CN105259903A - Method for designing aircraft automatic flight control system rolling attitude control structure based on signal flow graphs - Google Patents
Method for designing aircraft automatic flight control system rolling attitude control structure based on signal flow graphs Download PDFInfo
- Publication number
- CN105259903A CN105259903A CN201510651767.5A CN201510651767A CN105259903A CN 105259903 A CN105259903 A CN 105259903A CN 201510651767 A CN201510651767 A CN 201510651767A CN 105259903 A CN105259903 A CN 105259903A
- Authority
- CN
- China
- Prior art keywords
- roll
- angle
- signal flow
- mode
- aircraft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 title claims abstract description 16
- 238000000034 method Methods 0.000 title claims abstract description 10
- 238000005096 rolling process Methods 0.000 title claims description 12
- 230000033001 locomotion Effects 0.000 claims abstract description 68
- 238000010586 diagram Methods 0.000 claims abstract description 37
- 238000013016 damping Methods 0.000 claims abstract description 13
- 230000005540 biological transmission Effects 0.000 claims abstract description 10
- 230000001133 acceleration Effects 0.000 claims description 3
- 230000014509 gene expression Effects 0.000 claims description 3
- 230000005484 gravity Effects 0.000 claims description 3
- 230000007775 late Effects 0.000 claims 2
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 230000000694 effects Effects 0.000 description 6
- 230000006872 improvement Effects 0.000 description 4
- 230000008054 signal transmission Effects 0.000 description 4
- 230000001808 coupling effect Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Landscapes
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
本发明公开了一种基于信号流图的飞机自动飞控系统滚转姿态控制结构设计方法，首先，从飞机侧向运动总的信号流图中近似分离出荷兰滚运动和滚转运动两种模态的局部信号流图；第二，选择积分器数目最少的前向通道作为各自模态的控制传输通道，确定最佳反馈回路以改善阻尼和自然频率特性；最后，将确定的反馈控制回路配置于侧向运动的总体信号流图，确定侧向滚转姿态控制结构。本发明克服了现有技术中根据设计经验选取反馈控制回路导致无法确定自动飞控系统滚转姿态最佳控制结构的不足。
The invention discloses a method for designing a roll attitude control structure of an aircraft automatic flight control system based on a signal flow diagram. The local signal flow diagram of the state; secondly, select the forward channel with the least number of integrators as the control transmission channel of each mode, and determine the optimal feedback loop to improve the damping and natural frequency characteristics; finally, the determined feedback control loop configuration Based on the overall signal flow diagram of the lateral motion, the roll attitude control structure is determined. The invention overcomes the disadvantage in the prior art that the selection of the feedback control loop based on the design experience cannot determine the optimal control structure of the roll attitude of the automatic flight control system.
Description
技术领域technical field
本发明涉及飞控系统设计，特别是一种基于信号流图的飞机自动飞控系统滚转姿态控制结构设计方法。The invention relates to the design of a flight control system, in particular to a method for designing a roll attitude control structure of an aircraft automatic flight control system based on a signal flow graph.
背景技术Background technique
飞机自动飞控系统滚转姿态控制是飞机侧向运动的内控制回路，且为侧向航迹控制的基本控制器。滚转姿态控制应能够有效改善固有阻尼特性，特别是改善荷兰滚运动的阻尼特性，稳定螺旋运动，并按飞行品质要求改进固有特性，且为外控制回路创造条件；减小扰动影响主要是减小阵风的影响；稳定飞行姿态，或者控制作为飞行航迹控制变量的滚转角；抑制曲线飞行中的侧滑等。滚转姿态控制器的设计目的主要是减轻驾驶员的负担，简化外控制回路，改善系统的线性特性，并降低系统“有效阶数”。The roll attitude control of the aircraft automatic flight control system is the inner control loop of the aircraft's lateral motion, and is the basic controller of the lateral track control. Roll attitude control should be able to effectively improve the inherent damping characteristics, especially to improve the damping characteristics of the Dutch roll motion, stabilize the spiral motion, and improve the inherent characteristics according to the flight quality requirements, and create conditions for the external control loop; The influence of small gusts; stabilize the flight attitude, or control the roll angle as the control variable of the flight path; suppress the sideslip in the curved flight, etc. The design purpose of the roll attitude controller is mainly to reduce the driver's burden, simplify the outer control loop, improve the linear characteristics of the system, and reduce the "effective order" of the system.
飞机自动飞行控制系统控制器的工程初步设计，通常是在全飞行包线内选取若干工作点对飞机非线性运动方程进行线性化和解耦处理，进而根据设计经验选取反馈控制回路，确定控制器的基本结构。然而飞机运动存在大量可使用的状态变量和操纵变量，仅靠设计经验难以选择最佳的控制器总体结构。例如无风情况下，侧向运动中有12个可观测的状态变量和输出变量，并至少具备方向舵和副翼两个操纵变量，这就可能有24条反馈回路。若给这些回路都配上滤波器，那么，要设计约48个甚至更多个控制参数，从工程角度讲，这实际是不可能的。此外，这样的全状态反馈控制结构会使控制器的可靠性大大降低。因此，应设法将反馈回路数目限制到绝对需要的程度。The preliminary engineering design of the controller of the aircraft automatic flight control system usually selects several operating points within the full flight envelope to linearize and decouple the nonlinear motion equation of the aircraft, and then selects the feedback control loop according to the design experience to determine the controller basic structure. However, there are a large number of available state variables and manipulated variables in aircraft motion, and it is difficult to choose the best overall controller structure only by design experience. For example, in the case of no wind, there are 12 observable state variables and output variables in lateral motion, and at least two manipulated variables of rudder and aileron, which may have 24 feedback loops. If these loops are equipped with filters, about 48 or more control parameters need to be designed, which is practically impossible from an engineering point of view. In addition, such a full state feedback control structure will greatly reduce the reliability of the controller. Therefore, try to limit the number of feedback loops to what is absolutely necessary.
信号流图描述了时域模型(即状态方程)和频域模型(即传递函数)之间的关系，便于进行飞行特性分析和确定控制器结构。信号流图以图解的形式更形象地说明飞机运动的物理过程。首先，可用信号流图来讨论固有特性和传递特性，即研究各个方程参数对稳定性、操纵性和可观性的影响。其次，应当用信号流图指出进一步简化方程的可能性。最后，可用与信号流图“内反馈回路”相似的方法估计外反馈的作用，从而设计出更好的控制器结构。The signal flow diagram describes the relationship between the time-domain model (ie, the state equation) and the frequency-domain model (ie, the transfer function), which is convenient for analyzing flight characteristics and determining the controller structure. The signal flow diagram illustrates the physical process of the aircraft movement more vividly in the form of a diagram. First, the signal flow diagram can be used to discuss the inherent characteristics and transfer characteristics, that is, to study the influence of each equation parameter on stability, maneuverability and observability. Second, signal flow diagrams should be used to indicate the possibility of further simplifying the equations. Finally, the effect of external feedback can be estimated in a similar way to the "inner feedback loop" of a signal flow graph, leading to better controller structure design.
在现有技术中，虽然作了许多限制假设并经过线性化处理，但飞机运动方程仍然相当复杂。对于控制器初步设计来说，评估确定合理的控制器结构至关重要。所以，用流程图近似方法再进一步简化方程组和传递函数是很有意义的，这样可以更好地理解物理关系，减少问题的复杂性和计算消耗，划分成局部控制任务(单个控制回路)和局部品质指标，循序渐进地设计控制器。In the prior art, although many restrictive assumptions have been made and linearized, the equations of motion of the aircraft are still quite complex. For the preliminary design of the controller, it is very important to evaluate and determine the reasonable controller structure. Therefore, it is very meaningful to further simplify the equations and transfer functions with the flow chart approximation method, so as to better understand the physical relationship, reduce the complexity and computational consumption of the problem, and divide it into local control tasks (single control loop) and Local quality indicators, step-by-step controller design.
飞机上的一些特殊边界条件(操纵极限、弹性自由度、可靠性等)不允许使用高的控制增益，若对应对象的传输通道的增益越高，则控制器的增益就可能越小，因为这二者的乘积，即回路增益对控制器的作用具有决定性影响。另外，对象传递函数中包含的延迟越小，控制就越简单。因此，为了实施有效控制，应在全部工作范围内选择稳态增益大、尽量无延迟响应的传递通道，这二者可直接由信号流图来确定。Some special boundary conditions on the aircraft (manipulation limit, elastic degree of freedom, reliability, etc.) do not allow the use of high control gains. If the gain of the transmission channel of the corresponding object is higher, the gain of the controller may be smaller, because this The product of the two, the loop gain, has a decisive influence on the action of the controller. Also, the less delays included in the object transfer function, the simpler the control. Therefore, in order to implement effective control, a transmission channel with large steady-state gain and as little delay response as possible should be selected in the entire working range, both of which can be directly determined by the signal flow diagram.
发明内容Contents of the invention
为解决上述问题，本发明提供了一种基于信号流图的飞机自动飞控系统滚转姿态控制结构设计方法。In order to solve the above problems, the present invention provides a method for designing a roll attitude control structure of an aircraft automatic flight control system based on a signal flow graph.
为实现上述目的，本发明采取的技术方案为：In order to achieve the above object, the technical scheme that the present invention takes is:
一种基于信号流图的飞机自动飞控系统滚转姿态控制结构设计方法，包括如下步骤：A method for designing a roll attitude control structure of an aircraft automatic flight control system based on a signal flow graph, comprising the following steps:
S1、分别选取r、β、p、φ为飞机侧向运动状态量，ζ、ξ为飞机侧向运动控制量，每个状态量配置一个积分器，按照飞机侧向运动状态方程S1. Select r, β, p, and φ as the aircraft lateral motion state quantities respectively, and ζ and ξ as the aircraft lateral motion control quantities. Each state quantity is configured with an integrator, according to the aircraft lateral motion state equation
确定r、β、p、φ状态量的微分表达式，即各积分器输入信号，构成飞机侧向运动的总体信号流图；Determine the differential expressions of r, β, p, φ state quantities, that is, the input signals of each integrator, and constitute the overall signal flow diagram of the lateral motion of the aircraft;
式中，分别为偏航角速度、侧滑角、滚转角速度及滚转角对时间的导数，Nr、Nβ、Np分别为偏航力矩对偏航角速度、侧滑角及滚转角速度的导数，Lr、Lβ、Lp分别为滚转力矩对偏航角速度、侧滑角及滚转角速度的导数，Yβ为侧力对侧滑角的导数，g为重力加速度，V0为空速，ξ、ζ分别为副翼偏转角与方向舵偏转角，Nξ、Nζ分别为偏航力矩对副翼偏转角与方向舵偏转角的导数，Yξ、Yζ分别为侧力对副翼偏转角与方向舵偏转角的导数，Lξ、Lζ分别为滚转力矩对副翼偏转角与方向舵偏转角的导数；In the formula, are the derivatives of yaw angular velocity, side slip angle, roll angular velocity and roll angle to time respectively, N r , N β , N p are the derivatives of yaw moment to yaw angular velocity, sideslip angle and roll angular velocity respectively, L r , L β , L p are the derivatives of rolling moment to yaw angular velocity, sideslip angle and roll angular velocity respectively, Y β is the derivative of lateral force to sideslip angle, g is gravity acceleration, V 0 is airspeed, ξ, ζ are aileron deflection angle and rudder deflection angle respectively, N ξ , N ζ are derivatives of yaw moment to aileron deflection angle and rudder deflection angle respectively, Y ξ , Y ζ are lateral force to aileron deflection angle and the derivative of the rudder deflection angle, L ξ and L ζ are the derivatives of the rolling moment to the aileron deflection angle and the rudder deflection angle respectively;
S2、以r、β为状态量，ζ为输入量，选择总的信号流图中延迟效应最小(积分器最少)的传输通道近似分离出飞机侧向运动典型荷兰滚模态信号流图，其状态方程形式为S2, with r, β as the state quantity, ζ as the input quantity, select the transmission channel with the minimum delay effect (the least integrator) in the total signal flow diagram to approximately separate the typical Dutch roll modal signal flow diagram of the aircraft lateral motion, its The state equation is in the form
S3、从荷兰滚模态信号流图中选择唯一可改善荷兰滚模态阻尼特性的偏航角速度到方向舵偏转角的反馈控制回路Nr，选择唯一可改善荷兰滚模态特征频率的侧滑角到方向舵偏转角的反馈控制回路Nβ；S3. Select the only feedback control loop N r from the yaw rate to the rudder deflection angle that can improve the damping characteristics of the Dutch roll mode from the signal flow diagram of the Dutch roll mode, and select the only side slip angle that can improve the characteristic frequency of the Dutch roll mode Feedback control loop N β to rudder deflection angle;
S4、以p、φ和ξ分别为状态量和输入量，选择总的信号流图中延迟效应最小(积分器最少)的传输通道近似分离出飞机侧向运动典型滚转运动模态信号流图，其状态方程形式为S4. Taking p, φ and ξ as the state quantity and input quantity respectively, select the transmission channel with the least delay effect (least integrator) in the total signal flow diagram to approximately separate the typical roll motion modal signal flow diagram of the aircraft lateral motion , whose state equation is of the form
S5、从滚转运动模态信号流图中选择唯一可改善滚转运动模态阻尼特性的滚转角速度到副翼偏转角的反馈控制回路Lp，选择唯一可改善螺旋模态稳定性的滚转角到副翼偏转角的反馈控制回路Lφ；S5. Select the only feedback control loop L p from the roll angular velocity to the aileron deflection angle that can improve the damping characteristics of the roll motion mode from the signal flow diagram of the roll motion mode, and select the only roll motion that can improve the stability of the spiral mode Feedback control loop L φ from rotation angle to aileron deflection angle;
S6、将根据侧向近似荷兰滚模态和滚转模态选择的反馈控制回路同时配置于原系统，并令侧滑角指令始终为0，以减小荷兰滚模态与滚转运动模态的耦合作用；令滚转角指令作为自动飞控系统内回路控制的输入。S6. Configure the feedback control loop selected according to the lateral approximate Dutch roll mode and roll mode in the original system at the same time, and make the sideslip angle command always be 0, so as to reduce the Dutch roll mode and roll motion mode The coupling effect; make the roll angle command as the input of the inner loop control of the automatic flight control system.
本发明具有以下有益效果：The present invention has the following beneficial effects:
将飞机侧向运动线性化方程转化为物理意义明显的信号流图，从总信号流图中近似分离出荷兰滚运动模态和滚转运动模态，进而选择积分器最少的通道为各模态控制通道，并确定反馈控制量以配置相应的反馈回路，从而确定侧向滚转姿态控制器的总体结构，克服了现有技术中根据设计经验选取反馈控制回路导致无法确定自动飞控系统滚转姿态最佳控制结构的不足。Transform the linearization equation of the aircraft lateral motion into a signal flow diagram with obvious physical meaning, approximately separate the Dutch roll motion mode and the roll motion mode from the total signal flow diagram, and then select the channel with the least integrator for each mode control channel, and determine the feedback control amount to configure the corresponding feedback loop, so as to determine the overall structure of the roll attitude controller, which overcomes the inability to determine the roll of the automatic flight control system caused by selecting the feedback control loop based on design experience in the prior art Insufficiency of Attitude Optimal Control Structures.
附图说明Description of drawings
图1本发明实施例中飞机典型侧向运动动力学线性状态方程的信号流图；The signal flow diagram of the typical lateral motion dynamics linear equation of state of the aircraft in the embodiment of the present invention in Fig. 1;
图2本发明实施例中飞机侧向运动典型荷兰滚模态与滚转模态近似信号信号流图；Fig. 2 is an approximate signal flow diagram of typical Dutch roll mode and roll mode of aircraft lateral motion in the embodiment of the present invention;
图3本发明实施例中飞机侧向运动典型滚转姿态控制总体结构信号流图。Fig. 3 is a signal flow diagram of a typical roll attitude control overall structure of an aircraft lateral motion in an embodiment of the present invention.
具体实施方式detailed description
为了使本发明的目的及优点更加清楚明白，以下结合实施例对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。In order to make the objects and advantages of the present invention clearer, the present invention will be further described in detail below in conjunction with the examples. It should be understood that the specific embodiments described here are only used to explain the present invention, not to limit the present invention.
本发明实施例提供了一种基于信号流图的飞机自动飞控系统滚转姿态控制结构设计方法，包括如下步骤：The embodiment of the present invention provides a method for designing a roll attitude control structure of an aircraft automatic flight control system based on a signal flow diagram, including the following steps:
S1、分别选取r、β、p、φ为飞机侧向运动状态量，ζ、ξ为飞机侧向运动控制量，每个状态量配置一个积分器，按照飞机侧向运动状态方程S1. Select r, β, p, and φ as the aircraft lateral motion state quantities respectively, and ζ and ξ as the aircraft lateral motion control quantities. Each state quantity is configured with an integrator, according to the aircraft lateral motion state equation
确定r、β、p、φ状态量的微分表达式，即各积分器输入信号，构成飞机侧向运动的总体信号流图(如图1所示)；Determining the differential expressions of r, β, p, φ state variables, that is, the input signals of each integrator, constitutes the overall signal flow diagram of the lateral motion of the aircraft (as shown in Figure 1);
式中，分别为偏航角速度、侧滑角、滚转角速度及滚转角对时间的导数，Nr、Nβ、Np分别为偏航力矩对偏航角速度、侧滑角及滚转角速度的导数，Lr、Lβ、Lp分别为滚转力矩对偏航角速度、侧滑角及滚转角速度的导数，Yβ为侧力对侧滑角的导数，g为重力加速度，V0为空速，ξ、ζ分别为副翼偏转角与方向舵偏转角，Nξ、Nζ分别为偏航力矩对副翼偏转角与方向舵偏转角的导数，Yξ、Yζ分别为侧力对副翼偏转角与方向舵偏转角的导数，Lξ、Lζ分别为滚转力矩对副翼偏转角与方向舵偏转角的导数；In the formula, are the derivatives of yaw angular velocity, side slip angle, roll angular velocity and roll angle to time respectively, N r , N β , N p are the derivatives of yaw moment to yaw angular velocity, sideslip angle and roll angular velocity respectively, L r , L β , L p are the derivatives of rolling moment to yaw angular velocity, sideslip angle and roll angular velocity respectively, Y β is the derivative of lateral force to sideslip angle, g is gravity acceleration, V 0 is airspeed, ξ, ζ are aileron deflection angle and rudder deflection angle respectively, N ξ , N ζ are derivatives of yaw moment to aileron deflection angle and rudder deflection angle respectively, Y ξ , Y ζ are lateral force to aileron deflection angle and the derivative of the rudder deflection angle, L ξ and L ζ are the derivatives of the rolling moment to the aileron deflection angle and the rudder deflection angle respectively;
S2、以r、β为状态量，ζ为输入量，选择总的信号流图中延迟效应最小(积分器最少)的传输通道近似分离出飞机侧向运动典型荷兰滚模态信号流图(如图2所示)，其状态方程形式为S2, with r, β as the state quantity, ζ as the input quantity, select the transmission channel with the least delay effect (the least integrator) in the total signal flow diagram to approximately separate the typical Dutch roll modal signal flow diagram of the aircraft lateral motion (such as As shown in Figure 2), its state equation is in the form of
S3、从荷兰滚模态信号流图中选择唯一可改善荷兰滚模态阻尼特性的偏航角速度到方向舵偏转角的反馈控制回路Nr，选择唯一可改善荷兰滚模态特征频率的侧滑角到方向舵偏转角的反馈控制回路Nβ；S3. Select the only feedback control loop N r from the yaw rate to the rudder deflection angle that can improve the damping characteristics of the Dutch roll mode from the signal flow diagram of the Dutch roll mode, and select the only side slip angle that can improve the characteristic frequency of the Dutch roll mode Feedback control loop N β to rudder deflection angle;
S4、以p、φ和ξ分别为状态量和输入量，选择总的信号流图中延迟效应最小(积分器最少)的传输通道近似分离出飞机侧向运动典型滚转运动模态信号流图(如图2所示)，其状态方程形式为S4. Taking p, φ and ξ as the state quantity and input quantity respectively, select the transmission channel with the least delay effect (least integrator) in the total signal flow diagram to approximately separate the typical roll motion modal signal flow diagram of the aircraft lateral motion (As shown in Figure 2), its state equation is in the form
S5、从滚转运动模态信号流图中选择唯一可改善滚转运动模态阻尼特性的滚转角速度到副翼偏转角的反馈控制回路Lp，选择唯一可改善螺旋模态稳定性的滚转角到副翼偏转角的反馈控制回路Lφ；S5. Select the only feedback control loop L p from the roll angular velocity to the aileron deflection angle that can improve the damping characteristics of the roll motion mode from the signal flow diagram of the roll motion mode, and select the only roll motion that can improve the stability of the spiral mode Feedback control loop L φ from rotation angle to aileron deflection angle;
S6、将根据侧向近似荷兰滚模态和滚转模态选择的反馈控制回路同时配置于原系统，并令侧滑角指令始终为0，以减小荷兰滚模态与滚转运动模态的耦合作用；令滚转角指令作为自动飞控系统内回路控制的输入。S6. Configure the feedback control loop selected according to the lateral approximate Dutch roll mode and roll mode in the original system at the same time, and make the sideslip angle command always be 0, so as to reduce the Dutch roll mode and roll motion mode The coupling effect; make the roll angle command as the input of the inner loop control of the automatic flight control system.
本具体实施根据侧向运动的状态量的相关性及侧向运动特性，将飞机侧向运动总体信号流图近似划分为荷兰滚运动模态(状态量r、β及其信号传输通道)和滚转运动模态(状态量p、φ及其信号传输通道)两部分，其状态方程的简化形式分别为：In this specific implementation, according to the correlation of the state quantities of lateral motion and the characteristics of lateral motion, the overall signal flow graph of aircraft lateral motion is approximately divided into Dutch roll motion modes (state quantities r, β and their signal transmission channels) and roll motion modes. The simplified forms of the state equations are as follows:
针对荷兰滚运动模态和滚转运动模态两部分近似信号流图，均选择信号流图中从控制量到状态量积分器数目最少(延迟效应最小)的传输通道为各自模态的控制通道，从而实现各模态的单输入控制。For the two approximate signal flow diagrams of the Dutch roll motion mode and the roll motion mode, the transmission channel with the least number of integrators (minimum delay effect) from the control quantity to the state quantity in the signal flow diagram is selected as the control channel of each mode , so as to realize the single-input control of each mode.
荷兰滚运动模态和滚转运动模态信号传输通道中，均有且仅有唯一的角速度状态量(r和p)可用以改善各自模态的阻尼特性。因此，可确定偏航角速度r到方向舵偏转角ζ、滚转角速度p到副翼偏转角ξ两个反馈控制回路，以改善各模态阻尼特性。In the signal transmission channel of the Dutch roll motion mode and the roll motion mode, there are and only unique angular velocity state quantities (r and p) can be used to improve the damping characteristics of the respective modes. Therefore, two feedback control loops from the yaw rate r to the rudder deflection angle ζ, and the roll rate p to the aileron deflection angle ξ can be determined to improve the damping characteristics of each mode.
确定偏航角速度r到方向舵偏转角ζ反馈控制回路作为阻尼改善反馈控制回路后，荷兰滚运动模态信号传输通道中仅剩状态量β可用于改善荷兰滚运动模态频率特性。因而，确定侧滑角β到方向舵偏转角ζ反馈控制回路，以改善荷兰滚运动模态频率特性。After determining the feedback control loop from the yaw rate r to the rudder deflection angle ζ as the feedback control loop for damping improvement, only the state quantity β in the Dutch roll motion modal signal transmission channel can be used to improve the Dutch roll motion modal frequency characteristics. Therefore, the feedback control loop from side slip angle β to rudder deflection angle ζ is determined to improve the modal frequency characteristics of Dutch roll motion.
确定滚转角速度p到副翼偏转角ξ反馈控制回路作为阻尼改善反馈控制回路后，滚转运动模态信号传输通道中仅剩状态量φ可用于实现侧向滚转姿态控制，并稳定螺旋运动。因而，确定滚转角φ到副翼偏转角ξ反馈控制回路，以实现侧向滚转姿态控制，并稳定螺旋运动。After determining the feedback control loop from the roll angular velocity p to the aileron deflection angle ξ as a damping improvement feedback control loop, only the state quantity φ in the roll motion mode signal transmission channel can be used to realize the lateral roll attitude control and stabilize the spiral motion . Therefore, the determination of the roll angle φ to the aileron deflection angle ξ feeds back the control loop to achieve lateral roll attitude control and stabilize the spiral motion.
若侧滑角始终为β＝0，由信号流图可知，荷兰滚模态对滚转运动模态的耦合作用Lβ将完全消除，由此，确定侧滑角指令始终为0。If the sideslip angle is always β=0, it can be seen from the signal flow diagram that the coupling effect L β of the Dutch roll mode on the roll motion mode will be completely eliminated, so it is determined that the sideslip angle command is always 0.
综合以上确定的反馈控制回路及侧滑角指令，即可完全确定飞机自动飞控系统侧向滚转姿态控制器总体结构。Combining the feedback control loop and sideslip angle command determined above, the overall structure of the roll attitude controller of the aircraft automatic flight control system can be completely determined.
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以作出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。The above is only a preferred embodiment of the present invention, it should be pointed out that for those of ordinary skill in the art, without departing from the principle of the present invention, some improvements and modifications can also be made, and these improvements and modifications should also be It is regarded as the protection scope of the present invention.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510651767.5A CN105259903A (en) | 2015-09-30 | 2015-09-30 | Method for designing aircraft automatic flight control system rolling attitude control structure based on signal flow graphs |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510651767.5A CN105259903A (en) | 2015-09-30 | 2015-09-30 | Method for designing aircraft automatic flight control system rolling attitude control structure based on signal flow graphs |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN105259903A true CN105259903A (en) | 2016-01-20 |
Family
ID=55099639
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510651767.5A Pending CN105259903A (en) | 2015-09-30 | 2015-09-30 | Method for designing aircraft automatic flight control system rolling attitude control structure based on signal flow graphs |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN105259903A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109782795A (en) * | 2018-12-29 | 2019-05-21 | 南京航空航天大学 | A kind of horizontal method for lateral control of the symmetrical hypersonic aircraft in face and control system using coupling |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2987276A (en) * | 1959-03-02 | 1961-06-06 | Sperry Rand Corp | Aircraft flight control system |
| DE2703565A1 (en) * | 1976-01-29 | 1977-08-04 | Sperry Rand Corp | FLIGHT CONTROL SYSTEM |
| CN101763116A (en) * | 2008-12-24 | 2010-06-30 | 中国科学院自动化研究所 | Side wind resistance landing flight track tracking control method based on side direction guide |
| CN102163059A (en) * | 2011-04-27 | 2011-08-24 | 南京航空航天大学 | Attitude control system and attitude control method of variable thrust unmanned aerial vehicle |
-
2015
- 2015-09-30 CN CN201510651767.5A patent/CN105259903A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2987276A (en) * | 1959-03-02 | 1961-06-06 | Sperry Rand Corp | Aircraft flight control system |
| DE2703565A1 (en) * | 1976-01-29 | 1977-08-04 | Sperry Rand Corp | FLIGHT CONTROL SYSTEM |
| CN101763116A (en) * | 2008-12-24 | 2010-06-30 | 中国科学院自动化研究所 | Side wind resistance landing flight track tracking control method based on side direction guide |
| CN102163059A (en) * | 2011-04-27 | 2011-08-24 | 南京航空航天大学 | Attitude control system and attitude control method of variable thrust unmanned aerial vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 鲁道夫•布罗克豪斯: "《飞行控制》", 30 September 1999 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109782795A (en) * | 2018-12-29 | 2019-05-21 | 南京航空航天大学 | A kind of horizontal method for lateral control of the symmetrical hypersonic aircraft in face and control system using coupling |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103587681B (en) | Suppress the hypersonic aircraft control method of angle of side slip signal constant value deviation effects | |
| CN102707624B (en) | Design method of longitudinal controller region based on conventional aircraft model | |
| CN108490788B (en) | A Pitch Channel Inversion Control Method for Aircraft Based on Double Jamming Observation | |
| CN103197543B (en) | Based on the high-speed aircraft self-adaptation control method of movement state comprehensive identification | |
| CN104865968A (en) | Quad-rotor aircraft hovering control method employing cascade auto disturbances rejection control technology | |
| CN104298109B (en) | Coordinated turning control method for tailless air vehicle on basis of fusion of multiple controllers | |
| CN103587680B (en) | A kind of aircraft side-slipping turn control method | |
| CN102880060A (en) | Self-adaptive index time varying slip form posture control method of reentry flight vehicle | |
| CN109703768B (en) | Soft air refueling docking method based on attitude/trajectory composite control | |
| CN103592846A (en) | Filtering backstepping ship movement control system based on self-adaption fuzzy estimator | |
| CN107390531B (en) | Control method of hypersonic vehicle with finite time convergence of parameter learning | |
| CN103207568A (en) | Steering engine saturation resistant self-adaptive control method for ship courses | |
| CN105137999A (en) | Aircraft tracking control direct method with input saturation | |
| CN109828602B (en) | Track loop nonlinear model transformation method based on observation compensation technology | |
| CN109507890A (en) | A kind of unmanned plane dynamic inverse generalized predictive controller based on ESO | |
| CN102707723B (en) | Conventional aircraft model-based lateral-directional controller area design method | |
| CN103984237A (en) | Design method of three-channel adaptive control system for axisymmetric aircraft based on motion state comprehensive recognition | |
| CN108845583B (en) | Yaw channel control method for improving sideslip angle inhibition capability of BTT control aircraft | |
| CN106707759A (en) | Airplane Herbst maneuvering control method | |
| CN108681327A (en) | Quadrotor flight control method based on fractional order saturation function switching law | |
| CN108646557A (en) | A kind of Aircraft Angle of Attack tracking and controlling method based on tracking differential and softening function | |
| CN102692928B (en) | Controller region design method based on quaternion model of aircraft | |
| CN102707629B (en) | Design method of full-dimensional controller region based on aircraft switching model | |
| CN104536448B (en) | Backstepping based control method for unmanned-plane attitude system | |
| Lu et al. | Robustness and tuning of incremental backstepping approach |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20160120 |