CN106372307B - Civil aircraft airflow angle estimation method based on pneumatic model - Google Patents

Civil aircraft airflow angle estimation method based on pneumatic model Download PDF

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CN106372307B
CN106372307B CN201610780944.4A CN201610780944A CN106372307B CN 106372307 B CN106372307 B CN 106372307B CN 201610780944 A CN201610780944 A CN 201610780944A CN 106372307 B CN106372307 B CN 106372307B
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attack angle
sideslip
attack
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刘涛
牛尔卓
胡龙珍
王敏文
李佳
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Xian Flight Automatic Control Research Institute of AVIC
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Abstract

The invention belongs to the flight control technology and provides a civil aircraft airflow angle estimation method based on a pneumatic model, which comprises the following steps: step 1: calculating the total lift coefficient C of the airplaneLAnd total lateral force coefficient CYAnd 2, step 2: obtaining an interpolation table of aerodynamic coefficients generated by each component by utilizing an aerodynamic wind tunnel test; and step 3: classifying the aerodynamic force generated by each component; and 4, step 4: obtaining a univariate Nth-degree polynomial about an attack angle; obtaining a univariate M-degree polynomial about the sideslip angle; and 5: superposing a plurality of unary Nth-order polynomial parameters related to the attack angle to obtain a total unary Nth-order polynomial related to the attack angle; superposing a plurality of unary M-degree polynomial parameters related to the sideslip angle to obtain a total unary M-degree polynomial related to the sideslip angle; step 6: solving an attack angle through a univariate N-degree polynomial reaction; reversely solving a sideslip angle through a unitary M-th-order polynomial; and 7: and determining the real-time attack angle and sideslip angle according to the actual value ranges of the attack angle and the sideslip angle.

Description

Civil aircraft airflow angle estimation method based on pneumatic model
Technical Field
The invention belongs to the flight control technology, and relates to an airflow angle estimation method suitable for a civil aircraft.
Background
The attack angle and the sideslip angle of the airplane are very important to flight mechanics, and the measurement precision of the airplane is directly related to the flight safety and the flight quality of the airplane. The lift force and the resistance of the airplane are closely related to the attack angle, and the airplane stalls when the attack angle exceeds the critical attack angle, which is specifically shown in that the airplane loses control, automatically enters a rolling or fluttering state, and the height is rapidly reduced, so that the airplane crashes; in the course control of an aircraft flight control system, the sideslip angle signal plays a role in stability augmentation and turning coordination, and deviation of the sideslip angle also causes additional energy loss of the aircraft. With the increasing requirements of the host computer on the control law, the attack angle and sideslip angle signals with higher precision need to be introduced into the control law design.
The existing approaches for obtaining the attack angle and the sideslip angle mainly comprise three approaches: measurement method, integration method, geometric relation method.
The measuring method comprises the following steps: the conventional incidence angle and sideslip angle are generally measured by a vane sensor, a differential pressure sensor, a zero differential pressure sensor and the like on an airplane, but the sensors almost inevitably cause a large zero point deviation due to the influence of icing, high-frequency gust, local circulation related to the flight state, and installation position and rotational angular velocity. Therefore, the measured attack angle and sideslip angle signals have low accuracy and cannot be directly used as feedback signals of a control system.
The integration method comprises the following steps: and (3) carrying out numerical integration on a six-degree-of-freedom kinetic equation by using the overload and the angular rate measured by an Inertial Measurement Unit (IMU) to obtain the speed, the attack angle, the sideslip angle and the like of the reentry module. However, errors of the accelerometer and the angular rate gyro, initial attitude errors, discreteness of data acquisition and the like may cause accumulated errors of integration, and particularly, the speed of integral divergence is greatly increased because the gravity acceleration increases along with the reduction of height.
Geometric relationship method: and calculating the attack angle and the sideslip angle according to the geometrical relationship between the attack angle and the sideslip angle and the speed and the attitude angle by utilizing the attitude and speed information provided by the GNC. The difficulty with this approach is the measurement or estimation of wind speed.
The measurement method, the integration method and the geometric relation method are greatly influenced by external factors or devices, and the processing method for the influences is not perfect at present and has low precision.
Disclosure of Invention
The purpose of the invention is as follows: the civil aircraft airflow angle estimation method based on the pneumatic model is capable of obtaining accurate attack angle and sideslip angle signal values.
The technical scheme is as follows: a civil aircraft airflow angle estimation method based on a pneumatic model comprises the following steps:
step 1: obtaining the current total lift L, total lateral force Y, mass m and longitudinal acceleration a of the airplanebyLateral acceleration abzDynamic pressure Q, wing reference area SwCalculating the total lift coefficient C of the airplaneLAnd total lateral force coefficient CYThe formula is as follows:
Figure GDA0002231119650000021
step 2: obtaining an interpolation table of aerodynamic coefficients generated by each component by utilizing an aerodynamic wind tunnel test;
and step 3: classifying the aerodynamic force generated by each component; the lift generated by each component can be divided into two types which are related to the attack angle and are unrelated to the attack angle; the side force generated by each component can be divided into two types related to the sideslip angle and unrelated to the sideslip angle;
and 4, step 4: carrying out curve fitting on the aerodynamic coefficient related to the attack angle from an interpolation table to obtain a univariate Nth-order polynomial about the attack angle; performing curve fitting on the aerodynamic force coefficient related to the sideslip angle from an interpolation table to obtain a univariate M-th-order polynomial related to the sideslip angle;
and 5: performing parameter superposition on the obtained multiple univariate Nth-order polynomials about the attack angle to obtain a total univariate Nth-order polynomial about the attack angle; performing parameter superposition on the obtained multiple monobasic M-degree polynomials about the sideslip angle to obtain a total monobasic M-degree polynomial about the sideslip angle;
step 6: solving an attack angle through a univariate N-degree polynomial reaction; reversely solving a sideslip angle through a unitary M-th-order polynomial;
the lift coefficient of each part related to the attack angle can be determined by the total lift coefficient C of the airplaneLSubtracting the lift coefficient of each part irrelevant to the attack angle to obtain the lift coefficient, and reversely solving N attack angle values through a unitary N-th-order polynomial totally relevant to the attack angle; the coefficient of lateral force of the components related to the sideslip angle may be represented by the overall coefficient of lateral force C of the aircraftYSubtracting the lateral force coefficients of all parts irrelevant to the lateral slip angle to obtain the lateral force coefficients, and reversely solving M lateral slip angle values through a unitary M-degree polynomial concerning the lateral slip angle;
and 7: and determining the real-time attack angle and sideslip angle according to the actual value ranges of the attack angle and the sideslip angle.
Has the advantages that: as the incidence angle of the civil aircraft is kept within a small numerical range in flight, the wind tunnel test result of aerodynamic force of the civil aircraft is accurate. The aerodynamic model-based airflow angle estimation method is applicable to civil aircraft, and has the effects that aerodynamic coefficients are converted by using overload measurement data of the civil aircraft, and the more accurate aerodynamic wind tunnel test results of the civil aircraft are used for reversely solving an attack angle and a sideslip angle, so that more accurate attack angle and sideslip angle signal values are obtained. The method has the advantages that the method is only influenced by the accuracy of the wind tunnel test, the calculation is simple, the engineering is easy to realize, no additional device is needed, the estimation accuracy is high, and the accuracy of the wind tunnel test is superior to the influence of external factors or devices on the airflow angle calculation under the current-stage technical condition.
Drawings
Fig. 1 is a schematic diagram of an implementation of an aerodynamic model-based airflow angle estimation.
Detailed Description
The invention will be further explained with reference to the drawings.
A civil aircraft airflow angle estimation method based on a pneumatic model, as shown in fig. 1, includes:
step 1: obtaining the current total lift L, total lateral force Y, mass m and longitudinal acceleration a of the airplanebyLateral acceleration abzDynamic pressure Q, wing reference area SwCalculating the total lift coefficient C of the airplaneLAnd total lateral force coefficient CYThe formula is as follows:
Figure GDA0002231119650000031
step 2: and obtaining an interpolation table of aerodynamic coefficients generated by each component by utilizing an aerodynamic wind tunnel test.
The lift force of the airplane can be regarded as the sum of the lift forces generated by each component such as a fuselage, wings, elevators, horizontal tails, spoilers, flaps, landing gears, engines and the like, and the lift force caused by factors such as aeroelasticity, ground effect and the like; the lateral force of an airplane can be regarded as the sum of the lateral forces generated by various components such as an empennage, a spoiler, a rudder and the like, and the lateral force caused by factors such as aeroelasticity and the like.
And step 3: classifying the aerodynamic force generated by each component; the lift generated by each component can be divided into two types which are related to the attack angle and are unrelated to the attack angle; the side forces generated by the various components can be divided into two categories, those related to side slip angle and those unrelated to side slip angle.
And 4, step 4: carrying out curve fitting on the aerodynamic coefficient related to the attack angle from an interpolation table to obtain a univariate Nth-order polynomial about the attack angle; and performing curve fitting on the aerodynamic coefficient related to the sideslip angle from an interpolation table to obtain a univariate M-th-order polynomial about the sideslip angle.
For the part related to the attack angle, for example, the basic lift coefficient CL _ basic of the rigid aircraft is a two-dimensional interpolation table, the size of the two-dimensional interpolation table is determined by 2 factors of the attack angle and the Mach number, a one-dimensional interpolation table corresponding to the current Mach number can be extracted according to the real-time Mach number, and then the one-dimensional interpolation table is subjected to curve fitting according to the attack angle to obtain a univariate Nth-order polynomial related to the attack angle (the fitting is more accurate when N is larger). Similarly, for the part related to the sideslip angle, for example, the lateral force coefficient CY _ rud generated by the rudder deflection is a three-dimensional interpolation table, the size of which is determined by 3 factors of the sideslip angle, the mach number and the rudder deflection angle, a two-dimensional interpolation table corresponding to the current mach number can be extracted according to the real-time mach number, a one-dimensional interpolation table corresponding to the current rudder deflection angle is extracted according to the real-time rudder deflection angle, and then the one-dimensional interpolation table is subjected to curve fitting according to the sideslip angle to obtain a univariate M-degree polynomial about the sideslip angle (the larger the M, the more accurate the fitting).
And 5: performing parameter superposition on the obtained multiple univariate Nth-order polynomials about the attack angle to obtain a total univariate Nth-order polynomial about the attack angle; and performing parameter superposition on the obtained plurality of univariate M-degree polynomials related to the sideslip angle to obtain a total univariate M-degree polynomial related to the sideslip angle.
The lift coefficients of all parts related to the attack angle can obtain a univariate Nth-order polynomial about the attack angle, and the series of univariate Nth-order polynomials are subjected to parameter superposition to further obtain a total univariate Nth-order polynomial about the attack angle; the lateral force coefficients of all parts related to the lateral slip angle can obtain a univariate M-degree polynomial related to the lateral slip angle, and the series of univariate M-degree polynomials are subjected to parameter superposition to further obtain a total univariate M-degree polynomial related to the lateral slip angle.
Step 6: solving an attack angle through a univariate N-degree polynomial reaction; and reversely solving the sideslip angle through a univariate M-degree polynomial.
The lift coefficient of each part related to the attack angle can be determined by the total lift coefficient C of the airplaneLSubtracting the lift coefficient of each part irrelevant to the attack angle to obtain the lift coefficient, and reversely solving N attack angle values through a unitary N-th-order polynomial totally relevant to the attack angle; the coefficient of lateral force of the components related to the sideslip angle may be represented by the overall coefficient of lateral force C of the aircraftYThe sideslip angle value is obtained by subtracting the sideslip coefficient of each part irrelevant to the sideslip angle, and M sideslip angle values can be reversely solved through a unitary M-degree polynomial concerning the sideslip angle.
And 7: and determining the real-time attack angle and sideslip angle according to the actual value ranges of the attack angle and the sideslip angle.

Claims (1)

1. A civil aircraft airflow angle estimation method based on a pneumatic model is characterized by comprising the following steps:
step 1: obtaining the current total lift L, total lateral force Y, mass m and longitudinal acceleration a of the airplanebyLateral acceleration abzDynamic pressure Q, wing reference area SwCalculating the total lift coefficient C of the airplaneLAnd total lateral force coefficient CYThe formula is as follows:
Figure FDA0002231119640000011
step 2: obtaining an interpolation table of aerodynamic coefficients generated by each component by utilizing an aerodynamic wind tunnel test;
and step 3: classifying the aerodynamic force generated by each component; the lift generated by each component can be divided into two types which are related to the attack angle and are unrelated to the attack angle; the side force generated by each component can be divided into two types related to the sideslip angle and unrelated to the sideslip angle;
and 4, step 4: carrying out curve fitting on the aerodynamic coefficient related to the attack angle from an interpolation table to obtain a univariate Nth-order polynomial about the attack angle; performing curve fitting on the aerodynamic force coefficient related to the sideslip angle from an interpolation table to obtain a univariate M-th-order polynomial related to the sideslip angle;
and 5: performing parameter superposition on the obtained multiple univariate Nth-order polynomials about the attack angle to obtain a total univariate Nth-order polynomial about the attack angle; performing parameter superposition on the obtained multiple monobasic M-degree polynomials about the sideslip angle to obtain a total monobasic M-degree polynomial about the sideslip angle;
step 6: solving an attack angle through a univariate N-degree polynomial reaction; reversely solving a sideslip angle through a unitary M-th-order polynomial;
the lift coefficient of each part related to the attack angle can be determined by the total lift coefficient C of the airplaneLSubtracting the lift coefficient of each part irrelevant to the attack angle to obtain the lift coefficient, and reversely solving N attack angle values through a unitary N-th-order polynomial totally relevant to the attack angle; the coefficient of lateral force of the components related to the sideslip angle may be represented by the overall coefficient of lateral force C of the aircraftYSubtracting the lateral force coefficients of all parts irrelevant to the lateral slip angle to obtain the lateral force coefficients, and reversely solving M lateral slip angle values through a unitary M-degree polynomial concerning the lateral slip angle;
and 7: and determining the real-time attack angle and sideslip angle according to the actual value ranges of the attack angle and the sideslip angle.
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