CN106873615A - Emergent landing speed instruction set design method of giving an encore - Google Patents
Emergent landing speed instruction set design method of giving an encore Download PDFInfo
- Publication number
- CN106873615A CN106873615A CN201510923549.2A CN201510923549A CN106873615A CN 106873615 A CN106873615 A CN 106873615A CN 201510923549 A CN201510923549 A CN 201510923549A CN 106873615 A CN106873615 A CN 106873615A
- Authority
- CN
- China
- Prior art keywords
- speed
- angle
- aircraft
- lift
- height
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 17
- 229940082150 encore Drugs 0.000 title claims 7
- 238000004364 calculation method Methods 0.000 claims description 15
- 230000005484 gravity Effects 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 claims description 3
- 239000013589 supplement Substances 0.000 claims 1
- 238000005516 engineering process Methods 0.000 abstract description 3
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000009499 grossing Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
- Traffic Control Systems (AREA)
Abstract
本发明属于飞行控制技术,提出一种应急返场着陆速度指令集设计方法,包括:(1)构建质量、滚转角、机场高度、高度、速度参数网格,计算飞机匀速下滑的攻角、升降舵、升阻比、轨迹角、下沉率,确定随质量、滚转角、机场高度、高度变化的最大升阻比速度和空滑最大可用速度,对最大升阻比速度和空滑最大可用速度之间的速度范围进行N+1等分,加上最大升阻比速度和空滑最大可用速度,共建立N+2档速度指令集,每档速度指令集的内容包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率;(3)飞机记录所述N+2档速度指令集,当飞机应急返场时,根据飞机质量、机场高度、高度、速度以及与机场的距离,选择适合的速度指令集档位执行。
The invention belongs to the flight control technology, and proposes a method for designing an emergency return landing speed command set, including: (1) constructing quality, roll angle, airport height, height, and speed parameter grids, calculating the angle of attack and elevator for the aircraft to glide at a constant speed , lift-to-drag ratio, trajectory angle, and sink rate, determine the maximum lift-to-drag ratio speed and the maximum available speed for air-sliding with the mass, roll angle, airport height, and altitude. The speed range between is divided into N+1 equal parts, plus the maximum lift-to-drag ratio speed and the maximum available speed during air sliding, a total of N+2 speed command sets are established, and the content of each speed command set includes the angle of attack corresponding to the speed. . Select the appropriate speed command set gear for execution.
Description
技术领域technical field
本发明属于飞行控制技术,具体涉及一种飞机无动力返场着陆自主制导控制技术。The invention belongs to the flight control technology, and in particular relates to an autonomous guidance and control technology for an aircraft without power to return to the field and land.
背景技术Background technique
当飞机在空中出现发动机停车故障时,飞机性能降级,只能做下滑飞行。为保障飞行安全,需要对飞机的速度进行控制修改飞行轨迹,避免出现轨迹过度上拉导致失速的情况,同时亦可以调节飞机滑翔的升阻比尽可能将飞机降落在机场跑道上。文献《轮式起降无人机应急着陆控制律设计》给出了一种空滑返回着陆问题的难点分析和解决途径:1)在过渡飞行阶段中采用最大升阻比速度下滑飞行,最大化飞机的可飞行距离,确保在多种不确定性和干扰因素下飞机仍能够具有到达机场附近的能力;2)当飞机的可飞距离过长,即到达机场附近时能量过高时,采用盘旋降高的方式消耗多余的能量。该方案物理意义明确,操作简单。但是在应用于工程实际时缺乏对以下三个问题的考虑:1)在空滑返回的过程中,要进行发动机空中启动,以最大升阻比滑翔可能无法达到发动机空起的速度条件;2)如果采用最大升阻比速度下滑,在可飞速度范围内飞行速度应偏小,相比其它速度而言,飞行距离和时间都相对较长,可能飞机尚未滑至机场电池就已经消耗殆尽,依然无法安全着陆。3)发动机空中停车的条件不确定,对于相同高度但远近、能量状态不同的停车情况,实际飞行距离却相差无几,下滑速度策略不够灵活。When the aircraft has an engine shutdown failure in the air, the performance of the aircraft is degraded and it can only fly downhill. In order to ensure flight safety, it is necessary to control the speed of the aircraft and modify the flight trajectory to avoid stalling caused by excessive trajectory pull-up. At the same time, the lift-to-drag ratio of the aircraft glide can be adjusted to land the aircraft on the airport runway as much as possible. The literature "Design of Emergency Landing Control Law for Wheeled Take-off and Landing UAVs" provides a difficult analysis and solution to the problem of idling back and landing: 1) In the transitional flight phase, use the maximum lift-to-drag ratio speed to glide to maximize The flying distance of the aircraft ensures that the aircraft still has the ability to reach the vicinity of the airport under various uncertainties and interference factors; 2) When the flying distance of the aircraft is too long, that is, when the energy is too high when reaching the vicinity of the airport, hovering The way of lowering consumes excess energy. The scheme has clear physical meaning and simple operation. However, when it is applied to engineering practice, it lacks the consideration of the following three issues: 1) In the process of idling return, the engine must be started in the air, and gliding with the maximum lift-to-drag ratio may not be able to reach the speed condition of the engine idling; 2) If the maximum lift-to-drag ratio speed is used to descend, the flying speed should be relatively low within the flying speed range. Compared with other speeds, the flying distance and time are relatively long, and the battery may be exhausted before the aircraft slides to the airport. Still unable to land safely. 3) The conditions for the engine to stop in the air are uncertain. For the parking situation at the same height but with different distances and energy states, the actual flight distance is almost the same, and the glide speed strategy is not flexible enough.
发明内容Contents of the invention
本发明的目的是:本发明提出一种应急返场着陆速度指令集设计方法,能够为空滑制导律提供更灵活多变的指令选择方案,提高空滑时间小于电池可用时间的可行性。The purpose of the present invention is: the present invention proposes a method for designing an emergency return landing speed command set, which can provide more flexible and changeable command selection schemes for the air-skid guidance law, and improve the feasibility that the idle time is less than the available time of the battery.
本发明的技术方案是:一种应急返场着陆速度指令集设计方法,包括:The technical solution of the present invention is: a method for designing an emergency return landing speed instruction set, comprising:
(1)构建质量、滚转角、机场高度、高度、速度参数网格,计算飞机匀速下滑的攻角、升降舵、升阻比、轨迹角、下沉率,确定随质量、滚转角、机场高度、高度变化的最大升阻比速度和空滑最大可用速度,对最大升阻比速度和空滑最大可用速度之间的速度范围进行N+1等分,加上最大升阻比速度和空滑最大可用速度,共建立N+2档速度指令集,每档速度指令集的内容包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率;(1) Build mass, roll angle, airport altitude, altitude, and speed parameter grids, calculate the angle of attack, elevator, lift-drag ratio, trajectory angle, and sinking rate of the aircraft at a constant speed, and determine the parameters that vary with mass, roll angle, airport altitude, Maximum lift-to-drag ratio speed and maximum available speed for air-sliding at height change, N+1 equal divisions of the speed range between maximum lift-drag ratio speed and maximum available speed for air-sliding, plus maximum lift-to-drag ratio speed and maximum air-sliding maximum speed Available speed, a total of N+2 speed command sets are established, and the content of each speed command set includes the angle of attack, elevator, lift-to-drag ratio, trajectory angle, and sink rate corresponding to the speed;
(3)飞机记录所述N+2档速度指令集,当飞机应急返场时,根据飞机质量、机场高度、高度、速度以及与机场的距离,选择适合的速度指令集档位执行。(3) The aircraft records the N+2 gear speed instruction set, and when the aircraft returns to the field in an emergency, according to the quality of the aircraft, the height of the airport, the altitude, the speed and the distance from the airport, select the appropriate gear of the speed instruction set to execute.
在步骤(1)与步骤(3)之间包括:Include between step (1) and step (3):
(2)用发动机空中重启和空滑着陆所需的高度与速度的对应关系修正N+2档速度指令集,并更新每档速度指令集的内容,包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率。(2) Correct the N+2 speed command set with the corresponding relationship between the height and speed required for engine restart in the air and idling landing, and update the content of each speed command set, including the angle of attack, elevator, Lift-to-drag ratio, trajectory angle, sink rate.
步骤(1)包括:Step (1) includes:
(11)在飞机质量m、机场高度gnd、滚转角φ、高度H、速度V可变化范围内,构建计算网格;(11) Construct a calculation grid within the variable range of aircraft mass m, airport height gnd, roll angle φ, height H, and speed V;
(12)在计算网格各点,利用带滚转角的配平条件进行飞机匀速下滑性能的计算:(12) At each point of the calculation grid, the calculation of the aircraft's constant speed glide performance is performed using the trim condition with roll angle:
其中:W=mg为飞机的重力,g为重力加速度;L、D为飞机的升力和阻力,My为飞机的俯仰力矩,均为随攻角α、升降舵δe,高度H和速度V变化的气动参数。θ为飞机的俯仰角;Where: W=mg is the gravity of the aircraft, g is the acceleration of gravity; L, D are the lift and drag of the aircraft, and M y is the pitching moment of the aircraft, all of which vary with the angle of attack α, the elevator δ e , the height H and the speed V aerodynamic parameters. θ is the pitch angle of the aircraft;
用方程组数值求解方法,得到满足配平条件的攻角α、升降舵δe,俯仰角θ;根据气动参数计算方法求解升力L和阻力D;Use the numerical solution method of equations to obtain the angle of attack α, elevator δ e , and pitch angle θ that meet the trim conditions; solve the lift L and drag D according to the calculation method of aerodynamic parameters;
计算升阻比KL/D:Calculate the lift-to-drag ratio K L/D :
KL/D=L/DK L/D = L/D
计算轨迹角γ:Calculate the trajectory angle γ:
γ=θ-αγ=θ-α
计算下沉率Vs:Calculate sink rate V s :
Vs=VsinγV s =Vsinγ
(13)将给定质量、滚转角、高度、机场高度条件下,最大升阻比速度作为航迹最远速度,最大计算速度作为航迹最近速度,对两个速度之间的区间N+1等分,按照航迹最远速度、1…N等间隔速度、航迹最近速度顺序排列,得到N+2个档位的速度指令集合,每档速度指令集的内容包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率。(13) Under the conditions of given mass, roll angle, altitude, and airport altitude, the maximum lift-to-drag ratio speed is taken as the farthest speed of the track, and the maximum calculated speed is taken as the shortest speed of the track, and the interval between the two speeds is N+1 Equally divided, according to the order of the farthest speed on the track, the speed at equal intervals of 1...N, and the closest speed on the track, the speed command set of N+2 gears is obtained. The content of each speed command set includes the attack speed corresponding to the speed of the gear. angle, elevator, lift-to-drag ratio, track angle, sink rate.
步骤(2)包括:Step (2) includes:
(21)将发动机空起窗口和空滑进近窗口条件,表征为相应高度层的速度指令,对应替换原有速度指令;(21) Represent the conditions of the engine idle window and the idle approach window as the speed command of the corresponding altitude layer, and replace the original speed command correspondingly;
(22)对新速度指令与原速度指令的衔接处进行线性插值平滑处理,根据平均下沉率计算插值段最短长度;(22) Carry out linear interpolation smoothing processing to the junction of the new speed command and the original speed command, and calculate the shortest length of the interpolation segment according to the average sinking rate;
(23)在发动机空起窗口后的高度层,将各档位的速度指令均选用最中间档位的速度指令;(23) At the altitude after the engine is empty, the speed command of each gear is selected as the speed command of the most middle gear;
(24)飞机与机场的相对高度大于300m处更新的速度指令,其对应的攻角、升降舵、升阻比、轨迹角、下沉率由参数网格计算结果插值得到;飞机与机场的相对高度小于300m处更新的速度指令,需补充计算在起落架放下状态下空滑的攻角、升降舵、升阻比、轨迹角、下沉率。(24) The relative altitude between the aircraft and the airport is greater than the updated speed command at 300m, and its corresponding angle of attack, elevator, lift-to-drag ratio, trajectory angle, and sinking rate are obtained by interpolation from the calculation results of the parameter grid; the relative altitude between the aircraft and the airport For the speed command updated at a distance less than 300m, the angle of attack, elevator, lift-to-drag ratio, trajectory angle, and sinking rate of the skid when the landing gear is lowered need to be additionally calculated.
步骤(3)包括:Step (3) includes:
(31)根据飞机当前速度V和最大可用滚转角φmax,估算飞机调转方向所需的最大航程(31) According to the current speed V of the aircraft and the maximum available roll angle φ max , estimate the maximum range required for the aircraft to turn around
根据机场高度gnd、高度H以及与机场的距离Dis,计算飞机空滑返回所需的平均升阻比Kneed According to the airport height gnd, height H and the distance Dis to the airport, calculate the average lift-to-drag ratio K need needed for the aircraft to slide back
(32)查速度指令表,得到飞机质量m,机场高度gnd,滚转角φmax条件下的N+2档速度指令。对第i个档位的速度指令求解从机场高度到飞机高度范围内的升阻比的平均值其中i=1,2,…,N+2;(32) Check the speed command table to obtain the aircraft mass m, the airport altitude gnd, and the N+2 speed command under the roll angle φ max condition. Solve the average lift-to-drag ratio from the airport altitude to the aircraft altitude for the speed command of the i-th gear where i=1, 2, ..., N+2;
(33)如果存在i,使得则选择使最小的一档速度指令,用于空滑返回的轨迹设计和制导决策。否则,当前状态可能无法安全返回,选用升阻比最大的第1档速度指令用于空滑返回的轨迹设计和制导决策,尽可能发挥滑翔能力。(33) If there exists i such that choose to use The minimum speed command of the first gear is used for trajectory design and guidance decision-making of return from skid. Otherwise, the current state may not be able to return safely, so select the first gear speed command with the largest lift-to-drag ratio for the trajectory design and guidance decision-making of the air slide return, so as to maximize the gliding ability.
本发明的优点是:本发明给出了一种基于飞机无动力下滑性能和发动机空中重起条件设计空滑速度指令集的方法,为飞机空滑返场着陆的工程实现提供了更优的指令设计途径。所得到的多档位指令集,不仅能够支持发动机空启,而且相同的重启后速度指令设计使飞行状态能够收敛于期望的着陆状态,同时停车初期的分档速度指令设计使制导律可通过在线调度实现对可飞距离和飞行时间的灵活调整。相比最大升阻比飞行,多档位速度指令集可实现更多下滑飞行轨迹,在高空近距离低能量的初始条件下,可节约超过20%的飞行时间。The advantages of the present invention are: the present invention provides a method for designing the idling speed instruction set based on the aircraft's unpowered glide performance and the air restart condition of the engine, and provides better instructions for the engineering realization of the aircraft's idling return and landing design approach. The obtained multi-gear command set can not only support engine air start, but also the same speed command design after restart can make the flight state converge to the desired landing state, and at the same time, the step-by-step speed command design at the initial stage of parking enables the guidance law to be controlled online. Scheduling realizes the flexible adjustment of the flying distance and flight time. Compared with the flight with the maximum lift-to-drag ratio, the multi-speed speed command set can realize more glide flight trajectories, and can save more than 20% of the flight time under the initial conditions of high altitude and low energy.
附图说明Description of drawings
图1是某机型在给定质量、滚转角为零时,不同高度下配平升阻比随速度的分布图。Figure 1 is a distribution diagram of trim lift-to-drag ratio with speed at different heights for a certain model when the mass is given and the roll angle is zero.
图2是某机型在给定质量和机场高度下,11档速度指令设计结果图。Figure 2 is a design result diagram of 11 speed commands for a certain model under a given mass and airport altitude.
具体实施方式detailed description
下面对本发明做进一步详细说明。The present invention will be described in further detail below.
一种应急返场着陆速度指令集设计方法,包括:A method for designing an emergency return landing speed instruction set, comprising:
(1)构建质量、滚转角、机场高度、高度、速度参数网格,计算飞机匀速下滑的攻角、升降舵、升阻比、轨迹角、下沉率,确定随质量、滚转角、机场高度、高度变化的最大升阻比速度和空滑最大可用速度,对最大升阻比速度和空滑最大可用速度之间的速度范围进行N+1等分,加上最大升阻比速度和空滑最大可用速度,共建立N+2档速度指令集,每档速度指令集的内容包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率;(1) Build mass, roll angle, airport altitude, altitude, and speed parameter grids, calculate the angle of attack, elevator, lift-drag ratio, trajectory angle, and sinking rate of the aircraft at a constant speed, and determine the parameters that vary with mass, roll angle, airport altitude, Maximum lift-to-drag ratio speed and maximum available speed for air-sliding at height change, N+1 equal divisions of the speed range between maximum lift-drag ratio speed and maximum available speed for air-sliding, plus maximum lift-to-drag ratio speed and maximum air-sliding maximum speed Available speed, a total of N+2 speed command sets are established, and the content of each speed command set includes the angle of attack, elevator, lift-to-drag ratio, trajectory angle, and sink rate corresponding to the speed;
(3)飞机记录所述N+2档速度指令集,当飞机应急返场时,根据飞机质量、机场高度、高度、速度以及与机场的距离,选择适合的速度指令集档位执行。(3) The aircraft records the N+2 gear speed instruction set, and when the aircraft returns to the field in an emergency, according to the quality of the aircraft, the height of the airport, the altitude, the speed and the distance from the airport, select the appropriate gear of the speed instruction set to execute.
在步骤(1)与步骤(3)之间包括:Include between step (1) and step (3):
(2)用发动机空中重启和空滑着陆所需的高度与速度的对应关系修正N+2档速度指令集,并更新每档速度指令集的内容,包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率。(2) Correct the N+2 speed command set with the corresponding relationship between the height and speed required for engine restart in the air and idling landing, and update the content of each speed command set, including the angle of attack, elevator, Lift-to-drag ratio, trajectory angle, sink rate.
步骤(1)包括:Step (1) includes:
(11)在飞机质量m、机场高度gnd、滚转角φ、高度H、速度V可变化范围内,构建计算网格;(11) Construct a calculation grid within the variable range of aircraft mass m, airport height gnd, roll angle φ, height H, and speed V;
(12)在计算网格各点,利用带滚转角的配平条件进行飞机匀速下滑性能的计算:(12) At each point of the calculation grid, the calculation of the aircraft's constant speed glide performance is performed using the trim condition with roll angle:
其中:W=mg为飞机的重力,g为重力加速度;L、D为飞机的升力和阻力,My为飞机的俯仰力矩,均为随攻角α、升降舵δe,高度H和速度V变化的气动参数。θ为飞机的俯仰角;Where: W=mg is the gravity of the aircraft, g is the acceleration of gravity; L, D are the lift and drag of the aircraft, and M y is the pitching moment of the aircraft, all of which vary with the angle of attack α, the elevator δ e , the height H and the speed V aerodynamic parameters. θ is the pitch angle of the aircraft;
用方程组数值求解方法,得到满足配平条件的攻角α、升降舵δe,俯仰角θ;根据气动参数计算方法求解升力L和阻力D;Use the numerical solution method of equations to obtain the angle of attack α, elevator δ e , and pitch angle θ that meet the trim conditions; solve the lift L and drag D according to the calculation method of aerodynamic parameters;
计算升阻比KL/D:Calculate the lift-to-drag ratio K L/D :
KL/D=L/DK L/D = L/D
计算轨迹角γ:Calculate the trajectory angle γ:
γ=θ-αγ=θ-α
计算下沉率Vs:Calculate sink rate V s :
Vs=VsinγV s =Vsinγ
(13)将给定质量、滚转角、高度、机场高度条件下,最大升阻比速度作为航迹最远速度,最大计算速度作为航迹最近速度,对两个速度之间的区间N+1等分,按照航迹最远速度、1…N等间隔速度、航迹最近速度顺序排列,得到N+2个档位的速度指令集合,每档速度指令集的内容包括该档速度对应的攻角、升降舵、升阻比、轨迹角、下沉率。(13) Under the conditions of given mass, roll angle, altitude, and airport altitude, the maximum lift-to-drag ratio speed is taken as the farthest speed of the track, and the maximum calculated speed is taken as the shortest speed of the track, and the interval between the two speeds is N+1 Equally divided, according to the order of the farthest speed on the track, the speed at equal intervals of 1...N, and the closest speed on the track, the speed command set of N+2 gears is obtained. The content of each speed command set includes the attack speed corresponding to the speed of the gear. angle, elevator, lift-to-drag ratio, track angle, sink rate.
步骤(2)包括:Step (2) includes:
(21)将发动机空起窗口和空滑进近窗口条件,表征为相应高度层的速度指令,对应替换原有速度指令;(21) Represent the conditions of the engine idle window and the idle approach window as the speed command of the corresponding altitude layer, and replace the original speed command correspondingly;
(22)对新速度指令与原速度指令的衔接处进行线性插值平滑处理,根据平均下沉率计算插值段最短长度;(22) Carry out linear interpolation smoothing processing to the junction of the new speed command and the original speed command, and calculate the shortest length of the interpolation segment according to the average sinking rate;
(23)在发动机空起窗口后的高度层,将各档位的速度指令均选用最中间档位的速度指令;(23) At the altitude after the engine is empty, the speed command of each gear is selected as the speed command of the most middle gear;
(24)飞机与机场的相对高度大于300m处更新的速度指令,其对应的攻角、升降舵、升阻比、轨迹角、下沉率由参数网格计算结果插值得到;飞机与机场的相对高度小于300m处更新的速度指令,需补充计算在起落架放下状态下空滑的攻角、升降舵、升阻比、轨迹角、下沉率。(24) The relative altitude between the aircraft and the airport is greater than the updated speed command at 300m, and its corresponding angle of attack, elevator, lift-to-drag ratio, trajectory angle, and sinking rate are obtained by interpolation from the calculation results of the parameter grid; the relative altitude between the aircraft and the airport For the speed command updated at a distance less than 300m, the angle of attack, elevator, lift-to-drag ratio, trajectory angle, and sinking rate of the skid when the landing gear is lowered need to be additionally calculated.
步骤(3)包括:Step (3) includes:
(31)根据飞机当前速度V和最大可用滚转角φmax,估算飞机调转方向所需的最大航程(31) According to the current speed V of the aircraft and the maximum available roll angle φ max , estimate the maximum range required for the aircraft to turn around
根据机场高度gnd、高度H以及与机场的距离Dis,计算飞机空滑返回所需的平均升阻比Kneed According to the airport height gnd, height H and the distance Dis to the airport, calculate the average lift-to-drag ratio K need needed for the aircraft to slide back
(32)查速度指令表,得到飞机质量m,机场高度gnd,滚转角φmax条件下的N+2档速度指令。对第i个档位的速度指令求解从机场高度到飞机高度范围内的升阻比的平均值其中i=1,2,…,N+2;(32) Check the speed command table to obtain the aircraft mass m, the airport altitude gnd, and the N+2 speed command under the roll angle φ max condition. Solve the average lift-to-drag ratio from the airport altitude to the aircraft altitude for the speed command of the i-th gear where i=1, 2, ..., N+2;
(33)如果存在i,使得则选择使最小的一档速度指令,用于空滑返回的轨迹设计和制导决策。否则,当前状态可能无法安全返回,选用升阻比最大的第1档速度指令用于空滑返回的轨迹设计和制导决策,尽可能发挥滑翔能力。(33) If there exists i such that choose to use The minimum speed command of the first gear is used for trajectory design and guidance decision-making of return from skid. Otherwise, the current state may not be able to return safely, so select the first gear speed command with the largest lift-to-drag ratio for the trajectory design and guidance decision-making of the air slide return, so as to maximize the gliding ability.
实施例Example
以某机型为例,给定飞机质量和机场高度1500m等条件,给定发动机重启窗口为高度层3-6km处以速度450km/h飞行,给出设计多档速度指令集的主要步骤和结果:Taking a certain model as an example, given the conditions of the aircraft mass and the airport altitude of 1500m, and given the engine restart window as flying at a speed of 450km/h at an altitude of 3-6km, the main steps and results of designing a multi-speed instruction set are given:
第一步:生成参数网格,计算空滑性能并设计多档速度指令,部分网格点升阻比随速度分布曲线如图1所示。Step 1: Generate parameter grids, calculate air-sliding performance and design multi-gear speed commands. The distribution curve of lift-to-drag ratio with speed at some grid points is shown in Figure 1.
1)以100m为高度间隔,形成从机场高度到最大高度之间的高度计算序列;取0:10:30的滚转角序列;查询当前质量对应的飞行包络,计算高度序列各点的速度范围并进行50等分,得到滚转角-高度-速度参数网格;在参数网格的每一个点,计算匀速下滑配平的攻角、俯仰角、升降舵、升阻比和下沉率。1) Take 100m as the altitude interval to form an altitude calculation sequence from the airport altitude to the maximum altitude; take the roll angle sequence of 0:10:30; query the flight envelope corresponding to the current quality, and calculate the speed range of each point in the altitude sequence And carry out 50 equal divisions to obtain the roll angle-height-velocity parameter grid; at each point of the parameter grid, calculate the angle of attack, pitch angle, elevator, lift-to-drag ratio and sinking rate of the constant-speed glide trim.
2)将滚转角和高度序列组合,得到滚转角-高度网格;在滚转角-高度网格的每个点处,搜索配平升阻比最大的点,作为航迹最远速度,将最大速度点作为航迹最近速度;将航迹最远速度和航迹最近速度构成的速度区间10等分,按照航迹最远速度、1…9级等间隔速度、航迹最近速度前后顺序排列,将查找之后的11个点进行排列,就得到了11档位的速度指令;1…9级等间隔速度所对应的配平轨迹角、升阻比和升降舵由性能计算结果插值得到。2) Combine the roll angle and altitude sequence to obtain the roll angle-height grid; at each point of the roll angle-height grid, search for the point with the largest lift-to-drag ratio in trim, as the farthest speed of the track, and set the maximum speed The point is taken as the shortest speed of the track; the speed interval formed by the farthest speed of the track and the shortest speed of the track is divided into 10 equal parts, and arranged according to the order of the farthest speed of the track, the speed of 1...9 equal intervals, and the shortest speed of the track. After searching, the 11 points are arranged to obtain the speed command of 11 gears; the trim trajectory angle, lift-to-drag ratio and elevator corresponding to the speeds of 1...9 gears are interpolated from the performance calculation results.
第二步:根据发动机重启窗口条件、着陆窗口条件等重新生成分档指令集合,速度指令设计结果如图2所示:Step 2: According to the engine restart window conditions, landing window conditions, etc. to regenerate the binning command set, the speed command design results are shown in Figure 2:
1)空起前飞行段(7km以上飞行段):直接采用多档位速度指令设计结果。1) Flight section before air take-off (flight section above 7km): directly adopt the design result of multi-gear speed command.
2)发动机空起段(2-7km高度段):按照发动机空起窗口条件,在3-6km高度层内速度指令设计为450km/h,经过平均下沉率计算,在2-3km和6-7km处设置两个1000m过渡高度层,通过线性插值将速度指令平滑过渡。2) Engine idle section (2-7km height section): According to the engine idle window conditions, the speed command is designed to be 450km/h in the 3-6km altitude layer, and after calculating the average sinking rate, the speed between 2-3km and 6- Two 1000m transitional altitudes are set at 7km, and the speed command is smoothly transitioned through linear interpolation.
3)发动机空起失败后飞行段:该算例发动机空起段末端相对高度已达到了500m,已抵达进近窗口附近,因此取消发动机空起失败后飞行段。3) Flight segment after engine empty start failure: In this example, the relative altitude of the end of the engine empty start segment has reached 500m, and has reached the vicinity of the approach window, so the flight segment after engine empty start failure is cancelled.
4)进近航行段(1515-2000m):选用着陆速度240km/h,飞行性能参数对应起落架放下状态。4) Approach flight section (1515-2000m): The landing speed is selected as 240km/h, and the flight performance parameters correspond to the landing gear down state.
Claims (5)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201510923549.2A CN106873615B (en) | 2015-12-11 | 2015-12-11 | Emergency return landing speed instruction set design method |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201510923549.2A CN106873615B (en) | 2015-12-11 | 2015-12-11 | Emergency return landing speed instruction set design method |
Publications (2)
Publication Number | Publication Date |
---|---|
CN106873615A true CN106873615A (en) | 2017-06-20 |
CN106873615B CN106873615B (en) | 2020-04-07 |
Family
ID=59177449
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CN201510923549.2A Active CN106873615B (en) | 2015-12-11 | 2015-12-11 | Emergency return landing speed instruction set design method |
Country Status (1)
Country | Link |
---|---|
CN (1) | CN106873615B (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107643763A (en) * | 2017-09-20 | 2018-01-30 | 中国航空工业集团公司沈阳飞机设计研究所 | A kind of aircraft is unpowered to give an encore energy track integrated control method |
CN108931990A (en) * | 2018-07-19 | 2018-12-04 | 四川腾盾科技有限公司 | A kind of empty sliding Landing Control method that high aspect ratio unmanned plane is unpowered |
CN111792054A (en) * | 2020-06-15 | 2020-10-20 | 成都飞机工业(集团)有限责任公司 | Safe test flight method based on airplane airborne sliding forced landing capability |
CN112051860A (en) * | 2020-09-07 | 2020-12-08 | 中国航空工业集团公司成都飞机设计研究所 | Method for stabilizing idle-slip forced landing dynamic idle-slip ratio |
CN116880527A (en) * | 2023-07-20 | 2023-10-13 | 中国空气动力研究与发展中心空天技术研究所 | Control method and system for maximum jump glide flight range of hypersonic aircraft |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102464108A (en) * | 2010-11-01 | 2012-05-23 | 成都飞机工业(集团)有限责任公司 | Engine failure treating method for unmanned aerial vehicle |
CN103149938A (en) * | 2013-04-08 | 2013-06-12 | 中国航天空气动力技术研究院 | Emergency landing method of unmanned aerial vehicle based on radio and laser guiding |
-
2015
- 2015-12-11 CN CN201510923549.2A patent/CN106873615B/en active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102464108A (en) * | 2010-11-01 | 2012-05-23 | 成都飞机工业(集团)有限责任公司 | Engine failure treating method for unmanned aerial vehicle |
CN103149938A (en) * | 2013-04-08 | 2013-06-12 | 中国航天空气动力技术研究院 | Emergency landing method of unmanned aerial vehicle based on radio and laser guiding |
Non-Patent Citations (1)
Title |
---|
王宏伦 等: "飞行器无动力应急着陆域和着陆轨迹设计", 《航空学报》 * |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107643763A (en) * | 2017-09-20 | 2018-01-30 | 中国航空工业集团公司沈阳飞机设计研究所 | A kind of aircraft is unpowered to give an encore energy track integrated control method |
CN107643763B (en) * | 2017-09-20 | 2020-09-18 | 中国航空工业集团公司沈阳飞机设计研究所 | Airplane unpowered return energy/track comprehensive control method |
CN108931990A (en) * | 2018-07-19 | 2018-12-04 | 四川腾盾科技有限公司 | A kind of empty sliding Landing Control method that high aspect ratio unmanned plane is unpowered |
CN111792054A (en) * | 2020-06-15 | 2020-10-20 | 成都飞机工业(集团)有限责任公司 | Safe test flight method based on airplane airborne sliding forced landing capability |
CN111792054B (en) * | 2020-06-15 | 2021-06-08 | 成都飞机工业(集团)有限责任公司 | Safe test flight method based on airplane airborne sliding forced landing capability |
CN112051860A (en) * | 2020-09-07 | 2020-12-08 | 中国航空工业集团公司成都飞机设计研究所 | Method for stabilizing idle-slip forced landing dynamic idle-slip ratio |
CN112051860B (en) * | 2020-09-07 | 2022-04-19 | 中国航空工业集团公司成都飞机设计研究所 | Method for stabilizing idle-slip forced landing dynamic idle-slip ratio |
CN116880527A (en) * | 2023-07-20 | 2023-10-13 | 中国空气动力研究与发展中心空天技术研究所 | Control method and system for maximum jump glide flight range of hypersonic aircraft |
CN116880527B (en) * | 2023-07-20 | 2024-02-23 | 中国空气动力研究与发展中心空天技术研究所 | Control method and system for maximum jump glide flight range of hypersonic aircraft |
Also Published As
Publication number | Publication date |
---|---|
CN106873615B (en) | 2020-04-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
CN110471450B (en) | A method for direct planning of reentry trajectories within an altitude velocity profile | |
CN110908396B (en) | Full-stage reentry return guidance method for reusable vehicle | |
CN102390543B (en) | Vertical landing track design method for unmanned aerial vehicle | |
CN106873615A (en) | Emergent landing speed instruction set design method of giving an encore | |
CN109144084B (en) | An Attitude Tracking Control Method for Vertical Takeoff and Landing Reusable Vehicle Based on Fixed Time Convergence Observer | |
CN100541372C (en) | An automatic homing control method for unmanned aerial vehicles when the engine stops unexpectedly | |
CN104246641B (en) | The safe emergency landing of UAV | |
CN106777739A (en) | A kind of tiltrotor is verted the method for solving of transient process | |
CN109871628B (en) | Simulation computing system and method for evaluating seaworthiness compliance of amphibious aircraft | |
CN103587723B (en) | One reenters initial segment analytic expression longitudinally online Trajectory Design and tracking | |
CN109946971B (en) | A smooth switching control method for the transition section of a tilt-rotor UAV | |
CN106768123A (en) | A kind of depopulated helicopter fuel oil predictor method | |
CN109814593B (en) | Low-altitude solar unmanned aerial vehicle flight control method and system capable of automatically searching heat | |
CN109634299A (en) | All-wing aircraft UAV Maneuver flight control method based on Multi-mode control | |
CN107643763A (en) | A kind of aircraft is unpowered to give an encore energy track integrated control method | |
CN110750850B (en) | Three-dimensional profile optimization design method, system and medium under strong constraint complex task condition | |
CN114065398B (en) | Flight performance calculation method for high-aspect-ratio flexible aircraft | |
CN109459929A (en) | The parsing Homotopy Method that martian atmosphere approach section longitudinal direction accessoble region generates | |
CN105701552A (en) | Method of calculating vertical section of flight route | |
Erzen et al. | An optimal propeller design for in-flight power recuperation on an electric aircraft | |
Okolo et al. | Effect of trail aircraft trim on optimum location in formation flight | |
CN103578299A (en) | Method for simulating flight process of aircraft | |
CN115079565B (en) | Variable-coefficient guidance method, device and aircraft with drop angle constraints | |
CN109739251A (en) | UAV time-sharing control method | |
Stone | Aerodynamic modelling of a wing-in-slipstream tail-sitter UAV |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PB01 | Publication | ||
PB01 | Publication | ||
SE01 | Entry into force of request for substantive examination | ||
SE01 | Entry into force of request for substantive examination | ||
GR01 | Patent grant | ||
GR01 | Patent grant |