CN110989680A - Flight control guiding method - Google Patents
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- CN110989680A CN110989680A CN201911358446.0A CN201911358446A CN110989680A CN 110989680 A CN110989680 A CN 110989680A CN 201911358446 A CN201911358446 A CN 201911358446A CN 110989680 A CN110989680 A CN 110989680A
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- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 title claims abstract description 21
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The application provides a flight control guiding method, the method includes obtaining current altitude and current speed of an aircraft, judging whether the current altitude and the current speed meet a guiding control law, if so, resolving a final altitude and a final speed, wherein the guiding control rate includes an altitude/speed channel overload control law, an accelerator control instruction algorithm and a roll angle control law, wherein the altitude/speed channel overload control law, the accelerator control instruction algorithm and the roll angle control law are respectively called during speed control and altitude control. The method and the device guide the control law of control by adopting a mode of combining altitude control, speed control and course control, the control law can be used for realizing the air occupation of the airplane and the target pursuit attack, the optimal final altitude and the optimal final speed of reaching a target place are calculated according to the current state of the airplane, the altitude of the airplane is controlled to climb or descend the target altitude by the optimal path or the fastest speed, the optimal combat occupation of the airplane is ensured, and the airplane is controlled to finish the air occupation and the target pursuit.
Description
Technical Field
The application belongs to the technical field of unmanned aerial vehicle flight control, and particularly relates to a flight control guiding method and system.
Background
During the aircraft combat process, the aircraft needs to quickly reach a designated task area, the weapon system implements quick, accurate and effective attack on enemy targets, and the task system and the flight control system are coordinated to complete the attack. However, with the dramatic increase in the speed and maneuverability of modern aircraft and the complexity of the combat environment, the pilot is not fully competent in coordinating the mission system and flight controls.
Therefore, the unmanned and comprehensive control technology of the combat aircraft becomes one of the core technologies of the combat aircraft, but how to realize the control of the combat aircraft can reduce the operation burden of a pilot to quickly reach a designated combat area under a complex environment and improve the accuracy of combat attack.
Disclosure of Invention
It is an object of the present application to provide a flight control guidance method to solve or mitigate at least one of the problems of the background art.
In one aspect, the technical solution provided by the present application is: a flight control guidance method, the control guidance method comprising:
acquiring the current altitude and the current speed of the airplane, judging whether the current altitude and the current speed meet a guiding control law, and if so, calculating the final altitude and the final speed, wherein the guiding control rate comprises an altitude/speed channel overload control law, an accelerator control instruction algorithm and a roll angle control law, which are respectively called in speed control and altitude control, and called in a transverse direction; wherein
When the final altitude is greater than the current altitude and the final speed is greater than the current speed, calling an accelerator control instruction algorithm to push an accelerator to increase the speed of the airplane to the final speed, controlling the airplane to climb to the final altitude at a stable speed or descend and increase the speed to the final speed through a speed channel overload control law, and finally controlling the airplane to climb to the final altitude at the stable speed through an altitude channel overload control law;
when the final altitude is smaller than the current altitude and the final speed is larger than the current speed, calling an altitude channel overload control law to stabilize the initial altitude, calling an accelerator control instruction algorithm to accelerate an accelerator to the final speed, and controlling the aircraft to descend to the final altitude at the stable final speed;
when the final height is smaller than the current height and the final speed is smaller than the current speed, calling a speed channel overload control law to descend to the final height at a stable initial speed, and then calling an accelerator control instruction algorithm to receive an accelerator and decelerate to the final speed;
and when the final altitude is smaller than the current altitude and the final speed is equal to the current speed, calling a speed channel overload control law to stabilize the initial speed and controlling the airplane to descend to the final altitude.
In this application, the altitude channel overload control law includes:
receiving a height deviation signal and correction signals of an attack angle, a deflection angle and a roll angle;
the altitude deviation signal is corrected by a first parameter K1, then is integrated with the correction signals of the attack angle, the deflection angle and the roll angle, and is corrected by a second parameter K2 again to obtain a first signal;
correcting the correction signals of the attack angle, the deflection angle and the roll angle by a third parameter K3, then squaring, and correcting by a fourth parameter K4 again to obtain a second signal;
the first signal and the second signal are integrated to obtain a control signal of the high channel overload.
In this application, the speed channel overload control rate includes:
acquiring a Mach number deviation signal and an attack angle, a deflection angle and a roll angle correction signal;
the Mach number deviation signal is corrected by a fifth parameter K5, then is integrated with the correction signals of the attack angle, the deflection angle and the roll angle, and is corrected by a sixth parameter K6 again to obtain a third signal;
correcting the corrected signals of the attack angle, the deflection angle and the roll angle by a seventh parameter K7, then squaring, and correcting by an eighth parameter K8 again to obtain a fourth signal;
and the third signal and the fourth signal are synthesized to obtain a control signal of the overload of the speed channel.
In the present application, the roll angle control rate includes:
acquiring an attack angle, a roll angle correction signal and a lateral overload deviation signal;
processing the corrected signals of the attack angle and the roll angle and the signals corrected by the ninth parameter to obtain a fifth signal;
after the lateral overload deviation signal and the roll angle correction signal are processed, the lateral overload deviation signal and the roll angle correction signal are integrated with the signal corrected by the twelfth parameter, and then the reciprocal is calculated to obtain a sixth signal;
and after the fifth signal and the sixth signal are processed, the square is calculated after the tenth parameter correction, and then the roll angle control signal is obtained through the eleventh parameter correction again.
In this application, the throttle control command algorithm includes:
judging whether the engine needs to receive the accelerator, if not, prompting the accelerator state under the condition that the accelerator needs to be kept motionless, and if so, further judging whether the engine needs to receive the accelerator normally;
if the accelerator needs to be normally operated in the accelerator-closing state, prompting the accelerator to reduce a first value, otherwise, prompting the accelerator to reduce a second value according to whether the accelerator needs to be below the stress application;
if the accelerator needs to be normally operated in the state of not receiving the accelerator, the accelerator is prompted to increase a first value, otherwise, the accelerator is prompted to increase a second value according to whether the accelerator needs a small stress application state or not.
On the other hand, the technical scheme provided by the application is as follows: a control device, the control device comprising: at least one processor; at least one memory storing an application program that, when processed by the processor, performs the method of any of claims 1 to 5.
The method and the device guide the control law of control by adopting a mode of combining altitude control, speed control and course control, the control law can be used for realizing the air occupation of the airplane and the target pursuit attack, the optimal final altitude and the optimal final speed of reaching a target place are calculated according to the current state of the airplane, the altitude of the airplane is controlled to climb or descend the target altitude by the optimal path or the fastest speed, the optimal combat occupation of the airplane is ensured, and the airplane is controlled to finish the air occupation and the target pursuit.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following briefly introduces the accompanying drawings. It is to be expressly understood that the drawings described below are only illustrative of some embodiments of the invention.
Fig. 1 is a schematic view of a flight control guidance method according to the present application.
Fig. 2 is a schematic diagram of the altitude channel overload control law of the present application.
Fig. 3 is a schematic diagram of the speed channel overload control law of the present application.
FIG. 4 is a roll angle calculation control law diagram according to the present application.
FIG. 5 is a schematic diagram of a steady speed throttle algorithm of the present application.
Fig. 6a to 6c illustrate a first embodiment of the method of the present application.
Fig. 7a to 7c show a second embodiment of the method of the present application.
Fig. 8a to 8c show a third embodiment of the method of the present application.
Fig. 9a to 9c show a fourth embodiment of the method of the present application.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application.
The method aims to reduce the driving burden of pilots, improve the success rate of combat occupation and target pursuit, expand the application range of the self-flight control system, improve the comprehensive flight control capability and promote the development of the comprehensive flight control technology.
To this end, as shown in fig. 1, the flight control guidance method provided by the present application includes the following processes:
according to flight tasks and combat occupation requirements, referring to pilot operation habits and control requirements, when a pilot enters a guidance control mode, firstly judging whether the current height and the current speed of the airplane meet a guidance control law or not, if so, starting to solve the final height and the final speed, respectively calling different overload channel control laws and accelerator control instruction algorithms to realize speed control and height control through a guidance sub-mode control strategy, and realizing transverse side direction through calling a roll angle control law. When the final altitude is higher than the current altitude and the final speed is higher than the current speed, calling an accelerator control instruction algorithm to push an accelerator so as to increase the speed of the airplane to the final speed, and then controlling the airplane to climb to the final altitude at a stable speed by adopting a speed channel overload control law; or descending and increasing the speed to the final speed, and finally calling an altitude channel overload control law to control the aircraft to climb to the final altitude at the stable final speed; when the final altitude is smaller than the current altitude and the final speed is larger than the current speed, calling an altitude channel overload control law to stabilize the initial altitude, calling an accelerator control instruction algorithm to accelerate an accelerator to the final speed, and descending the airplane to the final altitude at the stable final speed; when the final height is smaller than the current height and the final speed is smaller than the current speed, calling a speed channel overload control law to descend to the final height at a stable initial speed, and then calling an accelerator control instruction algorithm to receive an accelerator and decelerate to the final speed; and when the final altitude is smaller than the current altitude and the final speed is equal to the current speed, calling a speed channel overload control law to stabilize the initial speed, and descending the airplane to the final altitude.
As shown in fig. 2, the altitude channel overload control law provided in the present application includes: receiving a height deviation signal and correction signals of an attack angle, a deflection angle and a roll angle; the altitude deviation signal is corrected by a first parameter K1, then is integrated with the correction signals of the attack angle, the deflection angle and the roll angle, and is corrected by a second parameter K2 again to obtain a first signal; correcting the correction signals of the attack angle, the deflection angle and the roll angle by a third parameter K3, then squaring, and correcting by a fourth parameter K4 again to obtain a second signal; the first signal and the second signal are integrated to obtain a control signal of the high channel overload.
As shown in fig. 3, the speed channel overload control rate provided in the present application includes: acquiring a Mach number deviation signal and an attack angle, a deflection angle and a roll angle correction signal; the Mach number deviation signal is corrected by a fifth parameter K5, then is integrated with the correction signals of the attack angle, the deflection angle and the roll angle, and is corrected by a sixth parameter K6 again to obtain a third signal; correcting the corrected signals of the attack angle, the deflection angle and the roll angle by a seventh parameter K7, then squaring, and correcting by an eighth parameter K8 again to obtain a fourth signal; and the third signal and the fourth signal are synthesized to obtain a control signal of the overload of the speed channel.
As shown in fig. 4, the roll angle control rate provided in the present application includes: acquiring an attack angle, a roll angle correction signal and a lateral overload deviation signal; processing the corrected signals of the attack angle and the roll angle and the signals corrected by the ninth parameter to obtain a fifth signal; after the lateral overload deviation signal and the roll angle correction signal are processed, the lateral overload deviation signal and the roll angle correction signal are integrated with the signal corrected by the twelfth parameter, and then the reciprocal is calculated to obtain a sixth signal; and after the fifth signal and the sixth signal are processed, the square is calculated after the tenth parameter correction, and then the roll angle control signal is obtained through the eleventh parameter correction again.
As shown in fig. 5, the throttle and throttle control command algorithm provided in the present application includes: judging whether the engine needs to receive the accelerator, if not, prompting the accelerator state under the condition that the accelerator needs to be kept motionless, and if so, further judging whether the engine needs to receive the accelerator normally; if the accelerator needs to be normally operated in the accelerator-closing state, prompting the accelerator to reduce a first value, otherwise, prompting the accelerator to reduce a second value according to whether the accelerator needs to be below the stress application; if the accelerator needs to be normally operated in the state of not receiving the accelerator, the accelerator is prompted to increase a first value, otherwise, the accelerator is prompted to increase a second value according to whether the accelerator needs a small stress application state or not.
The method and the device adopt a mode of combining altitude control, speed control and course control to guide a control law, the control law can be used for realizing the air occupation of the airplane and the target pursuit attack, the optimal final altitude and the optimal final speed of reaching a target place are calculated according to the current state of the airplane, the altitude of the airplane is controlled to climb or descend the target altitude by the optimal path or the fastest speed, the optimal combat occupation of the airplane is ensured, and the airplane is controlled to finish the air occupation and the target pursuit attack. The control method comprehensively considers the practical engineering problem, and can adapt to various types of airplanes only by changing simple parameters.
In the embodiment, a certain type of airplane control system is an inner ring, given height control is carried out by combining a flight control guiding method in application, and the control track of the airplane is observed. The control parameters used in this example are shown in table 1:
TABLE 1
| Parameter(s) | K1 | K2 | K3 | K4 | K5 | K6 | K7 | K8 | K9 | K10 | K11 | K12 |
| Value of | 0.002 | 0.33 | 0.5 | 3 | 2 | 0.815 | 0.55 | 0.82 | 0.5 | 0.23 | 0.76 | 2 |
As can be seen in conjunction with the drawings shown in fig. 6a to 6c, 7a to 7c, 8a to 8c and 9a to 9 c: the flight control guiding method can well realize final altitude and speed control and achieve optimal control.
The flight control guiding method can enable the aircraft to control the height of the aircraft to climb or descend to the target height in an optimal path or at the fastest speed under the guidance of the task system, ensure that the aircraft obtains the optimal combat occupation, and control the aircraft to complete aerial occupation and target pursuit.
The method can be applied to most airplane control systems using digital telex to realize flight control only by changing corresponding control logic algorithms or parameters, greatly lightens the burden of pilots, has the advantages of suitability for airplanes of various types, strong universality and convenience for transplantation, and has strong robustness, extremely small signal fault transient state and extremely low use safety risk.
Finally, the present application provides a control device comprising: at least one processor; at least one memory storing an application program that, when processed by the processor, performs the method as described above.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (6)
1. A flight control guidance method, characterized by comprising:
acquiring the current altitude and the current speed of the airplane, judging whether the current altitude and the current speed meet a guiding control law, and if so, calculating the final altitude and the final speed, wherein the guiding control rate comprises an altitude/speed channel overload control law, an accelerator control instruction algorithm and a roll angle control law, which are respectively called in speed control and altitude control, and called in a transverse direction; wherein
When the final altitude is greater than the current altitude and the final speed is greater than the current speed, calling an accelerator control instruction algorithm to push an accelerator to increase the speed of the airplane to the final speed, controlling the airplane to climb to the final altitude at a stable speed or descend and increase the speed to the final speed through a speed channel overload control law, and finally controlling the airplane to climb to the final altitude at the stable speed through an altitude channel overload control law;
when the final altitude is smaller than the current altitude and the final speed is larger than the current speed, calling an altitude channel overload control law to stabilize the initial altitude, calling an accelerator control instruction algorithm to accelerate an accelerator to the final speed, and controlling the aircraft to descend to the final altitude at the stable final speed;
when the final height is smaller than the current height and the final speed is smaller than the current speed, calling a speed channel overload control law to descend to the final height at a stable initial speed, and then calling an accelerator control instruction algorithm to receive an accelerator and decelerate to the final speed;
and when the final altitude is smaller than the current altitude and the final speed is equal to the current speed, calling a speed channel overload control law to stabilize the initial speed and controlling the airplane to descend to the final altitude.
2. The flight control guidance method of claim 1, wherein the altitude channel overload control law comprises:
receiving a height deviation signal and correction signals of an attack angle, a deflection angle and a roll angle;
the altitude deviation signal is corrected by a first parameter K1, then is integrated with the correction signals of the attack angle, the deflection angle and the roll angle, and is corrected by a second parameter K2 again to obtain a first signal;
correcting the correction signals of the attack angle, the deflection angle and the roll angle by a third parameter K3, then squaring, and correcting by a fourth parameter K4 again to obtain a second signal;
the first signal and the second signal are integrated to obtain a control signal of the high channel overload.
3. The flight control guidance method of claim 1, wherein the speed path overload control rate comprises:
acquiring a Mach number deviation signal and an attack angle, a deflection angle and a roll angle correction signal;
the Mach number deviation signal is corrected by a fifth parameter K5, then is integrated with the correction signals of the attack angle, the deflection angle and the roll angle, and is corrected by a sixth parameter K6 again to obtain a third signal;
correcting the corrected signals of the attack angle, the deflection angle and the roll angle by a seventh parameter K7, then squaring, and correcting by an eighth parameter K8 again to obtain a fourth signal;
and the third signal and the fourth signal are synthesized to obtain a control signal of the overload of the speed channel.
4. The flight control guidance method of claim 1, wherein the roll angle control rate comprises:
acquiring an attack angle, a roll angle correction signal and a lateral overload deviation signal;
processing the corrected signals of the attack angle and the roll angle and the signals corrected by the ninth parameter to obtain a fifth signal;
after the lateral overload deviation signal and the roll angle correction signal are processed, the lateral overload deviation signal and the roll angle correction signal are integrated with the signal corrected by the twelfth parameter, and then the reciprocal is calculated to obtain a sixth signal;
and after the fifth signal and the sixth signal are processed, the square is calculated after the tenth parameter correction, and then the roll angle control signal is obtained through the eleventh parameter correction again.
5. The flight control guidance method of claim 1, wherein the throttle control command algorithm comprises:
judging whether the engine needs to receive the accelerator, if not, prompting the accelerator state under the condition that the accelerator needs to be kept motionless, and if so, further judging whether the engine needs to receive the accelerator normally;
if the accelerator needs to be normally operated in the accelerator-closing state, prompting the accelerator to reduce a first value, otherwise, prompting the accelerator to reduce a second value according to whether the accelerator needs to be below the stress application;
if the accelerator needs to be normally operated in the state of not receiving the accelerator, the accelerator is prompted to increase a first value, otherwise, the accelerator is prompted to increase a second value according to whether the accelerator needs a small stress application state or not.
6. A control device, characterized in that the control device comprises
At least one processor;
at least one memory storing an application program that, when processed by the processor, performs the method of any of claims 1 to 5.
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| CN112597593A (en) * | 2020-12-25 | 2021-04-02 | 中国航空工业集团公司沈阳飞机设计研究所 | Airplane boundary limit control law and design method thereof |
| CN112783186A (en) * | 2020-12-29 | 2021-05-11 | 中国航空工业集团公司西安飞机设计研究所 | Reconstruction method of aircraft attack angle and sideslip angle signals |
| CN113917941A (en) * | 2021-09-22 | 2022-01-11 | 中国航空工业集团公司西安飞机设计研究所 | Automatic control method for maintaining height of large airplane |
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| CN112597593A (en) * | 2020-12-25 | 2021-04-02 | 中国航空工业集团公司沈阳飞机设计研究所 | Airplane boundary limit control law and design method thereof |
| CN112783186A (en) * | 2020-12-29 | 2021-05-11 | 中国航空工业集团公司西安飞机设计研究所 | Reconstruction method of aircraft attack angle and sideslip angle signals |
| CN113955129A (en) * | 2021-09-16 | 2022-01-21 | 中国航空工业集团公司西安飞机设计研究所 | Mach number control method for automatic accelerator |
| CN113955129B (en) * | 2021-09-16 | 2024-02-02 | 中国航空工业集团公司西安飞机设计研究所 | Automatic throttle Mach number control method |
| CN113917941A (en) * | 2021-09-22 | 2022-01-11 | 中国航空工业集团公司西安飞机设计研究所 | Automatic control method for maintaining height of large airplane |
| CN113917941B (en) * | 2021-09-22 | 2024-02-27 | 中国航空工业集团公司西安飞机设计研究所 | Automatic control method for maintaining height of large aircraft |
| CN114200826A (en) * | 2021-11-09 | 2022-03-18 | 西北工业大学 | Method for stably controlling dynamic height of supersonic speed large maneuvering target continuously large overloading maneuvering |
| CN114013666A (en) * | 2021-11-19 | 2022-02-08 | 中国航发沈阳发动机研究所 | Active stability augmentation control method and device for aircraft engine |
| CN114013666B (en) * | 2021-11-19 | 2024-04-12 | 中国航发沈阳发动机研究所 | Active stability augmentation control method and device for aero-engine |
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