CN109782795B - Transverse control method and control system for coupled surface-symmetric hypersonic aircraft - Google Patents

Transverse control method and control system for coupled surface-symmetric hypersonic aircraft Download PDF

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CN109782795B
CN109782795B CN201811631938.8A CN201811631938A CN109782795B CN 109782795 B CN109782795 B CN 109782795B CN 201811631938 A CN201811631938 A CN 201811631938A CN 109782795 B CN109782795 B CN 109782795B
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roll
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yaw
rate
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CN109782795A (en
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孙春贞
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Nanjing University of Aeronautics and Astronautics
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Nanjing University of Aeronautics and Astronautics
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Abstract

The invention discloses a lateral control method and a lateral control system for a coupled plane-symmetric hypersonic flight vehicle, which comprises the following steps of (1) obtaining measurement information of an airborne sensor of the plane-symmetric hypersonic flight vehicle; (2) analyzing the roll-to-yaw ratio characteristic of the transverse direction of the hypersonic aircraft and the stability characteristic of a Dutch roll coupling mode; (3) analyzing the control coupling modal characteristic of the hypersonic aircraft during aileron control; (4) feeding back the roll angle rate to the ailerons to improve the damping characteristic of the Dutch roll; (5) the damping characteristic of a Dutch roll coupling mode is improved by feeding back the sideslip angular rate to the rudder, and the influence of kinematic coupling is suppressed; (6) the sideslip angle deviation is fed back to the rudder, and the stability characteristic of the Dutch roll coupling mode is improved; (7) and feeding back the roll angle deviation to a sideslip angle instruction, and realizing roll control by utilizing the Dutch roll coupling. The invention reduces the requirement of coupling control on the control capability of the pneumatic control surface and lightens the pressure of the overall design of the aircraft.

Description

Transverse control method and control system for coupled surface-symmetric hypersonic aircraft
Technical Field
The invention relates to a hypersonic aircraft control technology, in particular to a transverse and lateral control method and a transverse and lateral control system for a coupled plane-symmetric hypersonic aircraft.
Background
The hypersonic aircraft adopts a plane symmetric layout and a high lift-drag ratio appearance, has the characteristics of high flying speed, long flying distance, strong maneuvering capability and high penetration probability, has an important position in the remote penetration of modern war with unique advantages, and is highly valued by countries in the world. In 2010, three hypersonic aircrafts with different purposes, namely HTV-2, X-37B and X-51A, are launched in the United states in sequence, three high-density flight tests attract close attention all over the world, and another high tide developed by the hypersonic aircrafts is raised. Under the promotion of the development trend, the research on theories and methods related to the control of the hypersonic flight vehicle is carried out, and the research has important significance in theory and engineering.
Due to the ultra-high flying speed and the complex flying environment, the hypersonic aircraft has the characteristics of being obviously different from the traditional aircraft, so that the flying control faces a plurality of control difficulties which are not met by the traditional aircraft. Compared with the traditional aircraft, the hypersonic aircraft has the advantages that the change ranges of Mach number, attack angle, altitude and dynamic pressure of the hypersonic aircraft are large, instability, strong coupling, strong nonlinearity and strong uncertainty are mutually superposed, the stability of the hypersonic aircraft is seriously influenced, particularly, three channels are seriously coupled when the hypersonic aircraft flies at a large attack angle, and the transverse course presents serious non-minimum phase characteristics, so that serious challenge is provided for the design of a control system.
At present, decoupling control is mostly adopted for the three-channel coupling problem of a plane-symmetric aircraft, but the hypersonic aircraft has large difference of control capability in different dynamic pressure regions due to large span of airspace and speed region, and particularly has insufficient control surface control capability during large-attack-angle flight, so that the decoupling control is difficult to directly carry out. Therefore, new coupling control technology research aiming at the hypersonic flight vehicle is urgently needed.
Disclosure of Invention
The purpose of the invention is as follows: the method and the system for controlling the transverse direction of the coupled surface-symmetric hypersonic flight vehicle are provided by combining the large roll pendulum characteristic and the roll control deviation characteristic of the flight vehicle aiming at the Dutch roll coupling and transverse direction control coupling modes existing between the yaw channel and the roll channel of the surface-symmetric hypersonic flight vehicle, so that the requirement of coupling control on the control capability of a pneumatic control surface is reduced, and the pressure of the overall design of the flight vehicle is relieved.
The technical scheme is as follows: in order to realize the purpose, the invention adopts the following technical scheme:
a transverse control method for a hypersonic aircraft by utilizing coupled plane symmetry comprises the following steps:
(1) obtaining measurement information of a plane-symmetric hypersonic aircraft airborne sensor;
(2) analyzing the roll-to-yaw ratio characteristic of the plane-symmetric hypersonic aircraft in the transverse direction and the stability characteristic of the Dutch roll coupling mode;
(3) analyzing the control coupling modal characteristic of the plane-symmetric hypersonic aircraft during the control of the ailerons;
(4) feeding back the roll angle rate to the ailerons to improve the damping characteristic of the Dutch roll according to the analysis results of the step (2) and the step (3);
(5) on the basis of the step (4), feeding back the sideslip angular rate to the rudder to improve the damping characteristic of the Dutch roll coupling mode and inhibit the kinematic coupling influence;
(6) the sideslip angle deviation is fed back to the rudder, and the stability characteristic of the Dutch roll coupling mode is improved;
(7) and feeding back the roll angle deviation to a sideslip angle instruction, and realizing roll control by utilizing the Dutch roll coupling.
Further, the measurement information of the sensor in the step (1) comprises a roll angle phi, a roll angle rate p, a yaw angle rate r, an attack angle α and a sideslip angle β, and the current state is calculated by using the roll angle rate p, the yaw angle rate r and the attack angle α informationLateral slip angle rate
Figure BDA0001929168780000021
The approximation of (d) is:
Figure BDA0001929168780000022
further, the stable derivative of the Dutch roll coupling mode in the step (2)
Figure BDA0001929168780000023
The calculation formula of (2) is as follows:
Figure BDA0001929168780000024
wherein the content of the first and second substances,
Figure BDA0001929168780000025
for the statically stable derivative of the yaw,
Figure BDA0001929168780000026
in order to roll the statically stable derivative of the roll,
Figure BDA0001929168780000027
the rolling-swinging ratio is set as the rolling-swinging ratio,
Figure BDA0001929168780000028
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure BDA0001929168780000029
is the partial derivative of yaw moment to side slip angle β under the effect of roll-yaw coupling, IxzIs the product of inertia about the x-axis and z-axis, IxMoment of inertia about the x-axis, α is the angle of attack;
when the roll-to-swing ratio meets the following formula, the Holland roll mode is static and stable, is favorable for coupling, and utilizes roll control;
Figure BDA00019291687800000210
further, the deviation derivative LCDP of the coupling mode in step (3) is controlled as:
Figure BDA0001929168780000031
wherein the content of the first and second substances,
Figure BDA0001929168780000032
is the partial derivative of the yaw moment with respect to the control quantity delta,
Figure BDA0001929168780000033
the partial derivative of the rolling torque to the control quantity delta is obtained;
Figure BDA0001929168780000034
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure BDA0001929168780000035
the partial derivative of yaw moment to side slip angle β under the rolling-yaw coupling action is α, and the attack angle is α;
when the control surface generates coupling torque generated on a yaw channel to satisfy the following formula, the lateral control deviates, and the control coupling is an unfavorable coupling, which needs to be avoided because the control coupling is caused by the deflection of the ailerons, and the ailerons cannot be adopted to control the rolling at the moment and needs to be realized through other control surfaces;
Figure BDA0001929168780000036
further, the roll rate p is fed back to the aileron δ in step (4)aThe control law of the aileron channel is as follows:
δa＝Kp·p；
wherein, deltaaFor flap deflection angle, KpFeedback gain for roll rate;
dutch after feedback of roll rateDamping derivative ξ of roll-coupled modedComprises the following steps:
Figure BDA0001929168780000037
wherein the content of the first and second substances,
Figure BDA0001929168780000038
is the partial derivative of the yaw damping moment to the yaw rate r,
Figure BDA0001929168780000039
the roll damping torque versus roll angle rate p is the partial derivative of the roll channel damping derivative,
Figure BDA00019291687800000310
for roll moment to aileron deltaaPartial derivatives of (I)zFor moment of inertia about the z-axis, IxIn order to be the moment of inertia about the x-axis,
Figure BDA00019291687800000311
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure BDA00019291687800000312
for the partial derivative of the yaw moment to the sideslip angle β under the roll-yaw coupling, α is the angle of attack.
Further, in step (5), the sideslip angular rate
Figure BDA00019291687800000313
The feedback is to the rudder, and the control law of the rudder channel is as follows:
Figure BDA00019291687800000314
wherein, deltarIs the rudder deflection angle and is,
Figure BDA00019291687800000315
feedback gain for the rate of change of sideslip angle;
angular rate of sideslip
Figure BDA0001929168780000041
The measurement cannot be directly obtained through a sensor, and according to a motion equation, the following results are obtained:
Figure BDA0001929168780000042
wherein Y is the lateral force, m is the mass, V is the velocity, g2Is the gravitational acceleration component, α is the angle of attack, p is the roll rate, r is the yaw rate;
because the hypersonic aerocraft has relatively small lateral force, small lateral acceleration and lateral slip angular rate
Figure BDA0001929168780000043
The approximation is:
Figure BDA0001929168780000044
approximate sideslip angular rate
Figure BDA0001929168780000045
The feedback is to the rudder, and the control law of the rudder channel is as follows:
Figure BDA0001929168780000046
feedback sideslip angular rate
Figure BDA0001929168780000047
Then, the damping derivative ξ of the dutch roll coupling mode can be further improvedd：
Figure BDA0001929168780000048
Wherein the content of the first and second substances,
Figure BDA0001929168780000049
is inclined toPartial derivative, K, of the aerodamping torque on the yaw rate rrFor the yaw rate feedback gain,
Figure BDA00019291687800000410
is the partial derivative of the yaw moment to the rudder deltar,
Figure BDA00019291687800000411
to account for the partial derivative of the yaw-roll coupled roll torque to the side slip angle β,
Figure BDA00019291687800000412
to account for the partial derivative of the roll-yaw coupled yaw moment to side slip angle β, IzFor moment of inertia about the z-axis, IxIn order to be the moment of inertia about the x-axis,
Figure BDA00019291687800000413
is the partial derivative of roll damping torque to roll angle rate p, KpIn order to provide a roll rate feedback gain,
Figure BDA00019291687800000414
for roll moment to aileron deltaaPartial derivative of, KrThe gain is fed back for yaw rate.
Further, in step (6), the sideslip angle command β is sentcβ for the deviation signal △β from the slip angle βcβ is fed back to the rudder, the control law of the rudder channel is:
Figure BDA00019291687800000415
wherein, deltarFor rudder deflection angle, KβIn order to provide a side slip angle feedback gain,
Figure BDA00019291687800000416
to provide a side slip angle rate of change feedback gain,
Figure BDA00019291687800000417
is the sideslip angular rate;
the sideslip angle feedback is mainly used for stability augmentation of the Dutch roll coupling mode, and after the sideslip angle is fed back, the stable derivative of the Dutch roll coupling mode is fed back
Figure BDA0001929168780000051
Comprises the following steps:
Figure BDA0001929168780000052
wherein the content of the first and second substances,
Figure BDA0001929168780000053
is the partial derivative of the yaw moment coefficient to the sideslip angle β under the roll-yaw coupling,
Figure BDA0001929168780000054
for yaw moment to rudder deltarThe partial derivative of (a) of (b),
Figure BDA0001929168780000055
the partial derivative of the roll moment coefficient to the sideslip angle β under the action of yaw-roll coupling is α, namely the attack angle;
when in use
Figure BDA0001929168780000056
In time, the Dutch roll coupling mode is stable, and the sideslip angle feedback gain KβMainly depending on the steering stability ratio
Figure BDA0001929168780000057
The larger the stability ratio, KβThe smaller.
Further, the roll angle command signal phi is obtained in the step (7)cA roll angle command phicDeviation signal △ phi from roll angle phic-feedback of phi to the sideslip angle command, deriving the sideslip angle command β from the roll angle deviation △ phic：
βc＝Kφ·△φ＝Kφ·(φc-φ)；
Wherein, KφIn order to provide a roll angle feedback gain,and limit the sideslip angle command βcIn the range allowed by the control capability of the rudder, sideslip is generated by the direction offset by utilizing the large rolling pendulum characteristic of the aircraft, and then rolling is induced;
Figure BDA0001929168780000058
the larger the upward and reverse effects are, the larger the rolling moment generated by the sideslip angle is, and the feedback gain K of the rolling angleφDirectly related to the roll-to-roll ratio and the inner loop bandwidth, the larger the roll-to-roll ratio, KφThe smaller.
The invention also provides a lateral control system of the coupled surface-symmetric hypersonic aircraft, which comprises a first adder, a roll angle proportioner, a Sigmoid function, a second adder, a sideslip angle proportioner, a third adder, a sideslip angle rate proportioner, a roll angle rate proportioner and a fourth adder, wherein a roll angle instruction phi is providedcAnd the roll angle phi is input into a roll angle proportioner after passing through the first adder, the output of the roll angle proportioner is connected with the input of a Sigmoid function, and a sideslip angle instruction β is output by the Sigmoid functioncThe yaw angle rate r and the roll angle rate p are subjected to functional transformation to obtain the sideslip angle rate
Figure BDA0001929168780000059
Approximating, then inputting a side slip angle rate proportioner; the output of the sideslip angular rate proportioner and the output of the sideslip angular rate proportioner pass through a third adder to obtain the rudder deflection angle deltar(ii) a The roll angle rate p passes through a roll angle rate proportioner to obtain the deflection angle delta of the ailerona. Has the advantages that: compared with the prior art, the invention has the following beneficial effects:
(1) in the aspect of improving the damping of the Dutch roll, the characteristic of large roll-to-yaw ratio of the plane-symmetric hypersonic flight vehicle and the characteristic of high efficiency of the ailerons are fully utilized, and the motion damping of a roll channel is improved through the feedback of a roll angle rate signal to the ailerons, so that the Dutch roll damping is improved; meanwhile, a sideslip angle change rate signal is fully utilized, the influence of kinematic coupling during large-attack-angle large-maneuvering flight of the plane-symmetric hypersonic aerocraft is effectively inhibited, and the coupling inhibition effect is improved;
(2) in the aspect of a coupling control strategy, compared with a decoupling control strategy, the invention fully utilizes the characteristic of large roll-to-yaw ratio of the plane-symmetric hypersonic aircraft, utilizes the deflection of the ailerons to improve the damping of the Dutch roll coupling mode, actively generates a sideslip angle through a yaw channel and further utilizes the up-and-down effect of the aircraft to generate the roll. The control strategy utilizing coupling reduces the deflection angle of the aileron, further reduces the control coupling influence caused by the control of the aileron, reduces the possibility of control deviation and simultaneously reduces the requirement of decoupling control on the steering capacity of the rudder;
(3) in the aspect of control system robustness, compared with a decoupling control strategy, the method avoids the coupling inhibition of a control coupling mode with great uncertainty, provides a control strategy utilizing coupling, improves the adaptive range of uncertainty parameters of an aileron-yaw coupling moment coefficient, and improves the robustness of lateral control.
Drawings
FIG. 1 is a control block diagram of the present invention;
FIG. 2 is a flow chart of a control method of the present invention.
Detailed Description
The technical solution of the present invention is described in detail below with reference to the accompanying drawings and specific embodiments.
The lateral motion of the plane-symmetric hypersonic aerocraft is mainly reflected as the coupled motion of yaw and roll, and 3 types of coupling exist between yaw-roll channels: pneumatic coupling, kinematic coupling, steering coupling, these 3 kinds of coupling interactions, mutual excitation form the 2 main coupling modes that characterize horizontal lateral motion: the system comprises a Dutch roll coupling mode and a transverse lateral control coupling mode, wherein the Dutch roll coupling mode represents the transverse lateral motion stability to a great extent, and the transverse lateral control coupling mode represents the coupling influence of control input on transverse lateral motion.
The "aileron" and "rudder" referred to in the present invention refer to the general names of all control surfaces of the roll channel and yaw channel, respectively, and are not the single physical control surfaces on the structure of the aircraft body, such as left elevon, right elevon, left V-tailed, right V-tailed, the left elevon and right elevon may be defined together as "ailerons", and the left V-tailed and right V-tailed may be defined together as "rudder".
In the invention, the 'rudder channel controls rolling, and the rudder and aileron channel jointly increase stability in a Dutch rolling coupling mode', and on the basis of the stability increasing Dutch rolling coupling mode, the Dutch rolling coupling mode is utilized to avoid a lateral control coupling mode, so that lateral coupling control is realized. First, the roll rate p is fed back to the aileron yaw angle δaThe damping derivative of the rolling channel is improved through the rolling torque generated by the ailerons, and the damping characteristic of the Dutch rolling coupling mode is further improved through improving the damping derivative of the rolling channel by utilizing the large rolling-pendulum ratio characteristic of the plane-symmetric hypersonic aircraft; second, the sideslip angular rate is fed back
Figure BDA0001929168780000071
Angle of deflection delta to rudderrThe damping characteristic of a Dutch rolling coupling mode is improved by improving the damping derivative of a rolling channel and a yawing channel by using the rolling torque and the yawing torque generated by the rudder, the influence of kinematic coupling in the large-attack-angle and large-maneuvering process is inhibited by using the kinematic relationship of a rolling angle rate p and a yawing angle rate r, and the sideslip angle deviation △β is fed back to the rudder deflection angle deltarThe yaw moment generated by the rudder is utilized to improve the stability of a yaw channel, further improve the stability of a Dutch rolling coupling mode, and a roll angle deviation signal △ phi is fed back to a sideslip angle command signal βcForming a sideslip angle command β based on the roll angle deviation △cAnd apply the sideslip angle command βcThe yaw moment generated by the rudder is utilized to make the aircraft actively deflect to generate a sideslip angle through sideslip angle control, and the Dutch roll coupling characteristic of the aircraft with large roll-to-yaw ratio is utilized to further generate a roll angle so as to realize roll control in the transverse direction.
The rudder channel is used for controlling rolling and stabilizing the Dutch roller, the ailerons improve the damping of the coupling mode of the Dutch roller, the deflection angle of the ailerons is small, the coupling influence on a yaw channel is small, the control coupling influence caused by the control of the ailerons is reduced, the control requirement on the rudder is reduced, and the possibility of control deviation is reduced.
As shown in figure 1, the lateral control system of the hypersonic aerocraft with the coupled plane symmetry comprises a first adder, a roll angle proportioner, a Sigmoid function, a second adder, a sideslip angle proportioner, a third adder, a sideslip angle rate proportioner, a roll angle rate proportioner and a fourth adder, wherein a roll angle instruction phi is providedcThe sum roll angle phi is input into a roll angle proportioner after passing through a first adder (the roll angle feedback gain is K)φ) Roll angle proportioner output connected to Sigmoid function input, sideslip angle command β output by Sigmoid function outputcThe slip angle feedback gain is K after passing through a second adder with the slip angle β and then entering a slip angle proportionerβ) (ii) a The yaw rate r and the roll rate p are subjected to functional transformation to obtain the sideslip angular rate
Figure BDA0001929168780000072
To approximation, then input into a sideslip angular rate proportioner (sideslip angular rate feedback gain of
Figure BDA0001929168780000073
) (ii) a The output of the sideslip angular rate proportioner and the output of the sideslip angular rate proportioner pass through a third adder to obtain the rudder deflection angle deltar(ii) a The roll rate p passes through a roll rate proportioner (roll rate feedback gain is K)p) Then obtaining the deflection angle delta of the ailerona。
As shown in fig. 2, a lateral control surface output command in the lateral direction is calculated in each control cycle of the plane-symmetric hypersonic aircraft by using a coupled lateral control method of the plane-symmetric hypersonic aircraft: the aileron deflection angle and the rudder deflection angle specifically comprise the following steps:
step 1, obtaining measurement information of a plane-symmetric hypersonic aircraft airborne sensor, namely a roll angle phi, a roll angle rate p, a yaw angle rate r, an attack angle α and a sideslip angle β, and utilizing the roll angle rate p, the yaw angleSpeed r and attack angle α information, calculating the slip angle speed under the current state
Figure BDA0001929168780000081
An approximation of (d);
step 2: analyzing the roll-to-roll ratio characteristic of the plane-symmetric hypersonic aircraft in the lateral direction and the stability characteristic of the Dutch roll coupling mode, and the stable derivative of the Dutch roll coupling mode
Figure BDA0001929168780000082
The calculation formula of (2) is as follows:
Figure BDA0001929168780000083
wherein the content of the first and second substances,
Figure BDA0001929168780000084
for the statically stable derivative of the yaw,
Figure BDA0001929168780000085
in order to roll the statically stable derivative of the roll,
Figure BDA0001929168780000086
the rolling-swinging ratio is set as the rolling-swinging ratio,
Figure BDA0001929168780000087
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure BDA0001929168780000088
is the partial derivative of the yaw moment to the sideslip angle β under the effect of the roll-yaw coupling, IxzIs the product of inertia about the x-axis and z-axis, Ixα is the angle of attack for the moment of inertia about the x-axis, and the stable derivative of the Dutch roll coupled mode is known from equation (1)
Figure BDA0001929168780000089
Derivative of main and yaw statics
Figure BDA00019291687800000810
Roll statically stable derivative
Figure BDA00019291687800000811
Roll pendulum ratio
Figure BDA00019291687800000812
And angle of attack.
The larger the roll-to-yaw ratio is, the larger the influence of the roll motion on the stability of the Dutch roll coupling mode is, the larger the coupling of the roll and a yaw channel is, and the smaller the degree of the static instability of the Dutch roll coupling mode is.
Figure BDA00019291687800000813
When the roll-to-yaw ratio satisfies the formula (2), the dutch roll mode is statically stable, which is a favorable coupling, and roll control is utilized. When the control system is designed, on the basis of ensuring the stability of the Dutch roll coupling mode, the Dutch roll coupling can be considered.
And step 3: analyzing the characteristic of a control coupling mode when the ailerons of the hypersonic aircraft are manipulated, and controlling the deviation derivative LCDP of the coupling mode:
Figure BDA00019291687800000814
wherein the content of the first and second substances,
Figure BDA0001929168780000091
is the partial derivative of the yaw moment with respect to the control quantity delta,
Figure BDA0001929168780000092
the partial derivative of the rolling torque to the control quantity delta is obtained; as can be seen from equation (3), LCDP is mainly related to the yaw moment derivative
Figure BDA0001929168780000093
Roll pendulum ratio
Figure BDA0001929168780000094
And roll yaw steering ratio
Figure BDA0001929168780000095
It is related.
The larger the roll-to-roll ratio is, the larger the influence of the yaw moment generated by the control surface on the lateral deviation characteristic is, and when the coupling moment generated by the control surface on the yaw channel meets the formula (4), the lateral control can generate deviation, so that the lateral control is an adverse coupling. Since this control coupling is due to the yaw of the aileron, it is contemplated to avoid this undesirable coupling, where the aileron cannot be used to control roll, and may be implemented by a rudder or other control surface.
Figure BDA0001929168780000096
And 4, step 4: feeding back the roll angle rate to the ailerons to improve the damping characteristic of the Dutch roll according to the analysis results of the step 2 and the step 3;
feeding back the roll rate p to the aileron deltaaThe control law of the aileron channel is as follows:
δa＝Kp·p (5)；
wherein, deltaaFor flap deflection angle, KpIs the roll rate feedback gain.
Damping derivative ξ of Dutch roll-coupled mode after roll rate feedbackdComprises the following steps:
Figure BDA0001929168780000097
wherein the content of the first and second substances,
Figure BDA0001929168780000098
is the partial derivative of the yaw damping moment to the yaw rate r,
Figure BDA0001929168780000099
the roll damping torque versus roll angle rate p is the partial derivative of the roll channel damping derivative,
Figure BDA00019291687800000910
for roll moment to aileron deltaaPartial derivatives of (I)zFor moment of inertia about the z-axis, IxIn order to be the moment of inertia about the x-axis,
Figure BDA00019291687800000911
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure BDA00019291687800000912
is the partial derivative of yaw moment to sideslip angle β under the effect of roll-yaw coupling, KpFor roll rate feedback gain, α is the angle of attack.
When the product of the roll-to-yaw ratio and the inertia ratio
Figure BDA0001929168780000101
Damping derivative of the tumble channel at very high times
Figure BDA0001929168780000102
Damping derivative ξ for Dutch roll-coupled modesdLarge influence by feeding back the roll rate p to the aileron, by improvement
Figure BDA0001929168780000103
Thereby improving the damping derivative ξ of the Dutch roll coupling moded。
At the same time, the derivative of the roll moment produced by the aileron, due to its high efficiency
Figure BDA0001929168780000104
Damping derivative with tumble channel
Figure BDA0001929168780000105
Ratio of
Figure BDA0001929168780000106
Large, KpThe improvement can be achieved by only taking a small value
Figure BDA0001929168780000107
The purpose of (1). Therefore, the deflection angle of the aileron can be reduced by utilizing the aileron to improve the damping characteristic of the Dutch roll mode, so that the coupling influence of the control of the aileron on the course is reduced, and the possibility of the control deviation of the aileron is reduced.
And 5: on the basis of the step (4), feeding back the sideslip angular rate to the rudder to improve the damping characteristic of the Dutch roll coupling mode and inhibit the kinematic coupling influence;
will sideslip angular rate
Figure BDA0001929168780000108
The feedback is to the rudder, and the control law of the rudder channel is as follows:
Figure BDA0001929168780000109
wherein, deltarIs the rudder deflection angle and is,
Figure BDA00019291687800001010
the gain is fed back for the rate of change of the slip angle.
Angular rate of sideslip
Figure BDA00019291687800001011
The measurement cannot be directly obtained through a sensor, and according to a motion equation, the following results are obtained:
Figure BDA00019291687800001012
wherein Y is the lateral force, m is the mass, V is the velocity, g2For the gravitational acceleration component, α is the angle of attack, p is the roll rate, and r is the yaw rate.
Angular rate of sideslip
Figure BDA00019291687800001013
With roll rate p, yaw rate r, angle of attack α, lateral acceleration
Figure BDA00019291687800001014
Are closely related. Due to high supersonic velocityThe lateral force of the aircraft is relatively small, the lateral acceleration is small, and the lateral slip angular rate is high
Figure BDA00019291687800001015
Can be approximated as:
Figure BDA00019291687800001016
approximate sideslip angular rate
Figure BDA00019291687800001017
The feedback is to the rudder, and the control law of the rudder channel is as follows:
Figure BDA00019291687800001018
due to the kinematic coupling, when a large roll rate p is generated, the roll rate p and the angle of attack α are directly converted to sideslip rate, increasing the tendency of sideslip angle change.
Feedback sideslip angular rate
Figure BDA0001929168780000111
Thereafter, the damping derivative ξ of the Dutch roll coupling mode may be further improvedd：
Figure BDA0001929168780000112
Wherein the content of the first and second substances,
Figure BDA0001929168780000113
for yaw moment to rudder deltarPartial derivative of, KrThe gain is fed back for yaw rate.
Step 6: the sideslip angle deviation is fed back to the rudder, and the stability characteristic of the Dutch roll coupling mode is improved;
commanding β a sideslip anglecDeviation signal from sideslip angle β△β＝βcβ is fed back to the rudder, the control law of the rudder channel is:
Figure BDA0001929168780000114
the sideslip angle feedback is mainly used for stability augmentation of the Dutch roll coupling mode, and after the sideslip angle is fed back, the stable derivative of the Dutch roll coupling mode is fed back
Figure BDA0001929168780000115
Comprises the following steps:
Figure BDA0001929168780000116
wherein the content of the first and second substances,
Figure BDA0001929168780000117
to account for the yaw moment coefficient of the roll-yaw coupling partial derivative to the sideslip angle β.
When in use
Figure BDA0001929168780000118
And the Dutch roll coupling mode is stable. Sideslip angle feedback gain KβMainly depending on the steering stability ratio
Figure BDA0001929168780000119
The larger the stability ratio, KβThe smaller.
And 7: feeding back the roll angle deviation to a sideslip angle instruction, and realizing roll control by utilizing the Dutch roll coupling;
obtaining a roll angle command signal phicA roll angle command phicDeviation signal △ phi from roll angle phic-feedback of phi to the sideslip angle command, deriving the sideslip angle command β from the roll angle deviation △ phic：
βc＝Kφ·△φ＝Kφ·(φc-φ) (14)；
Wherein, KφFor roll angle feedback gain, and limits the sideslip angle command βcIn the rudderWithin the control capability allowed. The characteristic of large rolling swing of the aircraft is utilized, sideslip is generated through direction offset, and rolling is further induced.
Figure BDA0001929168780000121
The larger the up-turn effect, the stronger the roll torque generated by the sideslip angle. Roll angle feedback gain KφDirectly related to the roll-to-roll ratio and the inner loop bandwidth, the larger the roll-to-roll ratio, KφThe smaller.
Analyzing the roll-to-roll ratio characteristic, the Dutch-roll coupling characteristic and the aileron control deviation characteristic of the designed hypersonic flight vehicle in the transverse direction according to the steps 1-3, and designing a control law in the transverse direction according to the characteristics of an object; improving the damping characteristic and the stability characteristic of the Dutch rolling mode according to the steps 4-6, and repeating the steps 4-6 until the index requirement is met according to the index requirement of the control system; and (4) designing a roll control law according to the step (7), wherein the roll control law is used as an outer loop of sideslip angle control, the roll control law must be matched with the bandwidth of the sideslip angle control loop, and the steps (4) to (7) can be iterated until index requirements are met.

Claims (9)

1. A method for controlling the transverse direction of a hypersonic aerocraft by utilizing coupled plane symmetry is characterized by comprising the following steps:
(1) obtaining measurement information of a plane-symmetric hypersonic aircraft airborne sensor;
(2) analyzing the roll-to-yaw ratio characteristic of the plane-symmetric hypersonic aircraft in the transverse direction and the stability characteristic of the Dutch roll coupling mode;
(3) analyzing the control coupling modal characteristic of the plane-symmetric hypersonic aircraft during the control of the ailerons;
(4) feeding back the roll angle rate to the ailerons to improve the damping characteristic of the Dutch roll according to the analysis results of the step (2) and the step (3);
(5) on the basis of the step (4), feeding back the sideslip angular rate to the rudder to improve the damping characteristic of the Dutch roll coupling mode and inhibit the kinematic coupling influence;
(6) the sideslip angle deviation is fed back to the rudder, and the stability characteristic of the Dutch roll coupling mode is improved;
(7) and feeding back the roll angle deviation to a sideslip angle instruction, and realizing roll control by utilizing the Dutch roll coupling.
2. The method for lateral-lateral control of hypersonic aircraft with coupled plane symmetry as claimed in claim 1, wherein the measured information of the sensors in step (1) includes roll angle phi, roll rate p, yaw rate r, angle of attack α and side slip angle β, and the side slip rate p, yaw rate r and angle of attack α are used to calculate the current state of the hypersonic aircraft with the roll rate p, yaw rate r and angle of attack α
Figure FDA0002436136540000011
The approximation of (d) is:
Figure FDA0002436136540000012
3. the lateral control method for hypersonic aircraft with coupled surface symmetry as claimed in claim 1, wherein the stable derivative of the dutch roll coupling mode in step (2)
Figure FDA0002436136540000013
The calculation formula of (2) is as follows:
Figure FDA0002436136540000014
wherein the content of the first and second substances,
Figure FDA0002436136540000015
for the statically stable derivative of the yaw,
Figure FDA0002436136540000016
in order to roll the statically stable derivative of the roll,
Figure FDA0002436136540000017
the rolling-swinging ratio is set as the rolling-swinging ratio,
Figure FDA0002436136540000018
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure FDA0002436136540000019
is the partial derivative of yaw moment to side slip angle β under the effect of roll-yaw coupling, IxzIs the product of inertia about the x-axis and z-axis, IxMoment of inertia about the x-axis, α is the angle of attack;
when the roll-to-swing ratio meets the following formula, the Holland roll mode is static and stable, is favorable for coupling, and utilizes roll control;
Figure FDA0002436136540000021
4. the lateral control method for hypersonic aircraft with coupled surface symmetry as claimed in claim 1, wherein the deviation derivative LCDP of the coupling mode in step (3) is controlled as follows:
Figure FDA0002436136540000022
wherein the content of the first and second substances,
Figure FDA0002436136540000023
is the partial derivative of the yaw moment with respect to the control quantity delta,
Figure FDA0002436136540000024
the partial derivative of the rolling torque to the control quantity delta is obtained;
Figure FDA0002436136540000025
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure FDA0002436136540000026
the partial derivative of yaw moment to side slip angle β under the rolling-yaw coupling action is α, and the attack angle is α;
when the control surface generates coupling torque generated on a yaw channel to satisfy the following formula, the lateral control deviates, and the control coupling is an unfavorable coupling, which needs to be avoided because the control coupling is caused by the deflection of the ailerons, and the ailerons cannot be adopted to control the rolling at the moment and needs to be realized through other control surfaces;
Figure FDA0002436136540000027
5. the method for lateral control of a hypersonic aircraft with coupled surface symmetry as claimed in claim 1, wherein the step (4) is to feed back the roll rate p to the aileron δaThe control law of the aileron channel is as follows:
δa＝Kp·p；
wherein, deltaaFor flap deflection angle, KpFeedback gain for roll rate;
damping derivative ξ of Dutch roll-coupled mode after roll rate feedbackdComprises the following steps:
Figure FDA0002436136540000028
wherein the content of the first and second substances,
Figure FDA0002436136540000029
is the partial derivative of the yaw damping moment to the yaw rate r,
Figure FDA00024361365400000210
the roll damping torque versus roll angle rate p is the partial derivative of the roll channel damping derivative,
Figure FDA00024361365400000211
for roll moment to aileron deltaaPartial derivatives of (I)zFor moment of inertia about the z-axis, IxIn order to be the moment of inertia about the x-axis,
Figure FDA0002436136540000031
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure FDA0002436136540000032
for the partial derivative of the yaw moment to the sideslip angle β under the roll-yaw coupling, α is the angle of attack.
6. The method for lateral control of hypersonic aerocraft with coupled surface symmetry as claimed in claim 1, wherein in step (5) the slip angular rate is determined
Figure FDA0002436136540000033
The feedback is to the rudder, and the control law of the rudder channel is as follows:
Figure FDA0002436136540000034
wherein, deltarIs the rudder deflection angle and is,
Figure FDA0002436136540000035
feedback gain for the rate of change of sideslip angle;
angular rate of sideslip
Figure FDA0002436136540000036
The measurement cannot be directly obtained through a sensor, and according to a motion equation, the following results are obtained:
Figure FDA0002436136540000037
wherein Y is the lateral force, m is the mass, V is the velocity, g2Is the gravitational acceleration component, α is the angle of attack, p is the roll rate, r is the yaw rate;
because the hypersonic aerocraft has relatively small lateral force, small lateral acceleration and lateral slip angular rate
Figure FDA0002436136540000038
The approximation is:
Figure FDA0002436136540000039
approximate sideslip angular rate
Figure FDA00024361365400000310
The feedback is to the rudder, and the control law of the rudder channel is as follows:
Figure FDA00024361365400000311
feedback sideslip angular rate
Figure FDA00024361365400000312
Then, the damping derivative ξ of the dutch roll coupling mode can be further improvedd：
Figure FDA00024361365400000313
Wherein the content of the first and second substances,
Figure FDA00024361365400000314
is the partial derivative of the yaw damping moment on the yaw angle rate r, KrFor the yaw rate feedback gain,
Figure FDA00024361365400000315
for yaw moment to rudder deltarThe partial derivative of (a) of (b),
Figure FDA00024361365400000316
to account for the partial derivative of the yaw-roll coupled roll torque to the side slip angle β,
Figure FDA00024361365400000317
to account for the partial derivative of the roll-yaw coupled yaw moment to side slip angle β, IzFor moment of inertia about the z-axis, IxIn order to be the moment of inertia about the x-axis,
Figure FDA00024361365400000318
is the partial derivative of roll damping torque to roll angle rate p, KpIn order to provide a roll rate feedback gain,
Figure FDA00024361365400000319
for roll moment to aileron deltaaPartial derivative of, KrThe gain is fed back for yaw rate.
7. The method for lateral control of hypersonic aircraft with coupled surface symmetry as claimed in claim 1, wherein step (6) is performed by commanding β a slip anglecβ for the deviation signal △β from the slip angle βcβ is fed back to the rudder, the control law of the rudder channel is:
Figure FDA0002436136540000041
wherein, deltarFor rudder deflection angle, KβIn order to provide a side slip angle feedback gain,
Figure FDA0002436136540000042
to provide a side slip angle rate of change feedback gain,
Figure FDA0002436136540000043
is the sideslip angular rate;
the sideslip angle feedback is mainly used for stability augmentation of the Dutch roll coupling mode, and after the sideslip angle is fed back, the stable derivative of the Dutch roll coupling mode is fed back
Figure FDA0002436136540000044
Comprises the following steps:
Figure FDA0002436136540000045
wherein the content of the first and second substances,
Figure FDA0002436136540000046
is the partial derivative of the yaw moment coefficient to the sideslip angle β under the roll-yaw coupling,
Figure FDA0002436136540000047
for yaw moment to rudder deltarThe partial derivative of (a) of (b),
Figure FDA0002436136540000048
the partial derivative of the roll moment coefficient to the sideslip angle β under the action of yaw-roll coupling is α, namely the attack angle;
when in use
Figure FDA0002436136540000049
In time, the Dutch roll coupling mode is stable, and the sideslip angle feedback gain KβMainly depending on the steering stability ratio
Figure FDA00024361365400000410
Figure FDA00024361365400000411
For the yaw statically stable derivative, the larger the stability ratio, KβThe smaller.
8. The method for controlling the lateral direction of a hypersonic aerocraft with coupled plane symmetry as claimed in claim 1, wherein the roll angle command signal φ is obtained in step (7)cA roll angle command phicDeviation signal △ phi from roll angle phic-feedback of phi to the sideslip angle command, deriving the sideslip angle command β from the roll angle deviation △ phic：
βc＝Kφ·△φ＝Kφ·(φc-φ)；
Wherein, KφFeedback gain for roll angle and limit sideslip angle command βcIn the range allowed by the control capability of the rudder, sideslip is generated by the direction offset by utilizing the large rolling pendulum characteristic of the aircraft, and then rolling is induced;
Figure FDA00024361365400000412
the rolling-swinging ratio is set as the rolling-swinging ratio,
Figure FDA00024361365400000413
is the partial derivative of roll torque to side slip angle β under yaw-roll coupling,
Figure FDA00024361365400000414
is the partial derivative of the yaw moment to the sideslip angle β under the roll-yaw coupling,
Figure FDA0002436136540000051
the larger the upward and reverse effects are, the larger the rolling moment generated by the sideslip angle is, and the feedback gain K of the rolling angleφDirectly related to the roll-to-roll ratio and the inner loop bandwidth, the larger the roll-to-roll ratio, KφThe smaller.
9. A control system for the lateral-lateral control method of hypersonic aerocraft with coupled surface symmetry as claimed in any one of claims 1-8, characterized by comprising a first adder, a roll angle proportioner, a Sigmoid function, a second adder, a sideslip angle proportioner, a third adder, a sideslip angle rate proportioner, a roll angle rate proportioner and a fourth adder, wherein the roll angle instruction phi iscAnd the roll angle phi is input into a roll angle proportioner after passing through the first adder, the output of the roll angle proportioner is connected with the input of a Sigmoid function, and a sideslip angle instruction β is output by the Sigmoid functioncThe sideslip angle β is processed by a second adder, then the sideslip angle proportioner is input, and the yaw rate r and the roll rate p are processed by functional transformation to obtain the sideslip angleRate of speed
Figure FDA0002436136540000052
Approximating, then inputting a side slip angle rate proportioner; the output of the sideslip angular rate proportioner and the output of the sideslip angular rate proportioner pass through a third adder to obtain the rudder deflection angle deltar(ii) a The roll angle rate p passes through a roll angle rate proportioner to obtain the deflection angle delta of the ailerona。
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