CN110850888A - Transverse control method for tailless layout aircraft, aircraft and storage medium - Google Patents

Transverse control method for tailless layout aircraft, aircraft and storage medium Download PDF

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CN110850888A
CN110850888A CN201911092553.3A CN201911092553A CN110850888A CN 110850888 A CN110850888 A CN 110850888A CN 201911092553 A CN201911092553 A CN 201911092553A CN 110850888 A CN110850888 A CN 110850888A
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aircraft
control
roll
parameter
stability
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丁嘉元
邵干
郑宏涛
袁利平
蔡巧言
张化照
李贵成
韩旭
李华光
石伟
张建英
刘刚
李洋
石庆峰
郎鹏飞
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China Academy of Launch Vehicle Technology CALT
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    • 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
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • G05D1/0816—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability
    • G05D1/0825—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability using mathematical models

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Abstract

The embodiment of the application provides a transverse control method for a tailless layout aircraft, the aircraft and a storage medium. By adopting the method for transversely controlling the tailless layout aircraft in the embodiment of the application, the stability of the aircraft in the task process is judged, and the stability of the aircraft in the unstable state is enhanced through stability augmentation control, so that the aircraft reaches the stable state; and secondly, damping control and rolling control are carried out, transverse control of the tailless layout aircraft is realized, and the problems of aircraft instability and difficult controllability caused by yaw control coupling of ailerons are solved.

Description

Transverse control method for tailless layout aircraft, aircraft and storage medium
Technical Field
The application belongs to the technical field of aerospace, and particularly relates to a transverse control method for a tailless layout aircraft, the aircraft and a storage medium.
Background
As the layout forms of the aerospace craft are increasingly diversified, particularly high-speed maneuvering craft, the layout coupling characteristics are more remarkable. Now, a multi-type tailless layout aircraft appears, for the aircraft, the stability and the damping are relatively weak, the coupling characteristics are obvious, especially the coupling influence of the transverse direction and the heading direction can cause the stability and the maneuvering capability of the aircraft to change, and even the maneuvering polarity can be changed.
The conventional layout aircraft usually adopts ailerons for transverse control, and a rudder for course control, so that the influence of the ailerons on the control coupling of a yaw axis can be eliminated through the rudder. However, for the tailless layout aircraft, the rudder is not provided, and the independent heading control capability is not provided, so that the yaw control coupling influence of the ailerons cannot be inhibited through the rudder.
The yaw control coupling of the ailerons can cause the ailerons to influence the course state when carrying out lateral control, so that the aircraft sideslips. Because the aircraft has coupling between the transverse directions, the change of the direction state can react to the transverse movement, which is reflected by changing the transverse steering capacity of the ailerons, and the efficiency of the ailerons can be weakened or even the steering reaction can occur.
Disclosure of Invention
The invention provides a transverse control method of a tailless layout aircraft, electronic equipment and a storage medium, and aims to solve the problem that yaw control coupling of ailerons in the tailless layout aircraft influences stability and controllability of an aircraft task in the prior art.
According to a first aspect of the embodiments of the present application, there is provided a method for lateral control of a tailless layout aircraft, comprising the steps of:
acquiring design parameters and task parameters of an aircraft;
calculating a course stability parameter of the aircraft according to the design parameter and the task parameter, and judging whether the course of the aircraft is stable or not according to the stability parameter;
when the aircraft is in an unstable state, performing stability augmentation control to enable the aircraft to reach a stable state;
when the aircraft is in a steady state, damping control and roll control are performed.
According to a second aspect of embodiments of the present application, there is provided an aircraft comprising:
a memory;
a processor; and
a computer program;
wherein the computer program is stored in the memory and configured to be executed by the processor to implement a tailless layout aircraft lateral control method.
According to a third aspect of embodiments of the present application, there is provided a computer-readable storage medium having a computer program stored thereon; the computer program is executed by a processor to implement a tailless layout aircraft lateral control method.
By adopting the transverse control method of the tailless layout aircraft in the embodiment of the application, the stability of the aircraft in the mission process is judged, and the stability of the aircraft in an unstable state is enhanced through stability augmentation control, so that the aircraft reaches a stable state; and secondly, damping control and rolling control are carried out, transverse control of the tailless layout aircraft is realized, and the problems of aircraft instability and difficult controllability caused by yaw control coupling are solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a flow chart illustrating steps of a method for lateral control of a tailless layout aircraft according to an embodiment of the present application;
FIG. 2 is a flowchart illustrating steps of roll control according to an embodiment of the present application;
FIG. 3 is a flow chart illustrating steps of a method for lateral control of a tailless layout aircraft according to another embodiment of the present application;
FIG. 4 is a design flow diagram of a method for lateral control of a tailless layout aircraft according to another embodiment of the present application;
FIG. 5 illustrates a structural schematic of an aircraft according to an embodiment of the present application.
Detailed Description
In the process of realizing the application, the inventor finds that the aerospace craft has the characteristics of strong coupling and weak stability, and the yaw control coupling of the aileron can cause the lateral control of the aileron to influence the course state, so that the aerospace craft sideslips. The conventional layout aircraft usually adopts a rudder to eliminate the influence of the ailerons on the yaw axis steering coupling, but for the tailless layout aircraft, the rudder-free aircraft has no rudder and has no independent heading control capability, so the influence of the yaw steering coupling of the ailerons cannot be inhibited through the rudder. The existing conventional aircraft control method cannot be applied to the tailless layout aircraft at all. If the control scheme of the conventional aircraft is still adopted, the transverse maneuvering target can not be achieved, or the maneuvering direction is opposite to the expected direction, so that the motion divergence and the runaway phenomenon are easily caused. Therefore, there is a need for a lateral control method for tailless aircraft to eliminate the aileron-to-yaw-axis steering coupling effect.
In order to solve the above problems, the embodiment of the present application provides a method for controlling an aircraft in a tailless layout in a lateral direction, which does not depend on a rudder of a conventional aircraft, and achieves lateral control of the aircraft by performing stability judgment, stability augmentation control, damping control, and roll control, so that the aircraft is in a stable state, and the influence of ailerons on yaw axis control coupling is eliminated.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example 1
A flow chart of the steps of a tailless layout aircraft lateral control method according to an embodiment of the present application is shown in fig. 1.
As shown in fig. 1, the method for controlling a lateral direction of a tailless layout aircraft in this embodiment specifically includes the following steps:
step 10: acquiring design parameters and task parameters of an aircraft;
step 20: calculating a course stability parameter of the aircraft according to the design parameter and the task parameter, and judging whether the course of the aircraft is stable or not according to the stability parameter;
step 30: when the aircraft is in an unstable state, performing stability augmentation control to enable the aircraft to reach a stable state;
step 40: when the aircraft is in a steady state, damping control and roll control are performed.
Specifically, the design parameters in step 10 include an external parameter, a mass parameter, an inertia characteristic parameter and/or aerodynamic data of the aircraft, and the mission parameters include a flying height, a flying speed and/or an attack angle α, and further include an acceleration index and a lateral heading modal characteristic index of the aircraft roll.
The sideslip angle β, the roll angular velocity p, the yaw angular velocity r and the roll angle phi are measured information of the aircraft by the sensors.
In step 20, calculating an aircraft course stability parameter according to the design parameter and the task parameter, specifically comprising:
Figure BDA0002267202470000041
wherein, the DSP is a course stability parameter of the aircraft;
wherein α is the aircraft's calculated state angle of attack;
Figure BDA0002267202470000042
and
Figure BDA0002267202470000043
calculated as follows:
Figure BDA0002267202470000044
wherein, IX、IZ、IXZRespectively the inertia moment of the Ox and Oz axes and the inertia product of the Ox and Oz axes under the coordinate system of the aircraft to the aircraft body; l isβAnd NβThe partial derivatives of the roll moment and the yaw moment to the sideslip angle are respectively calculated according to the following formula:
Figure BDA0002267202470000051
wherein C islβAnd CnβRespectively a rolling torque coefficient and a course torque coefficient are partial derivatives of the sideslip angle; ρ, V, S represent the calculated state of atmospheric density, airspeed, and aircraft reference area, respectively;
and finally, judging whether the course of the aircraft is stable according to the stability parameters, wherein the judgment is as follows:
when the DSP is greater than 0, the course of the aircraft is stable in the current state;
when the DSP is 0, the course of the aircraft is neutral and stable in the current state;
and when the DSP is less than 0, indicating that the aircraft course is unstable in the current state.
In step 30, the stability augmentation control specifically includes:
Figure BDA0002267202470000052
wherein the content of the first and second substances,
Figure BDA0002267202470000053
the superscript s denotes stability, β is the sideslip angle,
Figure BDA0002267202470000054
a feedback control parameter indicative of a sideslip angle to the aileron;
to achieve stability of the heading under closed-loop conditions,
Figure BDA0002267202470000055
the following conditions are satisfied:
Figure BDA0002267202470000056
Figure BDA0002267202470000057
wherein the content of the first and second substances,andrepresenting closed loop conditions after side slip angle feedback is considered
Figure BDA00022672024700000510
And
Figure BDA00022672024700000511
Figure BDA00022672024700000512
andcalculation and LβAnd NβCalculating similarity;
Figure BDA00022672024700000514
andthe calculation formula of (a) is as follows:
Figure BDA0002267202470000061
in step 40, the damping control specifically includes:
wherein the content of the first and second substances,
Figure BDA0002267202470000063
the table d above shows damping, p is roll angular velocity, r is yaw angular velocity,
Figure BDA0002267202470000064
and
Figure BDA0002267202470000065
feedback parameters representing the roll angular velocity p and the yaw rate r, respectively.
Specifically, during damping control, a damping change polarity consistency parameter PCP based on roll angular velocity feedback adjusts a feedback parameter:
Figure BDA0002267202470000066
when the PCP is greater than 0, showing that the polarity of the change quantity of the Holland rolling mode damping and the rolling mode damping caused by the feedback of the rolling angular velocity p is the same;
when the PCP is 0, the roll angular speed p feedback is shown to have no influence on the dynamic damping of the Netherlands rolling mode;
when the PCP is less than 0, showing that the polarity of the change quantity of the Holland rolling mode damping and the rolling mode damping caused by the feedback of the rolling angular velocity p is opposite;
wherein the content of the first and second substances,
Figure BDA0002267202470000067
subscript s denotes the stable axis coordinate system, calculated as follows:
wherein, Ixs、Izs、IxzsRespectively Ox under the stable shafting of the aircrafts、OzsMoment of inertia of shaft and couple OxsAnd OzsThe relationship between the inertia product of the shaft and the corresponding quantity under the body coordinate system is as follows:
Figure BDA0002267202470000071
Figure BDA0002267202470000072
Figure BDA0002267202470000073
a flowchart illustrating the steps of roll control according to an embodiment of the present application is shown in fig. 2.
As shown in fig. 2, in step 40, the roll control specifically includes:
step 401: calculating an aileron control polarity characterization parameter CPP;
step 402: judging the control polarity CPP of the aileron;
step 403: when the CPP is larger than zero, performing conventional roll control;
step 404: control is performed in reverse polarity to conventional roll control when CPP is less than zero.
Specifically, in step 401, the aileron steering polarity characterization parameter CPP is calculated as follows:
Figure BDA0002267202470000074
wherein the content of the first and second substances,
Figure BDA0002267202470000075
and
Figure BDA0002267202470000076
superscript c represents closed loop;
wherein the content of the first and second substances,
Figure BDA0002267202470000077
and
Figure BDA0002267202470000078
the calculation formula of (a) is as follows:
Figure BDA0002267202470000079
Figure BDA00022672024700000710
further, in step 402, the aileron steering polarity CPP needs to be determined, which is specifically as follows:
when CPP is used>0, indicating the equivalent roll control performance polarity and
Figure BDA00022672024700000711
the polarities are consistent;
when CPP is 0, it indicates that the equivalent rolling control efficiency of the aileron under the influence of coupling is zero, and no lateral maneuver can be realized;
when CPP is used<At 0, indicating equivalent roll maneuver of the aileron under the influence of the couplingLongitudinal performance polarity and
Figure BDA0002267202470000082
the sign is opposite.
In step 403, according to the judgment of step 402, the normal roll control is performed when the CPP is greater than zero.
In step 404, according to the judgment of step 402, when the CPP is less than zero, the control is performed with polarity opposite to that of the conventional roll control.
In particular, the method comprises the following steps of,
the roll control specifically includes:
Figure BDA0002267202470000081
wherein phi iscmdFor roll angle commands, phi is roll angle measurement data, kPAnd kIProportional gain and integral gain, respectively.
By adopting the transverse control method of the tailless layout aircraft in the embodiment of the application, the characteristics of strong coupling and weak stability of the tailless layout aircraft are aimed.
Firstly, calculating an aircraft stability parameter according to aircraft design parameters and task parameters, judging whether the stability of the aircraft meets requirements in a task process by combining stability judgment criteria, identifying a state of which the stability does not meet the task requirements, and designing a control method for enhancing the stability of the tailless layout aircraft according to the corresponding state;
secondly, providing a characteristic parameter for judging whether the damping influence of the feedback of the roll angular velocity on the horizontal Dutch rolling mode and the roll mode is consistent, and designing different damping control methods according to parameter results;
and finally, judging the rolling control polarity of the ailerons of the aircraft in each state after the lateral stability and the damping of the aircraft meet the requirements, and designing corresponding control schemes according to different polarities.
By adopting the transverse control method of the tailless layout aircraft in the embodiment of the application, the stability of the aircraft in the mission process is judged, and the stability of the aircraft in an unstable state is enhanced through stability augmentation control, so that the aircraft reaches a stable state; and secondly, damping control and rolling control are carried out, transverse control of the tailless layout aircraft is realized, and the problems of aircraft instability and difficult controllability caused by yaw control coupling are solved.
Example 2
A flow chart of another tailless layout aircraft lateral control method according to an embodiment of the present application is shown in fig. 3.
Compared with the embodiment 1, the implementation 2 further comprises the steps of calculating the equivalent operating efficiency of the closed-loop aileron operation under the influence of the coupling action after the lateral stability and the damping of the aircraft meet the requirements, and judging whether the operating efficiency of the aircraft meets the task requirements or not by combining the task requirements and the available rudder deflection.
The method specifically comprises the following steps:
step 50: calculating the equivalent operating efficiency parameter of the aileron and judging whether the equivalent operating efficiency meets the requirement;
step 60: when the equivalent maneuvering effectiveness does not meet the requirements, design parameters and/or mission parameters of the aircraft are adjusted.
Wherein, in step 50, the aileron equivalent manipulates the performance parameter
Figure BDA0002267202470000091
The calculation formula of (a) is as follows:
Figure BDA0002267202470000092
wherein the content of the first and second substances,
Figure BDA0002267202470000093
superscript e denotes equivalence
Figure BDA0002267202470000094
And
Figure BDA0002267202470000095
superscript c represents closed loop;
Figure BDA0002267202470000096
and
Figure BDA0002267202470000097
the calculation formula of (a) is as follows:
Figure BDA0002267202470000098
Figure BDA0002267202470000099
in step 60, the criterion for determining whether the maneuver performance meets the mission requirement of the aircraft is as follows:
Figure BDA00022672024700000910
wherein the content of the first and second substances,to achieve the desired roll acceleration index for the maneuver,
Figure BDA00022672024700000912
the maximum aileron deflection available for a roll maneuver.
In this embodiment, the design flow of the lateral control scheme of the lateral control method for the tailless layout mobile aircraft includes a stability judgment basis and stability augmentation control scheme, a damping control scheme, an equivalent operation performance and judgment criterion, an operation polarity characterization parameter, and a roll control scheme.
Calculating stable parameters of each state of the aircraft by taking aircraft design parameters and task parameters as initial design basis in the design process of the transverse control scheme of the tailless layout maneuvering aircraft; judging whether the stability of each state of the aircraft meets the task requirement or not by using the stability judgment basis, and carrying out stability augmentation control design on the state which does not meet the task requirement; designing a damping control scheme by combining the coupling characteristics of the aircraft; calculating equivalent operating efficiency parameters of each state of the aircraft, and judging whether the task requirements are met or not by combining the task parameters; and judging whether the control polarity of the aileron changes or not by using the control polarity characterization parameters, and finally designing corresponding control schemes according to different conditions.
A design flow diagram of a method for lateral control of a tailless layout aircraft according to an embodiment of the present application is shown in fig. 4.
Firstly, acquiring design parameters and task parameters of an aircraft as a design basis, wherein the design parameters comprise appearance parameters, quality and inertia characteristic parameters, pneumatic data and the like of the aircraft; the mission parameters comprise ballistic state parameters such as altitude, flight speed/Mach number, attack angle and the like, and flight maneuver mission indexes such as rolling maneuver amplitude, rolling angular velocity, angular acceleration and the like.
And next, calculating course stability parameters DSP in each state in the task process according to the aircraft design parameters and the task parameters:
Figure BDA0002267202470000101
where α represents the angle of attack of the computed states,
Figure BDA0002267202470000102
and
Figure BDA0002267202470000103
calculated as follows:
wherein, IX、IZ、IXZRespectively the inertia moment of the Ox and Oz axes and the inertia product of the Ox and Oz axes under the coordinate system of the aircraft to the aircraft body;
Lβand NβThe partial derivatives of the roll moment and the yaw moment to the sideslip angle are respectively calculated according to the following formula:
Figure BDA0002267202470000111
wherein C islβAnd CnβRespectively a rolling torque coefficient and a course torque coefficient are partial derivatives of the sideslip angle; ρ, V, S represent the calculated state of atmospheric density, airspeed, and aircraft reference area, respectively.
Specifically, the parameters can be obtained from aircraft design parameters and mission parameters.
Figure BDA0002267202470000112
And
Figure BDA0002267202470000113
in a similar manner to the above-described process,
Figure BDA0002267202470000114
and
Figure BDA0002267202470000115
the calculation formula of (a) is as follows:
Figure BDA0002267202470000116
Figure BDA0002267202470000117
the stability determination is based on:
when the DSP is greater than 0, the course of the aircraft is stable in the current state;
when the DSP is 0, the course of the aircraft is neutral and stable in the current state;
when the DSP is less than 0, indicating that the course of the aircraft is unstable in the current state;
and next, for the state that the heading stability does not meet the requirement, adopting a mode of feeding back a sideslip angle β to the aileron for stability augmentation control, and enhancing the heading stability by utilizing the yaw control coupling characteristic of the aileron, wherein the stability augmentation control law is as follows:
Figure BDA0002267202470000118
whereinThe superscript s denotes stability,
Figure BDA00022672024700001110
a feedback control parameter representing the slip angle to the aileron.
For unstable flight conditions, according to control lawSelecting feedback parameters
Figure BDA00022672024700001112
Enabling the course stability parameter under the closed-loop condition to meet the requirement:
Figure BDA0002267202470000121
wherein the content of the first and second substances,
Figure BDA0002267202470000122
and
Figure BDA0002267202470000123
representing closed loop conditions after side slip angle feedback is considered
Figure BDA0002267202470000124
And
Figure BDA0002267202470000125
can be calculated as follows:
Figure BDA0002267202470000126
and next, carrying out damping control on the basis of enhancing the stability control. The damping control adopts a control method that the roll angular velocity p and the yaw angular velocity r are fed back to the ailerons, and the specific damping control law is as follows:
Figure BDA0002267202470000127
the above table d represents damping,
Figure BDA0002267202470000129
andrepresenting the feedback parameters for p and r, respectively.
The roll angular velocity feedback may have an opposite influence on the roll modal damping and the roll modal damping in the dutch with the lateral heading, that is, one modal damping is improved while the other modal damping is deteriorated.
Therefore, when adjusting the feedback control parameter, it is necessary to first determine whether the dutch roll mode damping caused by the roll angular velocity pback and the roll mode damping variation have the same polarity.
Specifically, a roll angular velocity p feedback damping change polarity consistency parameter pcp (polar consistency parameter) in each state is defined and calculated as follows:
Figure BDA00022672024700001211
wherein
Figure BDA00022672024700001212
Subscript s denotes the stable shafting, calculated as follows:
Figure BDA00022672024700001213
Figure BDA00022672024700001214
wherein, Ixs、Izs、IxzsRespectively Ox under the stable shafting of the aircrafts、OzsMoment of inertia of shaft and couple OxsAnd OzsThe relationship between the inertia product of the shaft and the corresponding quantity under the body coordinate system is as follows:
Figure BDA0002267202470000131
Figure BDA0002267202470000132
Figure BDA0002267202470000133
when PCP>When the p feedback is 0, the polarity of the change quantity of the Holland rolling mode damping and the rolling mode damping caused by the p feedback is same, at the moment, the Holland rolling mode damping and the rolling mode damping can be simultaneously enhanced by the p feedback, and a larger p feedback parameter can be selected during the design of a control law
Figure BDA0002267202470000134
Supplemented by r feedback.
When the PCP is 0, the roll angular speed p feedback is shown to have no influence on the dynamic damping of the Netherlands rolling mode; when PCP<When the damping parameter is 0, the change polarity of the Holland rolling mode damping caused by the p feedback is opposite to the change polarity of the rolling mode damping, at the moment, the rolling mode damping is enhanced through the p feedback, but the adverse effect of the change on the Holland rolling mode is noticed, and the feedback parameter is responded
Figure BDA0002267202470000135
And limiting, and compensating the adverse effect of p feedback on the Dutch rolling mode through r feedback and performing resistance increase control.
And selecting feedback parameters of damping control of each state according to the steps to enable the lateral course modal characteristics to meet the task index requirements.
Finally, calculating the equivalent operating efficiency of the aileron under the influence of coupling according to the closed-loop stability derivative and the control efficiency derivative of the aileron in each state
Figure BDA0002267202470000136
The equivalent performance is defined as follows:
Figure BDA0002267202470000137
Figure BDA0002267202470000138
the superscript e denotes the equivalence (equivalent),
Figure BDA0002267202470000139
and
Figure BDA00022672024700001310
the superscript c represents a closed-loop (close-loop), i.e. taking into account the influence of the sideslip angle feedback on the stability parameter.
In particular, in combination with task maneuver indicators
Figure BDA00022672024700001311
And maximum aileron deflection available for maneuveringAnd judging whether the control efficiency in each state of the aircraft meets the task requirement.
The criteria for determining the operating performance are as follows:
Figure BDA00022672024700001313
wherein the content of the first and second substances,
Figure BDA00022672024700001314
to achieve the desired roll acceleration index for the maneuver,
Figure BDA00022672024700001315
indicating the maximum aileron deflection available for a roll maneuver;
Figure BDA0002267202470000141
estimating according to the deflection of the available ailerons of the aircraft and the task requirements of balancing, stability increasing, resistance increasing and the like under various states.
When the operating efficiency judgment criterion formula is established, indicating that the operating efficiency of the aircraft meets the task requirement of the aircraft;
when the operating efficiency judging criterion is not satisfied, the operating efficiency is not satisfied with the task requirement, and the expected task cannot be realized. At the moment, the design parameters and the task parameters of the aircraft are adjusted, for example, the area of an aerodynamic control surface is increased so as to enhance the control effect of the aircraft, the requirement on the maneuvering acceleration of the task roll is reduced, the flying height is reduced so as to improve the dynamic pressure of the operating environment, and the like.
Next, on the basis of judging that the operating efficiency of the aircraft meets the task requirement, roll control is carried out through the ailerons, a PI controller can be adopted, and the control law is as follows:
Figure BDA0002267202470000142
wherein phi iscmdAs a roll angle command, kPAnd kIProportional gain and integral gain, respectively.
Under the influence of coupling, the control efficiency Polarity of the aileron may change, the control law design judges the control Polarity of the aileron in each state, and the control Polarity characterization parameter cpp (control Polarity parameter) is defined as:
Figure BDA0002267202470000143
when CPP is used>0, indicating equivalent roll control performance and
Figure BDA0002267202470000144
the polarities are the same, and the control parameter k isP、kIThe polarity should be consistent with that of conventional control, e.g.
Figure BDA0002267202470000145
When k isP、kIThe parameter value is typically negative.
When CPP is used<0, indicating the equivalent roll control performance polarity and
Figure BDA0002267202470000146
the signs are opposite, the aircraft rolling torque is mainly generated by the coupling effect at the moment, and the control parameter kP、kIThe polarity should be opposite to that of the conventional control, and the tumbling maneuver exhibits non-minimum phase characteristics.
When CPP is 0, it is shown that the equivalent roll maneuvering efficiency of the ailerons under the influence of the coupling is zero, and no lateral maneuver can be achieved.
In each state of a flight mission trajectory, the polarity of the CPP is kept consistent, otherwise, a transition state with the CPP being 0 appears, and the equivalent operating efficiency expression is combined to easily know that the equivalent operating efficiency of the aileron is 0 at the moment and does not meet the requirement of the judgment criterion in the previous step.
According to the control polarity of the ailerons, on the basis of stability and damping control, the design parameters and task parameters of the aircraft in each state are combined to adjust a control parameter kP、kIAnd the control result meets the requirement, and the tracking of the rolling instruction is realized.
And finally, completing the design of the control scheme of each step, and obtaining each state control law:
Figure BDA0002267202470000151
and finally, realizing the transverse control of the tailless layout motor-driven aircraft.
In summary, the method for controlling the transverse direction of the tailless layout aircraft in the embodiment of the application can identify unstable flight states with insufficient manipulation efficiency in the task process of the tailless layout aircraft under the coupling effect, judge the rolling manipulation polarity of the ailerons in each state, avoid instability, runaway and manipulation reverse effect, and design the control method, so that the transverse control of the tailless layout aircraft can be realized.
Example 3
FIG. 5 illustrates a structural schematic of an aircraft according to an embodiment of the present application.
As shown in fig. 5, the aircraft 400 provided in this embodiment specifically includes:
memory 402, processor 401, and computer programs.
Wherein the computer program is stored in the memory 402 and configured to be executed by the processor 401 to implement the tailless layout aircraft lateral control method described in the previous embodiments.
The present embodiments also provide a computer-readable storage medium having stored thereon a computer program for execution by a processor to implement the tailless layout aircraft lateral control method provided in any of the above.
Based on the same inventive concept, the embodiment of the present application further provides a computer program product, and since the principle of solving the problem of the computer program product is similar to the method provided in the first embodiment of the present application, the implementation of the computer program product may refer to the implementation of the method, and repeated details are not repeated.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (14)

1. A transverse control method for a tailless layout aircraft is characterized by comprising the following steps:
acquiring design parameters and task parameters of an aircraft;
calculating a course stability parameter of the aircraft according to the design parameter and the task parameter, and judging whether the course of the aircraft is stable or not according to the stability parameter;
when the aircraft is in an unstable state, performing stability augmentation control to enable the aircraft to reach a stable state;
when the aircraft is in a steady state, damping control and roll control are performed.
2. The tailless layout aircraft lateral control method of claim 1,
the design parameters comprise aircraft appearance parameters, mass parameters, inertia characteristic parameters and/or pneumatic data;
the mission parameters include altitude, airspeed, and/or elevation.
3. The method for laterally controlling the tailless layout aircraft according to claim 1, wherein calculating the aircraft course stability parameter according to the design parameter and the mission parameter specifically comprises:
wherein, the DSP is a course stability parameter of the aircraft;
wherein α is the aircraft's calculated state angle of attack;
andcalculated as follows:
Figure FDA0002267202460000014
wherein, IX、IZ、IXZRespectively the inertia moment of the Ox and Oz axes and the inertia product of the Ox and Oz axes under the coordinate system of the aircraft to the aircraft body; l isβAnd NβRoll moment and yaw force, respectivelyThe partial derivative of the moment to the slip angle is calculated as follows:
Figure FDA0002267202460000021
wherein C islβAnd CnβRespectively a rolling torque coefficient and a course torque coefficient are partial derivatives of the sideslip angle; ρ, V, S represent the calculated state of atmospheric density, airspeed, and aircraft reference area, respectively;
judging whether the course of the aircraft is stable according to the stability parameters,
when the DSP is greater than 0, the course of the aircraft is stable in the current state;
when the DSP is 0, the course of the aircraft is neutral and stable in the current state;
and when the DSP is less than 0, indicating that the aircraft course is unstable in the current state.
4. The tailless layout aircraft lateral control method of claim 1, wherein the stability augmentation control specifically comprises:
Figure FDA0002267202460000022
wherein the content of the first and second substances,
Figure FDA0002267202460000023
the superscript s denotes stability, β is the sideslip angle,
Figure FDA0002267202460000024
a feedback control parameter indicative of a sideslip angle to the aileron;
to achieve stability of the heading under closed-loop conditions,
Figure FDA0002267202460000025
the following conditions are satisfied:
Figure FDA0002267202460000026
Figure FDA0002267202460000027
wherein the content of the first and second substances,
Figure FDA0002267202460000028
and
Figure FDA0002267202460000029
representing closed loop conditions after side slip angle feedback is consideredAnd
Figure FDA00022672024600000211
wherein the content of the first and second substances,
Figure FDA00022672024600000212
and
Figure FDA00022672024600000213
the calculation formula of (a) is as follows:
Figure FDA00022672024600000214
5. the tailless layout aircraft lateral control method of claim 1, wherein the damping control specifically comprises:
wherein the content of the first and second substances,
Figure FDA0002267202460000033
the table d above shows damping, p is roll angular velocity, r is yaw angular velocity,and
Figure FDA0002267202460000035
feedback parameters representing the roll angular velocity p and the yaw rate r, respectively.
6. The lateral control method of the tailless layout aircraft according to claim 5, wherein the feedback parameters are adjusted based on the damping change polarity consistency parameter PCP fed back by the roll angular velocity during damping control:
Figure FDA0002267202460000036
when the PCP is greater than 0, showing that the polarity of the change quantity of the Holland rolling mode damping and the rolling mode damping caused by the feedback of the rolling angular velocity p is the same;
when the PCP is 0, the roll angular speed p feedback is shown to have no influence on the dynamic damping of the Netherlands rolling mode;
when the PCP is less than 0, showing that the polarity of the change quantity of the Holland rolling mode damping and the rolling mode damping caused by the feedback of the rolling angular velocity p is opposite;
wherein the content of the first and second substances,
Figure FDA0002267202460000037
subscript s denotes the stable axis coordinate system, calculated as follows:
Figure FDA0002267202460000038
Figure FDA0002267202460000039
wherein, Ixs、Izs、IxzsRespectively Ox under the stable shafting of the aircrafts、OzsMoment of inertia of shaft and couple OxsAnd OzsThe relationship between the inertia product of the shaft and the corresponding quantity under the body coordinate system is as follows:
Figure FDA0002267202460000041
Figure FDA0002267202460000042
Figure FDA0002267202460000043
7. the tailless layout aircraft lateral control method of claim 1, wherein the roll control specifically comprises:
calculating an aileron control polarity characterization parameter CPP;
judging the control polarity CPP of the aileron;
when the CPP is larger than zero, performing conventional roll control;
control is performed in reverse polarity to conventional roll control when CPP is less than zero.
8. The tailless layout aircraft lateral control method of claim 7, wherein the aileron maneuver polarity characterization parameter, CPP, is calculated as follows:
Figure FDA0002267202460000044
wherein the content of the first and second substances,
Figure FDA0002267202460000045
and
Figure FDA0002267202460000046
superscript c represents closed loop;
wherein the content of the first and second substances,
Figure FDA0002267202460000047
and
Figure FDA0002267202460000048
the calculation formula of (a) is as follows:
Figure FDA0002267202460000049
Figure FDA00022672024600000410
9. the lateral control method for the tailless layout aircraft according to claim 7, wherein the aileron steering polarity CPP is specifically determined as follows:
when CPP is used>0, indicating the equivalent roll control performance polarity and
Figure FDA00022672024600000411
the polarities are consistent;
when CPP is 0, it indicates that the equivalent rolling control efficiency of the aileron under the influence of coupling is zero, and no lateral maneuver can be realized;
when CPP is used<0, indicating the equivalent roll control performance polarity and
Figure FDA0002267202460000051
the sign is opposite.
10. The tailless layout aircraft lateral control method of claim 7, wherein the roll control specifically comprises:
Figure FDA0002267202460000052
wherein phi iscmdIs a roll angle command, phi is roll angle measurement data, kPAnd kIProportional gain and integral gain, respectively.
11. The tailless layout aircraft lateral control method of claim 1, further comprising:
calculating the equivalent operating efficiency parameter of the aileron and judging whether the equivalent operating efficiency meets the requirement;
when the equivalent maneuvering effectiveness does not meet the requirements, design parameters and/or mission parameters of the aircraft are adjusted.
12. The method of claim 9, wherein the equivalent operating efficiency parameter of the ailerons is a parameter related to the lateral control of the tailless layout aircraft
Figure FDA0002267202460000053
The calculation formula of (a) is as follows:
wherein the content of the first and second substances,the superscript e indicates the equivalence,
Figure FDA0002267202460000056
and
Figure FDA0002267202460000057
superscript c represents closed loop;
wherein the content of the first and second substances,
Figure FDA0002267202460000058
and
Figure FDA0002267202460000059
the calculation formula of (a) is as follows:
Figure FDA00022672024600000510
Figure FDA00022672024600000511
the judgment criterion of whether the operating efficiency meets the task requirement of the aircraft is as follows:
Figure FDA0002267202460000061
wherein the content of the first and second substances,
Figure FDA0002267202460000062
to achieve the desired roll acceleration index for the maneuver,
Figure FDA0002267202460000063
the maximum aileron deflection available for a roll maneuver.
13. An aircraft, characterized in that it comprises:
a memory;
a processor; and
a computer program;
wherein the computer program is stored in the memory and configured to be executed by the processor to implement the tailless layout aircraft lateral control method of any of claims 1-12.
14. A computer-readable storage medium, having stored thereon a computer program; the computer program is executed by a processor to implement the tailless layout aircraft lateral control method of any of claims 1-12.
CN201911092553.3A 2019-11-11 2019-11-11 Transverse control method for tailless layout aircraft, aircraft and storage medium Pending CN110850888A (en)

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