accelerator open degree adopting pid control module to calculate, δ _e ^pIDrepresent the elevating rudder drift angle adopting pid control module to calculate, δ _t ^pCrepresent the accelerator open degree adopting optimum prediction servo control module to calculate, δ _e ^pCrepresent the elevating rudder drift angle that optimum prediction servo control module calculates, t is the time variable of timing from warship, t _ffor the controller switching time of setting, namely start the time entering the deck motion compensation stage, T is predetermined warship process T.T..

6. the longitudinal control method of carrier-borne aircraft auto landing on deck switched based on controller according to claim 5, is characterized in that: described conventional project control module adopts PID to control control method.