CN111717372A - Large-overload disc-stabilizing maneuvering control method for flying-wing unmanned aerial vehicle - Google Patents

Large-overload disc-stabilizing maneuvering control method for flying-wing unmanned aerial vehicle Download PDF

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CN111717372A
CN111717372A CN202010439770.1A CN202010439770A CN111717372A CN 111717372 A CN111717372 A CN 111717372A CN 202010439770 A CN202010439770 A CN 202010439770A CN 111717372 A CN111717372 A CN 111717372A
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control
height
control mode
roll angle
mode
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唐瑞卿
陈伟
刘宇佳
崔庆梁
张延荣
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Chengdu Aircraft Industrial Group Co Ltd
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Chengdu Aircraft Industrial Group Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C19/00—Aircraft control not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/25—Fixed-wing aircraft

Abstract

The invention discloses a large-overload disk stabilizing maneuvering control method for a flying wing unmanned aerial vehicle, which comprises disk stabilizing maneuvering control logic, an engine meter speed closed-loop control mode, a height keeping control mode and a roll angle control mode; the method is applied to the flying wing layout unmanned aerial vehicle, and provides an automatic control method for each control channel in the stable hovering maneuvering process. According to the invention, the gradient of the unmanned aerial vehicle can be established by calling a roll angle control mode, the constant-height flight is realized by calling a height maintaining control mode, and the constant-speed flight is realized by calling an engine meter speed closed-loop control mode, so that the stable hovering maneuvering action of the unmanned aerial vehicle is completed. The invention can realize the stable hovering maneuvering flight of the flying wing layout unmanned aerial vehicle by reasonably and automatically controlling the engine and the control surface, and realize the rapid change of the flight direction of the unmanned aerial vehicle.

Description

Large-overload disc-stabilizing maneuvering control method for flying-wing unmanned aerial vehicle
The technical field is as follows:
the invention relates to the technical field of aviation flight control, in particular to maneuvering flight control of a flying-wing unmanned aerial vehicle.
Background art:
the unmanned aerial vehicle has the characteristics of small volume, flexibility, simplicity and convenience in operation, low use cost, high efficiency, long endurance time and the like. The system can be accompanied by combat troops and independently execute various combat missions such as reconnaissance, monitoring, fire attack, interference and the like in a self-organizing system, thereby greatly reducing casualties caused by warfare and being one of the favored weaponry of various military and national disputes in the world at present.
The flying wing layout unmanned aerial vehicle has the defects that the flying wing layout unmanned aerial vehicle is poor in longitudinal and heading maneuvering performance of the unmanned aerial vehicle, and a control surface needs to be reasonably manipulated to generate enough maneuvering torque. The elevon is an operation surface capable of simultaneously realizing pitching and rolling of an airplane and has functions of two operation surfaces of an elevator and an aileron. The left and right elevon can function as a rudder if the left and right elevon are deflected in a linkage manner, and can function as an aileron if the left and right elevon are deflected in a reverse direction. The course control of the flying wing layout unmanned aerial vehicle is provided by the resistance rudder, the course static stability of the flying wing layout unmanned aerial vehicle is low, so that the requirement can be met by a small yawing moment, and the large moment arm enables the flying wing layout unmanned aerial vehicle to be provided with a sufficient yawing moment by the resistance rudder completely.
The manoeuvre of the aircraft is in fact a refinement and a summary of the specific flight trajectory that the pilot steers the aircraft. The manoeuvre of the aircraft reflects on the one hand the manoeuvrability of the aircraft and on the other hand some rules of manual manoeuvres. The implementation and related research of the maneuvering action control of the flying wing layout unmanned aerial vehicle are not retrieved temporarily. The motorized control of the drone may be used to: 1) avoiding missiles; 2) and (5) fighting in the air. The maneuvering function greatly improves the operational capacity of the unmanned aerial vehicle, and the unmanned aerial vehicle develops towards the direction of an air combat unmanned aerial vehicle. The basic process of the large-gradient stable hovering maneuver is to establish a rolling gradient in a horizontal plane and continuously turn a flight angle of not less than 360 degrees, and the directional maneuverability of the airplane is reflected emphatically.
The invention fills the blank of the technology, realizes the large-gradient stable hovering maneuver by designing a specific logic and calling a conventional flight control law mode, and improves the operational capability and the use scene of the unmanned aerial vehicle.
The invention content is as follows:
the main objects of the present invention are: firstly, a control method for stabilizing the hover maneuver of the flying wing unmanned plane under the condition of large overload is provided; secondly, the problem of realization of the large-overload stable-disk maneuvering action of the flying wing unmanned aerial vehicle is solved.
The technical scheme of the invention is as follows:
the large-overload disk stabilizing maneuvering control method of the flying wing unmanned aerial vehicle is characterized by comprising disk stabilizing maneuvering control logic, an engine meter speed closed-loop control mode, a height keeping control mode and a roll angle control mode;
the dynamic control logic of the disc stabilizing machine is as follows:
establishing stable flat flight before the gradient of a stable disc, longitudinally calling a height keeping mode, and taking a height control target as the current height; a roll angle keeping mode is transversely called; the engine calls a meter speed closed-loop control mode, and the control target is the current meter speed;
and (3) a stable disc maneuvering stage: a height keeping mode is called longitudinally, and the height control target is the height when the stable disk is moved; a roll angle keeping mode is transversely called, and a roll angle control target is a preset value; the engine calls a meter speed closed-loop control mode, and the meter speed target is the meter speed when entering a stable disk maneuver;
in the disc stabilizing ending stage, a height keeping mode is called longitudinally, and the height control target is the height when the disc stabilizing ending stage is entered; a roll angle keeping mode is transversely called; and calling a meter speed closed-loop control mode by the engine, wherein the control target is the meter speed at the stage of entering.
The engine meter speed closed-loop control mode realizes meter speed control through an automatic accelerator, adopts a proportional plus integral control structure, and introduces pitch angle and pitch angle rate signals for compensation.
The meter speed closed-loop control mode of the engine realizes meter speed control through an automatic accelerator, adopts a proportional plus integral control structure, introduces pitch angle and pitch angle rate signals for compensation, and gives airspeed
Figure BDA0002503650910000021
For a control target, a proportional integral control mode is adopted to realize the control of the meter speed;
Figure BDA0002503650910000022
in the formula (I), the compound is shown in the specification,Tis the opening degree of the accelerator of the engine,
Figure BDA0002503650910000023
VIASrespectively a given value of the gauge speed and a measured value of the gauge speed,
Figure BDA0002503650910000024
is the feed forward quantity of the engine throttle, Ax is the forward acceleration,
Figure BDA0002503650910000025
is the controller gain.
The height is kept as a control mode, and the control mode is kept as an inner loop at a vertical speed to control and keep the height.
The height keeping control mode keeps the vertical speed as an inner loop to control and keep the height, the input signals of the height keeping control mode comprise a height instruction, the current height, the lifting rate, the pitch angle rate, the attack angle and the vertical angular speed, and the output is equivalent elevator deflection;
Figure BDA0002503650910000031
Figure BDA0002503650910000032
Figure BDA0002503650910000033
Figure BDA0002503650910000034
Figure BDA0002503650910000035
△α＝(α-α0)+q
in the formula (I), the compound is shown in the specification,for equivalent elevator yaw, q is pitch angle rate, q isgFor a given pitch rate, θ is the pitch angle, θgFor given pitch angle, △ AZFor vertical acceleration, α for angle of attack, α0As the value of the angle of attack protection,
Figure BDA0002503650910000036
in order to protect the terms of the angle of attack,
Figure BDA0002503650910000037
for overload protection term, θrefAs is the amount of pitch angle feed forward,
Figure BDA0002503650910000038
for the given lifting speed, the lifting speed is given,
Figure BDA0002503650910000039
is a controller gain.
The roll angle control mode adopts a control mode of proportional plus integral to control the roll angle
Figure BDA00025036509100000310
For lateral side master control of the outer loop, roll rate (ROR) is introduced to increase lateral damping, and yaw rate is the inner loop.
The roll angle control mode adopts a control mode of proportional plus integral to control the roll angle
Figure BDA00025036509100000311
For the lateral side main control outer loop, roll angular rate (ROR) is introduced to increase lateral damping, and yaw angular rate is an inner loop and tracks a given roll angular target value
Figure BDA00025036509100000312
The attitude control of left rolling, wing leveling and right rolling of the flying wing unmanned plane is realized;
Figure BDA00025036509100000313
in the formula (I), the compound is shown in the specification,ais equivalent aileron deflection, phigIs a roll angle given value, phi is the roll angle, p is the roll angle rate,
Figure BDA0002503650910000041
for each controller gain.
The dynamic control logic of the disc stabilizing machine is as follows:
the first stage is as follows: firstly, converting the current state into a level flight state, namely, longitudinally calling a height control mode, wherein a control target is the height before the level flight state is converted; the engine controls and calls an airspeed control mode, and the control target is the airspeed before the control target is converted into a flat flight state; a roll angle control mode is transversely called, and the control target is 0 degree;
and a second stage: establishing a roll slope, and after the flight height of the aircraft enters a tolerance band with a given height of +/-30 m and the roll angle enters a tolerance band with a value of +/-5 degrees of 0 degrees for 2s-5s, establishing the roll slopegThe setting can be carried out according to the actual situation, the height control mode is longitudinally called in the stage, and the control target is consistent with the first stage; the engine controls and calls an airspeed control mode, and a control target is consistent with the first stage; the roll angle is transversely called for control, and the control target is phig；
And a third stage: after the action of circling for one circle is finished, the airplane is leveled and exits from maneuvering, namely the height control mode is longitudinally called, and the control target is the height before the airplane is converted into the level flight state; the engine controls and calls an airspeed control mode, and the control target is the airspeed before the control target is converted into a flat flight state; a roll angle control mode is transversely called, and the control target is 0 degree; the maneuver is exited as the roll angle enters the + -5 deg. tolerance band 2s-5 s.
The invention has the advantages that:
the control logic of the disk stabilizing maneuvering is clear and simple, and the control law mode can follow the control law mode of normal flight, so that the design work is simplified; an infrared sensor is additionally arranged on the unmanned aerial vehicle capable of realizing motor control, so that the function of automatic bullet avoidance can be realized; because the flight control computer has a full-automatic execution function, the function can be expanded to automatic driving by a human machine, automatic bullet avoidance and the like.
Description of the drawings:
FIG. 1 is a flow chart of the control logic for the steady disc maneuver of the present invention;
FIG. 2 is a table speed control mode block diagram of the engine of the present invention;
FIG. 3 is a block diagram of the height maintenance control modality of the present invention;
FIG. 4 is a roll angle control modality block diagram of the present invention;
FIG. 5 is a block diagram of a heading stability augmentation control modality of the present invention.
The specific implementation method comprises the following steps:
the invention will be further explained with reference to the drawings.
Example 1
The invention relates to a large-overload disk stabilizing maneuvering control method of a flying wing unmanned aerial vehicle, which comprises disk stabilizing maneuvering control logic, an engine meter speed closed-loop control mode, a height keeping control mode and a roll angle control mode;
the dynamic control logic of the disc stabilizing machine is as follows:
establishing stable flat flight before the gradient of a stable disc, longitudinally calling a height keeping mode, and taking a height control target as the current height; a roll angle keeping mode is transversely called; the engine calls a meter speed closed-loop control mode, and the control target is the current meter speed;
and (3) a stable disc maneuvering stage: a height keeping mode is called longitudinally, and the height control target is the height when the stable disk is moved; a roll angle keeping mode is transversely called, and a roll angle control target is a preset value; the engine calls a meter speed closed-loop control mode, and the meter speed target is the meter speed when entering a stable disk maneuver;
in the disc stabilizing ending stage, a height keeping mode is called longitudinally, and the height control target is the height when the disc stabilizing ending stage is entered; a roll angle keeping mode is transversely called; and calling a meter speed closed-loop control mode by the engine, wherein the control target is the meter speed at the stage of entering.
The engine meter speed closed-loop control mode realizes meter speed control through an automatic accelerator, adopts a proportional plus integral control structure, and introduces pitch angle and pitch angle rate signals for compensation.
The height is kept as a control mode, and the control mode is kept as an inner loop at a vertical speed to control and keep the height.
The roll angle control mode adopts a control mode of proportional plus integral to control the roll angle
Figure BDA0002503650910000051
For lateral side master control of the outer loop, roll rate (ROR) is introduced to increase lateral damping, and yaw rate is the inner loop.
Example 2
The invention relates to a large-overload disk stabilizing maneuvering control method of a flying wing unmanned aerial vehicle, which comprises a control law mode calling method in the disk stabilizing maneuvering control process, an engine meter speed closed-loop control mode, a height keeping control mode and a roll angle control mode:
dynamic control logic for stabilizing disk
Establishing stable flat flight 2s before the gradient of a stable disc, and longitudinally calling a height keeping mode to obtain a height control target as the current height; a roll angle keeping mode is transversely called, and the roll angle instruction is 0 degree; and calling a meter speed closed-loop control mode by the engine, wherein the control target is the current meter speed.
And (3) a stable disc maneuvering stage: a height keeping mode is called longitudinally, and the height control target is the height when the stable disk is moved; a roll angle keeping mode is transversely called, and a roll angle control target is a preset value, for example, phi is 70 degrees; the engine calls a meter speed closed-loop control mode, and the meter speed target is the meter speed when entering a stable disk maneuver.
After stabilizing the disc for one week, switching to an ending stage, and vertically calling a height keeping mode, wherein a height control target is the height when entering the stage; a roll angle keeping mode is transversely called, and the roll angle instruction is 0 degree; and calling a meter speed closed-loop control mode by the engine, wherein the control target is the meter speed at the stage of entering.
② closed loop control mode of engine speed gauge, mainly realizes speed gauge control via automatic throttle, adopts proportional plus integral control structure, and introducesThe pitch angle and pitch rate signals are compensated, thus at a given airspeed
Figure BDA0002503650910000061
For a control target, a proportional integral control mode is adopted to realize the control of the meter speed;
Figure BDA0002503650910000062
in the formula (I), the compound is shown in the specification,Tis the opening degree of the accelerator of the engine,
Figure BDA0002503650910000063
VIASrespectively a given value of the gauge speed and a measured value of the gauge speed,
Figure BDA0002503650910000064
is the feed forward quantity of the engine throttle, Ax is the forward acceleration,
Figure BDA0002503650910000065
is the controller gain.
The height keeping control mode takes vertical speed keeping as an inner loop to control and keep the height, input signals of the control mode comprise a height instruction, the current height, the lifting rate, the pitch angle rate, the attack angle and the vertical angular speed, and output is equivalent elevator deflection;
Figure BDA0002503650910000066
Figure BDA0002503650910000067
Figure BDA0002503650910000068
Figure BDA0002503650910000069
Figure BDA00025036509100000610
△α＝(α-α0)+q
in the formula (I), the compound is shown in the specification,for equivalent elevator yaw, q is pitch angle rate, q isgFor a given pitch rate, θ is the pitch angle, θgFor given pitch angle, △ AZFor vertical acceleration, α for angle of attack, α0As the value of the angle of attack protection,
Figure BDA0002503650910000071
in order to protect the terms of the angle of attack,
Figure BDA0002503650910000072
for overload protection term, θrefAs is the amount of pitch angle feed forward,
Figure BDA0002503650910000073
for the given lifting speed, the lifting speed is given,
Figure BDA0002503650910000074
Figure BDA0002503650910000075
is a controller gain.
④ roll angle control mode, mainly using proportional plus integral control mode to control roll angle
Figure BDA0002503650910000076
For the lateral side main control outer loop, roll angular rate (ROR) is introduced to increase lateral damping, and yaw angular rate is an inner loop and tracks a given roll angular target value
Figure BDA0002503650910000077
The attitude control of left rolling, wing leveling and right rolling of the flying wing unmanned plane is realized;
Figure BDA0002503650910000078
in the formula (I), the compound is shown in the specification,ais equivalent aileron deflection, phigIs a roll angle given value, phi is the roll angle, p is the roll angle rate,
Figure BDA0002503650910000079
for each controller gain.
Example 3
When the unmanned aerial vehicle flies, a longitudinal control mode, a transverse control mode, an engine control mode and a course control mode need to be called simultaneously, and the course in the unmanned aerial vehicle always calls a stability augmentation control mode.
As shown in fig. 1, the main flow of the modal scheduling logic is as follows:
the first stage is as follows: firstly, converting the current state into a level flight state, namely, longitudinally calling a height control mode, wherein a control target is the height before the level flight state is converted; the engine controls and calls an airspeed control mode, and the control target is the airspeed before the control target is converted into a flat flight state; a roll angle control mode is transversely called, and the control target is 0 degree;
and a second stage: establishing a rolling gradient, and after the flying height of the airplane enters a tolerance band with a given height of +/-30 m (which is selected according to the performance of the unmanned aerial vehicle body) and the rolling angle enters a tolerance band of +/-5 degrees of 0 degrees for 2s (which can be properly prolonged), establishing the rolling gradientgIt can be set according to the actual situation, for example, to perform a stable hover maneuver with a slope of 70 °. The stage calls a height control mode longitudinally, and a control target is consistent with the first stage; the engine controls and calls an airspeed control mode, and a control target is consistent with the first stage; roll angle control is invoked in the transverse direction (the control target is phi)g；
And a third stage: after the action of circling for one circle is finished, the airplane is leveled and exits from maneuvering, namely the height control mode is longitudinally called, and the control target is the height before the airplane is converted into the level flight state; the engine controls and calls an airspeed control mode, and the control target is the airspeed before the control target is converted into a flat flight state; a roll angle control mode is transversely called, and the control target is 0 degree; the maneuver is exited when the roll angle enters the + -5 deg. tolerance band of 3s (which may be other values).
As shown in figure 2, the meter speed closed-loop control mode of the engine is mainly realized by ① receiving an airspeed set value sent by a flight control computer
Figure BDA0002503650910000081
② receives an airspeed signal (V) from an airspeed sensor outputIAS) ③ and introducing a feed forward quantity
Figure BDA0002503650910000082
④, resolving control law and outputting control signals to the engine throttle of the unmanned aerial vehicle through a proportional integral derivative controller closed-loop control loop, thereby realizing meter speed closed-loop control of the flying wing unmanned aerial vehicle.
As shown in FIG. 3, the altitude control mode comprises a guidance loop and a control loop, wherein the outer ring of the guidance loop is altitude, the inner ring of the guidance loop is lifting speed, the outer ring of the control loop is pitch angle, and the inner ring of the control loop is pitch angle rate, and the control loop mainly realizes that ① receives altitude given value (H) sent by a flight control computerg) Receiving height signal (H) and lifting speed signal from sensor
Figure BDA0002503650910000083
Receiving normal overload from sensor output, and subtracting from the protection value to obtain normal overload error amount △ AZThe protection is carried out on the normal overload,
Figure BDA0002503650910000084
is an overload protection item; obtaining theta using a proportional integral derivative controllerNAV② receiving the angle of attack from the sensor output, making a difference with the protection value to get △α, protecting the angle of attack,
Figure BDA0002503650910000085
for angle of attack protection terms, overlap, thetaNAVFeed forward value thetarefObtaining a target theta of a pitch angle by summing the attack angle protection termg③ receives pitch angle theta, roll angle phi, pitch rate q,
Figure BDA0002503650910000086
calculating the compensation amount in the longitudinal direction after the gradient is established for the airplane to obtain qg④, synthesizing the signals, and outputting a control target of the equivalent elevator through a proportional-integral-derivative controller, thereby realizing the height control of the flying-wing unmanned aerial vehicle.
As shown in FIG. 4, the roll angle control mode is mainly realized by ① receiving a roll angle given value (phi) sent by a flight control computerg) ② receiving the roll angle signal (phi) and roll angle rate signal (p) from sensor, ③ synthesizing the above signals, using proportional-integral controller to close loop transverse-lateral control loop, resolving control law and outputting equivalent auxiliary wing rudder deflectionaAnd the roll angle of the flying wing unmanned aerial vehicle is controlled.

Claims (8)

1. A large-overload disk stabilizing maneuvering control method for a flying wing unmanned aerial vehicle is characterized by comprising a disk stabilizing maneuvering control logic, an engine meter speed closed-loop control mode, a height keeping control mode and a roll angle control mode;
the dynamic control logic of the disc stabilizing machine is as follows:
establishing stable flat flight before the gradient of a stable disc, longitudinally calling a height keeping mode, and taking a height control target as the current height; a roll angle keeping mode is transversely called; the engine calls a meter speed closed-loop control mode, and the control target is the current meter speed;
and (3) a stable disc maneuvering stage: a height keeping mode is called longitudinally, and the height control target is the height when the stable disk is moved; a roll angle keeping mode is transversely called, and a roll angle control target is a preset value; the engine calls a meter speed closed-loop control mode, and the meter speed target is the meter speed when entering a stable disk maneuver;
in the disc stabilizing ending stage, a height keeping mode is called longitudinally, and the height control target is the height when the disc stabilizing ending stage is entered; a roll angle keeping mode is transversely called; and calling a meter speed closed-loop control mode by the engine, wherein the control target is the meter speed at the stage of entering.
2. The large-overload stable-disk maneuvering control method for the flying-wing unmanned aerial vehicle according to claim 1, characterized in that the meter speed closed-loop control mode of the engine realizes the control of the meter speed through an automatic throttle, a proportional plus integral control structure is adopted, and pitch angle rate signals are introduced for compensation.
3. The large-overload stable-disk maneuvering control method for flying-wing unmanned aerial vehicle according to claim 2, characterized in that the meter speed closed-loop control mode of the engine realizes the control of the meter speed through an automatic throttle, adopts a proportional plus integral control structure, and introduces pitch angle and pitch angle rate signals for compensation to give the airspeed
Figure FDA0002503650900000011
For a control target, a proportional integral control mode is adopted to realize the control of the meter speed;
Figure FDA0002503650900000012
in the formula (I), the compound is shown in the specification,Tis the opening degree of the accelerator of the engine,
Figure FDA0002503650900000013
VIASrespectively a given value of the gauge speed and a measured value of the gauge speed,
Figure FDA0002503650900000014
is the feed forward quantity of the engine throttle, Ax is the forward acceleration,
Figure FDA0002503650900000015
is the controller gain.
4. The large overload stable disk maneuvering control method for flying wing unmanned aerial vehicle according to claim 1, characterized in that the height is kept in the control mode, and the control mode keeps the vertical speed as an inner loop to control and keep the height.
5. The large overload stabilizing disc maneuvering control method for flying wing unmanned aerial vehicle according to claim 4, characterized in that the altitude keeping control mode keeps vertical speed as an inner loop to control and keep the altitude, the input signals of the altitude keeping control mode comprise altitude instructions and current altitude, lifting rate, pitch angle rate, attack angle and vertical angular speed, and the output is equivalent elevator deflection;
Figure FDA0002503650900000021
Figure FDA0002503650900000022
Figure FDA0002503650900000023
Figure FDA0002503650900000024
Figure FDA0002503650900000025
△α＝(α-α0)+q
in the formula (I), the compound is shown in the specification,for equivalent elevator yaw, q is pitch angle rate, q isgFor a given pitch rate, θ is the pitch angle, θgFor given pitch angle, △ AZFor vertical acceleration, α for angle of attack, α0As the value of the angle of attack protection,
Figure FDA0002503650900000026
in order to protect the terms of the angle of attack,
Figure FDA0002503650900000027
for overload protection term, θrefAs is the amount of pitch angle feed forward,
Figure FDA0002503650900000028
for the given lifting speed, the lifting speed is given,
Figure FDA0002503650900000029
is a controller gain.
6. The method as claimed in claim 1, wherein the roll angle control mode is proportional plus integral control, and the roll angle is roll angle
Figure FDA00025036509000000210
For lateral side master control of the outer loop, roll rate (ROR) is introduced to increase lateral damping, and yaw rate is the inner loop.
7. The method as claimed in claim 6, wherein the roll angle control mode is proportional plus integral control, and the roll angle is roll angle
Figure FDA00025036509000000211
For the lateral side main control outer loop, roll angular rate (ROR) is introduced to increase lateral damping, and yaw angular rate is an inner loop and tracks a given roll angular target value
Figure FDA0002503650900000031
The attitude control of left rolling, wing leveling and right rolling of the flying wing unmanned plane is realized;
Figure FDA0002503650900000032
in the formula (I), the compound is shown in the specification,ais equivalent aileron deflection, phigIs a roll angle given value, phi is the roll angle, p is the roll angle rate,
Figure FDA0002503650900000033
for each controller gain.
8. The large-overload disk stabilizing maneuvering control method for the flying wing unmanned aerial vehicle according to claim 1, characterized in that the disk stabilizing maneuvering control logic is specifically:
the first stage is as follows: firstly, converting the current state into a level flight state, namely, longitudinally calling a height control mode, wherein a control target is the height before the level flight state is converted; the engine controls and calls an airspeed control mode, and the control target is the airspeed before the control target is converted into a flat flight state; a roll angle control mode is transversely called, and the control target is 0 degree;
and a second stage: establishing a roll slope, and after the flight height of the aircraft enters a tolerance band with a given height of +/-30 m and the roll angle enters a tolerance band with a value of +/-5 degrees of 0 degrees for 2s-5s, establishing the roll slopegThe setting can be carried out according to the actual situation, the height control mode is longitudinally called in the stage, and the control target is consistent with the first stage; the engine controls and calls an airspeed control mode, and a control target is consistent with the first stage; the roll angle is transversely called for control, and the control target is phig；
And a third stage: after the action of circling for one circle is finished, the airplane is leveled and exits from maneuvering, namely the height control mode is longitudinally called, and the control target is the height before the airplane is converted into the level flight state; the engine controls and calls an airspeed control mode, and the control target is the airspeed before the control target is converted into a flat flight state; a roll angle control mode is transversely called, and the control target is 0 degree; the maneuver is exited as the roll angle enters the + -5 deg. tolerance band 2s-5 s.
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CN112486203A (en) * 2020-11-18 2021-03-12 南京航空航天大学 Flying wing unmanned aerial vehicle Hubbaster maneuvering flight 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
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

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Application publication date: 20200929