CN111026144B - Air cushion landing boat control method based on stability augmentation controller - Google Patents
Air cushion landing boat control method based on stability augmentation controller Download PDFInfo
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- 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
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0875—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted to water vehicles
Abstract
The invention belongs to the technical field of follow-up stability augmentation control of an air cushion landing boat, and particularly relates to an air cushion landing boat control method based on a stability augmentation controller. The invention aims to improve the maneuvering control stability of the air cushion landing boat during navigation. Under the follow-up mode, the stability augmentation controller achieves the purpose of improving the operation stability and the safety by increasing the course motion damping. In the design process, the operation intention of a driver needs to be judged, and the navigation rapidity and maneuverability need to be considered. The follow-up stability augmentation design is realized based on a digital signal processing technology and a heading/slew rate control idea. Aiming at a rudder angle instruction input by an operator in a follow-up mode, the invention utilizes the heading and slew rate stability augmentation control idea under automatic driving control to correct to obtain an expected rudder angle, thereby improving the stability of maneuvering control of the hovercraft during navigation.
Description
Technical Field
The invention belongs to the technical field of follow-up stability augmentation control of an air cushion landing boat, and particularly relates to an air cushion landing boat control method based on a stability augmentation controller.
Background
Due to the complexity and the changeability of the marine environment and the poor course stability of the air cushion landing boat, the air cushion landing boat is easy to have a yaw phenomenon under the action of external interference, so that the yaw phenomenon is accompanied with the heading phenomenon in the straight sailing process. In order to reduce the influence of this phenomenon on the hovercraft, frequent steering correction by the driver is required, and the operation intensity of the driver is increased, so that the driver is likely to be fatigued even when the hovercraft is sailed for a long time. In the process of operating and turning by a driver, a larger turning angle rate is generated sometimes, so that the camber and the sideslip of the hovercraft are caused, the operating safety is influenced, the driver is easy to judge by mistake, and the risk of misoperation is increased. Therefore, to reduce the frequency of driver maneuvers and the likelihood of false positives, the smoothness of the course-changing maneuver should be improved to improve the safety of the maneuver.
At present, most of the research on stability augmentation control methods at home and abroad is applied to the aspect of aviation movement, such as the control of the transverse and lateral movement and attitude of an unmanned aerial vehicle, the control of the longitudinal and transverse movement of an airplane and the like. However, the stability augmentation control technology of the air cushion boat is not researched systematically. But the air cushion boat plays an immeasurable role in the aspect of land and sea battles in China. Considering that the airplane and the air cushion landing boat have the characteristics of high speed and low damping when navigating, the main body can strongly swing due to small environmental interference force, and the improvement is difficult only by operation. Therefore, it is necessary to design a stability augmentation control technology to improve maneuvering stability of the air cushion landing boat during course keeping and course changing rotation.
Disclosure of Invention
The invention aims to provide an air cushion landing boat control method based on a stability augmentation controller, which improves the maneuvering stability of an air cushion landing boat during navigation, corrects a rudder angle instruction input by an operator in a follow-up mode by utilizing the heading and turning rate stability augmentation control idea under automatic driving control to obtain an expected rudder angle, and further improves the maneuvering stability of the air cushion landing boat during navigation.
The purpose of the invention is realized by the following technical scheme: the method comprises the following steps:
step 1: denoising the rudder angle signal;
filtering m rudder angle signals before the sampling time by adopting a sliding weighted average algorithm, wherein the filtered rudder angle signals are as follows:
wherein, deltam-iFor the current sampling of the rudder angle signal deltamThe previous i-th rudder angle signal; lambda [ alpha ]m-iFor the weighting coefficient, the calculation method is as follows:
step 2: the rudder angle instruction is restricted;
in order to prevent the drift phenomenon of the air cushion landing boat in the sailing process, the rudder angle instruction is restrained by combining the current sailing speed and the current turning rate, and the specific restraint is as follows:
when delta is larger than or equal to deltamaxWhen (v, γ), δ is taken to be δmax(v,γ)；
When delta<δmax(v, γ), δ is δ;
wherein, deltamax(v, γ) are maximum rudder angle safety limits on velocity v and heading angle γ;
and step 3: mean rudder angle command value after calculation restraint
Wherein N is a rudder angle time sequence; the smaller the N value is, the worse the stability increasing effect is; the larger the value of N, the larger the hysteresis; deltaiA rudder angle value corresponding to each time sequence;
and 4, step 4: mean value of rudder angle instruction
With a set rudder angle mean threshold value deltaconst1Comparing; if it is
Entering a heading keeping mode and adopting a PID control law
The resultant moment M required to be generated is obtained, and the expected rudder angle delta is obtained through inverse solution of a rudder modelc(ii) a Wherein Kp、KdAnd KIAre all PID parameters; psie＝ψ-ψd，ψd＝ψ1，ψ1For averaging rudder angle commands for the first time
With a set rudder angle mean threshold value deltaconst1Heading when comparing; if it is
The rudder angle command variance δ after the restraint is calculated2The variance delta of the rudder angle command2With a set rudder angle variance threshold deltaconst2Comparing; rudder angle command variance delta2The calculation method comprises the following steps:
the variance delta of the rudder angle instruction2With a set rudder angle variance threshold deltaconst2Comparing; if delta2<δconst2Taking the mean value of rudder angle in a smoothing way
If delta2>δconst2Then adopting a slew rate maintaining mode and adopting a PID control law
The resultant moment M required to be generated is obtained, and the expected rudder angle delta is obtained through inverse solution of a rudder modelc(ii) a Wherein r iseIs the deviation of the slew rate, re＝r-rd，rdAccording to
Obtaining;
and 5: combining safety limit constraint, adopting heading and slew rate stability augmentation control under automatic driving control, and further obtaining the expected rudder angle deltacAnd the tail flicking rudder angle is restrained, and the heading or the turning rate is automatically controlled.
The invention has the beneficial effects that:
the invention provides an air cushion landing boat control method based on a stability augmentation controller, and aims to improve maneuvering control stability of an air cushion landing boat during navigation. Under the follow-up mode, the stability augmentation controller achieves the purpose of improving the operation stability and the safety by increasing the course motion damping. In the design process, the operation intention of a driver needs to be judged, and the navigation rapidity and maneuverability need to be considered. The follow-up stability augmentation design is realized based on a digital signal processing technology and a heading/slew rate control idea. Aiming at a rudder angle instruction input by an operator in a follow-up mode, the invention utilizes the heading and slew rate stability augmentation control idea under automatic driving control to correct to obtain an expected rudder angle, thereby improving the stability of maneuvering control of the hovercraft during navigation.
Drawings
FIG. 1 is a block diagram of a follow-up stability augmentation control of the present invention.
Fig. 2 is a graph of a rudder angle instruction without stability augmentation of a simulation result.
FIG. 3 is a graph of the slew rate without stability augmentation of simulation results.
FIG. 4 is a graph of the unstabilized heading angle of the simulation results.
FIG. 5 is a comparison diagram of rudder angles before and after stability augmentation of simulation results.
FIG. 6 is a graph of slew rate after stability augmentation of simulation results.
FIG. 7 is a diagram of a post-stabilization heading angle curve of a simulation result.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The invention designs a control method of an air cushion landing boat, in particular to a control method of an air cushion landing boat based on a stability augmentation controller. Firstly, filtering a rudder angle signal input by a hand wheel by using a sliding weighted average algorithm and restraining the signal in a safe range, thereby ensuring the smoothness of the rudder angle signal input by the hand wheel and avoiding the tail flicking phenomenon of the air cushion landing boat in the process of sailing. And then, carrying out mean value calculation on the denoised and restrained rudder angle instruction, and judging heading maintenance according to the size of the mean value. If the mean value change is small, entering a heading keeping mode; and if the mean value is large, entering variance judgment. The variance calculation is performed on the steering angle command after the restriction, and the rotation mode is determined according to the magnitude of the variance. If the variance is large, entering a rotation rate maintaining mode; if the variance is small, the mean value of the steering angle is smoothed. Finally, combining safety limit constraint, adopting heading and turning rate stability augmentation control under automatic driving control, and further obtaining an expected rudder angle deltacAnd the drift rudder angle is restrained, the heading or the revolution rate is automatically controlled, and the maneuvering control stability of the air cushion landing boat during the heading keeping and the heading changing revolution is improved.
An air cushion landing boat control method based on a stability augmentation controller comprises the following steps:
step 1: denoising the rudder angle signal;
filtering m rudder angle signals before the sampling time by adopting a sliding weighted average algorithm, wherein the filtered rudder angle signals are as follows:
wherein, deltam-iFor the current sampling of the rudder angle signal deltamThe previous i-th rudder angle signal; lambda [ alpha ]m-iFor the weighting coefficient, the calculation method is as follows:
step 2: the rudder angle instruction is restricted;
in order to prevent the drift phenomenon of the air cushion landing boat in the sailing process, the rudder angle instruction is restrained by combining the current sailing speed and the current turning rate, and the specific restraint is as follows:
when delta is larger than or equal to deltamax(v, γ) when δ is δmax(v,γ)；
When delta<δmax(v, γ), δ is δ;
wherein, deltamax(v, γ) are maximum rudder angle safety limits on velocity v and heading angle γ;
and step 3: mean rudder angle command value after calculation restraint
Wherein N is a rudder angle time sequence; the smaller the N value is, the worse the stability increasing effect is; the larger the value of N, the larger the hysteresis; deltaiA rudder angle value corresponding to each time sequence;
and 4, step 4: mean value of rudder angle instruction
With a set rudder angle mean threshold value deltaconst1Comparing; if it is
The heading-maintaining mode is entered and,using PID control law
The resultant moment M required to be generated is obtained, and the expected rudder angle delta is obtained through inverse solution of a rudder modelc(ii) a Wherein Kp、KdAnd KIAre all PID parameters;
for averaging rudder angle commands for the first time
With a set rudder angle mean threshold value deltaconst1Heading when comparing; if it is
The rudder angle command variance δ after the restraint is calculated2The variance delta of the rudder angle command2With a set rudder angle variance threshold deltaconst2Comparing; rudder angle command variance delta2The calculation method comprises the following steps:
the variance delta of the rudder angle instruction2With a set rudder angle variance threshold deltaconst2Comparing; if delta2<δconst2Taking the mean value of rudder angle in a smoothing way
If delta2>δconst2Then adopting a slew rate maintaining mode and adopting a PID control law
The resultant moment M required to be generated is obtained, and the expected rudder angle delta is obtained through inverse solution of a rudder modelc(ii) a Wherein r iseIs the deviation of the slew rate, re＝r-rd，rdAccording to
Obtaining;
and 5: combining safety limit constraint, adopting heading and slew rate stability augmentation control under automatic driving control, and further obtaining the expected rudder angle deltacAnd the tail flicking rudder angle is restrained, and the heading or the turning rate is automatically controlled.
The method mainly comprises rudder angle signal smoothing processing based on a safety limit, course/rotation mode judgment based on the change trend of the rudder angle signal and expected rudder angle inverse solution based on course/rotation PID control. Aiming at a rudder angle instruction input by an operator in a follow-up mode, the invention utilizes the heading and slew rate stability augmentation control idea under automatic driving control to correct to obtain an expected rudder angle, thereby improving the stability of maneuvering control of the hovercraft during navigation.
First, the rudder angle signal smoothing process based on the safety limit is utilized. And filtering the hand wheel input rudder angle signals m before the sampling moment by adopting a sliding weighted average algorithm. The filtered rudder angle signal is:
wherein, deltamFor the current sampling of the rudder angle signal, deltam-iFor the previous i-th rudder angle signal, λm-iFor the weighting coefficients, the following are calculated
And then, in order to prevent the drift phenomenon of the air cushion landing boat in the sailing process, the rudder angle instruction is restrained by combining the current sailing speed and the current turning rate:
when delta is larger than or equal to deltamax(v, γ) when δ is δmax(v,γ)；
When delta<δmax(v, γ), δ is δ;
wherein, deltamax(v, γ) is the maximum rudder angle safety limit for v and γ.
And judging the course/rotation mode based on the change trend of the rudder angle signal. And carrying out mean value operation on the restrained rudder angle instruction, and judging heading direction keeping/variance according to the size of the mean value.
The mean rudder angle expression is as follows:
wherein, N is the ordinal number of the rudder angle, N should choose the appropriate value, N value is smaller and the stability-increasing effect is worse; the larger the value of N, the larger the hysteresis. DeltaiAnd the rudder angle value corresponding to each time sequence.
When in use
And then, entering a heading keeping mode.
When in use
And if so, entering variance judgment.
Wherein, deltaconst1Is a set rudder angle mean value threshold value.
The variance calculation is performed on the steering angle command after the restriction, and the rotation mode is determined according to the magnitude of the variance.
The rudder angle variance expression is as follows:
when delta2<δconst2And entering a rudder angle mean value smoothing mode. Get
When delta2>δconst2In this case, the slew rate maintaining mode is entered.
Wherein, deltaconst2Is a set rudder angle variance threshold value.
Desired rudder angle inverse solution based on heading/slewing PID control.
The bow direction keeping mode is as follows: taking psid＝ψ1Then deviation psie＝ψ-ψdBy using PID control law
The resultant moment M required to be generated is obtained, and then the expected rudder angle delta is obtained through inverse solution of a rudder modelc. Wherein psi1The current heading when the condition judgment is performed for the first time.
Slew rate retention mode: according to
Find its corresponding gammadThen deviation gammae＝γ-γdBy using PID control law
The resultant moment M required to be generated is obtained, and delta is obtainedc。
The invention provides an air cushion landing boat control method based on a stability augmentation controller, and aims to improve maneuvering control stability of an air cushion landing boat during navigation. Under the follow-up mode, the stability augmentation controller achieves the purpose of improving the operation stability and the safety by increasing the course motion damping. In the design process, the operation intention of a driver needs to be judged, and the navigation rapidity and maneuverability need to be considered.
The follow-up stability augmentation design is realized based on a digital signal processing technology and a heading/slew rate control idea. The method for controlling the stability increase of the heading/turning rate of a certain type of air cushion landing boat comprises the following specific steps:
in order to ensure the smoothness of a rudder angle signal input by a hand wheel and also consider the real-time property, a sliding weighted average algorithm is adopted to filter the rudder angle signal. The principle of the method is that after N continuous hand wheel signal sampling values are multiplied by different weighting coefficients respectively, the sampling values are accumulated, and the weighting coefficients are generally small and large first so as to highlight the effect of a plurality of subsequent sampling and enhance the knowledge of the system on the parameter change trend. The respective weighting coefficients are greater than 0, less than 1, and the sum is equal to 1. The sum after such weighting operation is used as the rudder angle signal value output from the hand wheel.
In order to prevent the drift phenomenon of the air cushion landing boat in the sailing process, the rudder angle instruction is restrained by combining the current sailing speed and the current rotation rate.
And carrying out mean value operation on the restrained rudder angle instruction, and judging heading direction keeping/variance according to the size of the mean value. If the mean value change is small, entering a heading keeping mode; and if the mean value is large, entering variance judgment.
The variance calculation is performed on the steering angle command after the restriction, and the rotation mode is determined according to the magnitude of the variance. If the variance is large, entering a rotation rate maintaining mode; if the variance is small, the mean value of the steering angle is smoothed.
And combining safety limit constraint, adopting heading and turning rate stability-increasing control under automatic driving control to further obtain an expected rudder angle, carrying out tail-flick rudder angle constraint, and carrying out heading or turning rate automatic control on the heading/turning rate.
The following stability augmentation control block diagram of the air cushion landing boat is shown in figure 1. An air cushion landing boat control method based on a stability augmentation controller comprises the following specific steps:
step one, denoising processing of rudder angle signals
And (3) filtering m rudder angle signals before the sampling moment by adopting a sliding weighted average algorithm. The filtered rudder angle signal is:
wherein, deltamFor the current sampling of the rudder angle signal, deltam-iFor the previous i-th rudder angle signal, λm-iFor the weighting coefficients, the following are calculated
Step two, rudder angle instruction constraint
In order to prevent the drift phenomenon of the air cushion landing boat in the sailing process, the rudder angle instruction is restrained by combining the current sailing speed and the current rotation rate.
When delta is larger than or equal to deltamax(v, γ) when δ is δmax(v,γ)
When delta<δmax(v, γ) when δ is δ
Wherein, deltamax(v, γ) is the maximum rudder angle safety limit for v and γ.
Thirdly, judging heading maintenance/variance;
and carrying out mean value operation on the restrained rudder angle instruction, and judging heading direction keeping/variance according to the size of the mean value.
The mean rudder angle expression is as follows:
wherein, N is the ordinal number of the rudder angle, N should choose the appropriate value, N value is smaller and the stability-increasing effect is worse; the larger the value of N, the larger the hysteresis. DeltaiAnd the rudder angle value corresponding to each time sequence.
When in use
And then, entering a heading keeping mode. Taking psid＝ψ1Then deviation psie＝ψ-ψdBy using PID control law
The resultant moment M required to be generated is obtained, and then the expected rudder angle delta is obtained through inverse solution of a rudder modelc. Wherein psi1The current heading when the condition judgment is performed for the first time.
When in use
And if so, entering variance judgment.
Wherein, deltaconst1Is a set rudder angle mean value threshold value.
Step four, judging the rotation mode
The variance calculation is performed on the steering angle command after the restriction, and the rotation mode is determined according to the magnitude of the variance.
The rudder angle variance expression is as follows:
wherein the content of the first and second substances,
and N is the same as the third step.
When delta2<δconst2And entering a rudder angle mean value smoothing mode. Get
When delta2>δconst2In this case, the slew rate maintaining mode is entered. According to
Find its corresponding gammadThen deviation gammae＝γ-γdBy using PID control law
The resultant moment M required to be generated is obtained, and then the expected rudder angle delta is obtained through inverse solution of a rudder modelc. Wherein, deltaconst2Is a set rudder angle variance threshold value.
Step five, obtaining the expected rudder angle deltac
Combining safety limit constraint, adopting heading and slew rate stability augmentation control under automatic driving control, and further obtaining expected rudder angle deltacAnd carrying out drift rudder angle constraint and carrying out heading or turning rate automatic control on the heading/turning rate.
Under the manual operation mode of 35-section navigational speed, a rudder angle instruction with noise is input, the follow-up stability augmentation function is verified, and in simulation results, a rudder angle instruction before and after stability augmentation, a turning rate and a heading angle contrast diagram are respectively shown in a figure 2, a figure 3, a figure 4, a figure 5, a figure 6 and a figure 7. The rudder angle instruction jitter after stability augmentation is obviously smaller than that before stability augmentation; under the small-mean rudder angle input interference, the course keeps stable; under the large-mean small-variance rudder angle instruction, the slew rate is kept stable, and large jitter cannot occur. The following stability augmentation technology based on the air cushion landing boat designed by the invention not only reduces the bow rolling phenomenon caused by the interference of the external environment when the boat body is in straight navigation, thereby reducing the operation intensity of a driver, but also improving the operation safety of the boat body in the rotation process.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (1)
1. An air cushion landing boat control method based on a stability augmentation controller is characterized by comprising the following steps:
step 1: denoising the rudder angle signal;
filtering m rudder angle signals before the sampling time by adopting a sliding weighted average algorithm, wherein the filtered rudder angle signals are as follows:
wherein, deltam-iFor the current sampling of the rudder angle signal deltamThe previous i-th rudder angle signal; lambda [ alpha ]m-iFor the weighting coefficient, the calculation method is as follows:
step 2: the rudder angle instruction is restricted;
in order to prevent the drift phenomenon of the air cushion landing boat in the sailing process, the rudder angle instruction is restrained by combining the current sailing speed and the current turning rate, and the specific restraint is as follows:
when delta is larger than or equal to deltamax(v, γ) when δ is δmax(v，γ)；
When delta < deltamax(v, γ), δ is δ;
wherein, deltamax(v, γ) are maximum rudder angle safety limits on velocity v and heading angle γ;
and step 3: mean rudder angle command value after calculation restraint
Wherein N is a rudder angle time sequence; the smaller the N value is, the worse the stability increasing effect is; the larger the value of N, the larger the hysteresis; deltaiA rudder angle value corresponding to each time sequence;
and 4, step 4: mean value of rudder angle instruction
With a set rudder angle mean threshold value deltaconst1Comparing; if it is
Entering a heading keeping mode and adopting a PID control law
The resultant moment M required to be generated is obtained, and the expected rudder angle delta is obtained through inverse solution of a rudder modelc(ii) a Wherein Kp、KdAnd KIAre all PID parameters; psie＝ψ-ψd，ψd＝ψ1，ψ1For averaging rudder angle commands for the first time
With a set rudder angle mean threshold value deltaconst1Heading when comparing; if it is
The rudder angle command variance δ after the restraint is calculated2The variance delta of the rudder angle command2With a set rudder angle variance threshold deltaconst2Comparing; rudder angle command variance delta2The calculation method comprises the following steps:
the variance delta of the rudder angle instruction2With a set rudder angle variance threshold deltaconst2Comparing; if delta2＜δconst2Taking the mean value of rudder angle in a smoothing way
If delta2＞δconst2Then adopting a slew rate maintaining mode and adopting a PID control law
The resultant moment M required to be generated is obtained, and the expected rudder angle delta is obtained through inverse solution of a rudder modelc；
Wherein r iseIs the deviation of the slew rate, re＝r-rd，rdAccording to
Obtaining;
and 5: combining safety limit constraint, adopting heading and slew rate stability augmentation control under automatic driving control, and further obtaining the expected rudder angle deltacAnd the tail flicking rudder angle is restrained, and the heading or the turning rate is automatically controlled.
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