CN112034889B - Aircraft overload control method adopting nonlinear advanced network - Google Patents
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Abstract
The invention relates to an aircraft overload control method adopting a nonlinear advanced network, belonging to the technical field of aircraft overload control and comprising the following steps: the lateral overload and the yaw angular speed of the aircraft are measured, then the lateral overload and the overload command are compared to obtain an overload error signal, and nonlinear integration is carried out to obtain a nonlinear integral signal of the error. And establishing a linear advance network, respectively obtaining linear advance signals of the overload error signal and the yaw rate signal, and then establishing a nonlinear advance network to obtain a nonlinear advance signal of the yaw rate signal. And finally, synthesizing the overload error signal, the error nonlinear integral signal, the error linear advance signal and the linear and nonlinear advance signals of the yaw angular velocity to form a final overload synthesis signal, and driving the aircraft to laterally overload and track the expected command signal. The method provides damping by three linear and nonlinear advanced signals, and has the characteristic of high stability margin.
Description
Technical Field
The invention relates to the technical field of aircraft control, in particular to an aircraft overload control method adopting a nonlinear advanced network.
Background
The overload control of the aircraft is widely applied to an aircraft control system which needs rapid maneuvering, and the main reason is that the traditional attitude control has the defects of poor maneuverability due to too good stability margin although the traditional attitude control has better stability.
However, the biggest difficulty in the design of overload control is that the stability margin caused by insufficient damping of the system is not stable enough, or the robustness of the control system is not enough. Therefore, what kind of measuring component is used to measure and provide the damping signal of the system is the first issue to be considered in overload control.
In the existing overload control schemes at present, most of the systems adopt angular velocity or angular acceleration measurement to provide damping signals of the systems, or an external overload loop is formed on the basis of attitude control, so that the systems have the advantage of good stability margin of attitude stability.
Based on the above background reasons, the present invention provides a kind of scheme for providing system damping by using a leading network to obtain a leading signal. The advanced network adopts two types of linearity and nonlinearity respectively, and the measuring signals adopt two types of overload and angular velocity, and finally form three types of advanced signals, so that enough damping is provided for the system. The final case implementation also shows the good stability and robustness of the invention, so that the invention has high engineering application value.
It is to be noted that the information invented in the above background section is only for enhancing the understanding of the background of the present invention, and therefore, may include information that does not constitute prior art known to those of ordinary skill in the art.
Disclosure of Invention
The invention aims to provide an aircraft overload control method adopting a nonlinear advanced network, and further solves the problem that an overload control system is not strong in robustness due to the limitations and defects of the related art at least to a certain extent.
According to one aspect of the invention, an aircraft overload control method using a nonlinear lead network is provided, which comprises the following steps:
step S10, measuring the lateral overload of the aircraft by adopting a linear accelerometer;
step S20, setting a lateral overload instruction signal according to the lateral overload measuring signal, comparing to obtain a lateral overload error signal, and performing nonlinear integral operation to obtain a nonlinear integral signal of the error;
step S30, designing a linear advance network according to the lateral overload error signal to obtain an overload error linear advance signal;
step S40, installing a gyroscope on the aircraft, measuring a yaw rate signal of the aircraft, and constructing a nonlinear advance network to obtain a nonlinear advance signal of the yaw rate;
step S50, according to the yaw rate signal of the aircraft, constructing a linear advance network to obtain a linear advance signal of the yaw rate;
and step S60, linearly combining the five signals according to the lateral overload error signal, the nonlinear integral signal of the error, the linear advance signal of the overload error, the nonlinear advance signal of the yaw angular velocity and the linear advance signal of the yaw angular velocity to obtain a lateral overload control comprehensive signal, and transmitting the lateral overload control comprehensive signal to a yaw rudder to realize the accurate tracking of the given lateral overload signal.
In an exemplary embodiment of the invention, a linear accelerometer is used to measure the lateral acceleration of the aircraft, denoted as a z Then converted into lateral overload, recorded as n z The conversion method is as follows:
n z ＝a z /g；
where g is the acceleration of gravity.
In an exemplary embodiment of the present invention, the setting a lateral overload command signal according to the lateral overload measurement signal, comparing the lateral overload command signal with the lateral overload command signal to obtain a lateral overload error signal, and performing a nonlinear integration operation to obtain a nonlinear integration signal of the error includes:
wherein
For lateral overloadInstruction, n z For measuring signals for lateral overload, e nz For lateral overload error signals, ∈ 1 Is a common control parameter, and the detailed design thereof is implemented in the examples hereinafter. dt represents the integral of the time signal, s z Is a non-linearly integrated signal of the error.
In an exemplary embodiment of the present invention, designing a linear lead network according to the lateral overload error signal, and obtaining the overload error linear lead signal includes:
wherein T is 1 ,T 2 ,T 3 As a linear network parameter, e nz And (n) is the nth data of the lateral overload error signal, y (n +1) is the (n +1) th data of the output y of the linear lead network, namely the overload error linear lead signal, and the initial value of the overload error linear lead signal is set to be 0, namely y (1) is 0.
In one exemplary embodiment of the present invention, installing a gyroscope on an aircraft, measuring a yaw rate signal of the aircraft, and constructing a nonlinear advance network, obtaining the nonlinear advance signal of the yaw rate comprises:
x 0 ＝x 2 -ω y ；
x 2a ＝x 1 ；
x 2 (n+1)＝x 2 (n)+x 2a T 3 ；
x 3 (n+1)＝x 3 (n)+x 3a T 3 ；
x 4 (n+1)＝x 4 (n)+x 4a T 3 ；
wherein sign (x) 0 ) For the sign function, the following is defined:
wherein ω is y For yaw rate signals, x 2 、x 3 、x 4 For the state of the nonlinear look-ahead network, x 2 (n)、x 3 (n)、x 4 (n) is the state x of the nonlinear look-ahead network 2 、x 3 、x 4 Of which the initial value is set to 0, i.e. x 2 (1)＝0、x 3 (1)＝0、x 4 (1)＝0。x 0 、x 1 、x 2a 、x 3a 、x 4a The non-linearity is an intermediate variable of the look-ahead network. Wherein k is 1 、k 2 、k 3 、k 4 、k 5 、k 6 The detailed design of the constant parameter of the nonlinear advanced network is described in the following embodiments. Yaw rate signal omega for an aircraft y For input signals of nonlinear look-ahead networks, state x 4 The output signal of the nonlinear advance network is the nonlinear advance signal of the calculated yaw rate.
In an exemplary embodiment of the invention, constructing a linear look-ahead network from the yaw rate signal of the aircraft, the obtaining the linear look-ahead signal of yaw rate comprises:
wherein T is 4 ,T 5 As linear network parameters, omega y (n) is the nth data of the yaw rate signal of the aircraft, y 2 (n +1) is the output y of the linear look-ahead network 2 N +1 th data, y 2 I.e. the yaw rate linear advance signal, the initial value of which is set to 0, i.e. y 2 (1)＝0。
In an exemplary embodiment of the present invention, the linearly combining the five types of signals to obtain the integrated signal for controlling lateral overload includes:
u z ＝k z1 e nz +k z2 s z +k z3 y+k z4 x 4 +k z5 y 2 ；
wherein k is z1 ,k z2 ,k z3 ,k z4 ,k z5 Is a control parameter of the lateral overload control, which is a constant value. Wherein e nz For lateral overload error signals, s z Is a non-linear integral signal of error, y is an overload error linear leading signal, x 4 Non-linear advance signal, y, for yaw rate 2 Linear advance signal of yaw rate, u z Is a lateral overload control integrated signal.
The invention discloses an aircraft overload control method adopting a nonlinear advanced network, which constructs two types of linear and nonlinear advanced networks, and then obtains three types of advanced signals by taking an overload error and an aircraft angular speed as input. The three types of advanced signals provide ultra-strong damping for an overload control system, and the three types of damping signals have the effect of mutual matching and supplement, so that the effect is better than that of independent superposition. Therefore, the method provided by the invention has good innovation in a nonlinear advanced network construction method, and also has high application value and good control effect in engineering.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
FIG. 1 is a flow chart of a method for aircraft overload control using a nonlinear look-ahead network in accordance with the present invention;
FIG. 2 is a side overload signal plot (without units) for a method provided by an embodiment of the present invention;
FIG. 3 is a side overload error signal plot (without units) for a method provided by an embodiment of the present invention;
FIG. 4 is a non-linear integrated signal plot (without units) of error for a method provided by an embodiment of the present invention;
FIG. 5 is an overload error linear lead signal (without units) of a method provided by an embodiment of the present invention;
FIG. 6 is a non-linear lead signal plot (without units) of yaw rate for a method provided by an embodiment of the present invention;
FIG. 7 is a linear advance signal plot (without units) of yaw rate for a method provided by an embodiment of the present invention;
fig. 8 is a side overload control integrated signal curve (without units) of a method provided by an embodiment of the present invention;
FIG. 9 is a plot of yaw rudder deflection angle (in degrees) for a method provided by an embodiment of the present invention;
FIG. 10 is a graph of side slip angle (in degrees) for a method provided by an embodiment of the present invention;
FIG. 11 is a plot of yaw angle (in degrees) for a method provided by an embodiment of the present invention.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that the invention may be practiced without one or more of the specific details, or with other methods, components, devices, steps, and so forth. In other instances, well-known technical solutions have not been shown or described in detail to avoid obscuring aspects of the invention.
The invention provides an aircraft overload control method adopting a nonlinear advanced network, which mainly measures a lateral overload signal, compares the lateral overload signal with an overload instruction to obtain an overload error signal, and performs nonlinear integration on the basis to obtain an error nonlinear integral signal. Two kinds of advance networks, namely linear and nonlinear advance networks, are constructed, and angular velocity signals of the aircraft measured by the rate gyroscope are used as input of the advance networks, so that three kinds of advance signals are obtained and used as damping signals of the control system. Finally, the error signal, the nonlinear integral signal and the three damping signals form a longitudinal overload control comprehensive signal, so that the aircraft can accurately and quickly track the lateral overload.
The method provided by the invention has the greatest advantages that three different damping signals are fused and complemented and matched with each other, the response effect of the control system is better than that of a control system obtained by combining one or two damping signals independently, the good effect is mainly reflected on stability margin, and the method provided by the invention has good stability and stability margin because the three damping signals are matched to provide high-quality damping signals.
An aircraft overload control method using a nonlinear look-ahead network according to the present invention will be further explained and explained with reference to the accompanying drawings. Referring to fig. 1, the method for controlling an aircraft overload using a nonlinear lead network may include the steps of:
and step S10, measuring the lateral overload of the aircraft by using a linear accelerometer.
Specifically, a linear accelerometer is used to measure the lateral acceleration of the aircraft, and is marked as a z Then converted into lateral overload, recorded as n z The conversion method is as follows:
n z ＝a z /g；
where g is the acceleration of gravity.
It should be noted that, because the method of using the pitch and yaw channel decoupling design is the mainstream in the current aircraft design, and for an axisymmetric aircraft, the overload control of the pitch channel can also be performed with reference to the present invention, and the principle is basically the same, the present invention only discusses the problem of lateral overload control, and the longitudinal overload control method is not described repeatedly.
And step S20, setting a lateral overload instruction signal according to the lateral overload measuring signal, comparing to obtain a lateral overload error signal, and performing nonlinear integral operation to obtain a nonlinear integral signal of the error.
Specifically, firstly, a lateral overload command is set as
With lateral overload measuring signals n z Comparing to obtain a lateral overload error signal, and recording as e nz . The calculation method is as follows:
secondly, the error signal is subjected to nonlinear integral operation to obtain nonlinear integral of the error, which is recorded as s z The calculation method is as follows:
wherein epsilon 1 Are control parameters, the detailed design of which is described in the following examples. dt represents the integration of the time signal.
Step S30, designing a linear advance network according to the lateral overload error signal to obtain an overload error linear advance signal;
specifically, the differential equation for designing the linear look-ahead network is as follows:
wherein e nz And (n) is the nth data of the lateral overload error signal, y (n +1) is the (n +1) th data of the output y of the linear lead network, namely the overload error linear lead signal, and the initial value of the overload error linear lead signal is set to be 0, namely y (1) is 0. T is 1 ,T 2 ,T 3 The detailed design of the linear network parameter is described in the following examples.
And step S40, installing a gyroscope on the aircraft, measuring a yaw rate signal of the aircraft, and constructing a nonlinear advance network to obtain a nonlinear advance signal of the yaw rate.
Specifically, first, a yaw rate gyro is used to measure the yaw rate signal, denoted as ω, of the aircraft y . Next, a nonlinear advance network is constructed to obtain a nonlinear advance signal of the yaw rate.
x 0 ＝x 2 -ω y ；
x 2a ＝x 1 ；
x 2 (n+1)＝x 2 (n)+x 2a T 3 ；
x 3 (n+1)＝x 3 (n)+x 3a T 3 ；
x 4 (n+1)＝x 4 (n)+x 4a T 3 ；
Wherein sign (x) 0 ) For the sign function, the following is defined:
x 2 、x 3 、x 4 for the state of the nonlinear look-ahead network, x 2 (n)、x 3 (n)、x 4 (n) is the state x of the nonlinear look-ahead network 2 、x 3 、x 4 Has its initial value set to 0, i.e. x 2 (1)＝0、x 3 (1)＝0、x 4 (1)＝0。x 0 、x 1 、x 2a 、x 3a 、x 4a The non-linearity is an intermediate variable of the look-ahead network. Wherein k is 1 、k 2 、k 3 、k 4 、k 5 、k 6 The detailed design of the constant parameter of the nonlinear advanced network is described in the following embodiments. Yaw rate signal omega for an aircraft y For input signals of nonlinear look-ahead networks, state x 4 The output signal of the nonlinear advance network is the nonlinear advance signal of the required yaw rate.
And step S50, constructing a linear advance network according to the yaw rate signal of the aircraft to obtain a linear advance signal of the yaw rate.
Specifically, the differential equation for designing the linear look-ahead network is as follows:
wherein ω is y (n) is the nth data of the yaw rate signal of the aircraft, y 2 (n +1) is the output y of the linear look-ahead network 2 N +1 th data, y 2 I.e. the yaw rate linear advance signal, the initial value of which is set to 0, i.e. y 2 (1)＝0。T 4 ,T 5 The detailed design of the linear network parameters is implemented in the following examples.
And step S60, linearly combining the five signals according to the lateral overload error signal, the nonlinear integral signal of the error, the linear advance signal of the overload error, the nonlinear advance signal of the yaw angular velocity and the linear advance signal of the yaw angular velocity to obtain a lateral overload control comprehensive signal, and transmitting the lateral overload control comprehensive signal to a yaw rudder to realize the accurate tracking of the given lateral overload signal.
In particular, the lateral overload control integrated signal is denoted as u z The linear combination is shown as the following formula:
u z ＝k z1 e nz +k z2 s z +k z3 y+k z4 x 4 +k z5 y 2 ；
wherein k is z1 ,k z2 ,k z3 ,k z4 ,k z5 The control parameter for lateral overload control is a constant value, and is designed in detail and implemented in the following embodiment. Wherein e nz For lateral overload error signals, s z Is a non-linear integral signal of error, y is an overload error linear leading signal, x 4 Non-linear advance signal, y, for yaw rate 2 Is a linear advance signal of yaw rate.
On the basis, parameter debugging is carried out according to the difference of overload instructions, a set of proper control parameters is finally selected to form a lateral overload control law, and a lateral overload control comprehensive signal is transmitted to a yaw rudder, so that the tracking control of the aircraft lateral overload on the given overload instruction can be realized.
Case implementation and computer simulation result analysis
In order to verify the correctness of the method provided by the invention, three-channel six-degree-of-freedom digital simulation is carried out for analysis. Wherein the speed of the aircraft is accelerated by 0 meter per second according to the oil supply rule of the engine. In order to avoid the system instability phenomenon caused by the lateral maneuver of the aircraft in the low colloquial situation, the lateral overload instruction is specially set to be a constant value
And added after t > 3 seconds.
In step S10, a linear accelerometer is used to measure the lateral overload of the aircraft, as shown in fig. 2.
In step S20, epsilon is set according to the lateral overload measuring signal 1 Fig. 3 shows a lateral overload error signal obtained by comparison with 4, and fig. 4 shows a nonlinear integral signal obtained by nonlinear integral operation.
In step S30, T is selected 1 ＝0.01,T 2 ＝0.1,T 3 For the lateral overload error signal shown, a linear advance network is designed, and the overload error linear advance signal is obtained as shown in fig. 5.
In step S40, T is set 4 ＝0.1,T 5 ＝0.5，k 1 ＝12、k 2 ＝1、k 3 ＝3、k 4 ＝8、k 5 ＝5、k 6 A nonlinear lead signal of the yaw rate is obtained as shown in fig. 6 at 5.
In step S50, T is set 5 ＝0.1,T 4 ＝0.3,y 2 (1) And (5) constructing a linear advance network according to the yaw rate signal of the aircraft, and obtaining a linear advance signal of the yaw rate as shown in fig. 7.
In step S60, k is set z1 ＝5,k z2 ＝15,k z3 ＝0.2,k z4 ＝1,k z5 The lateral overload control integrated signal is obtained as shown in fig. 8, which is equal to 0.3.
It can be seen from fig. 2 that the final aircraft side overload can accurately track the aircraft overload command 1.5, while the yaw rudder deflection angle curve is shown in fig. 9, and the sideslip angle curve is shown in fig. 10. The yaw angle is shown in fig. 11. As shown in fig. 10, the maximum slip angle does not exceed 8 degrees and is proportional to the overload command. As shown in fig. 9, the yaw rudder deflection angle does not exceed 15 degrees. As can be seen from fig. 11, the yaw angle is increased to about 30 degrees at a nearly constant speed, which is also relatively normal. And the lateral overload command 1.5 is a relatively large command, and when the command is reduced, the slip angle and the rudder deflection angle are further reduced. Therefore, the method is correct and effective, the overload response speed is high, the response curve is smooth, and the engineering application value is high.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
Claims (6)
1. An aircraft overload control method adopting a nonlinear advanced network is characterized by comprising the following steps:
step S10, measuring the lateral overload of the aircraft by adopting a linear accelerometer to obtain a lateral overload measuring signal;
step S20, setting a lateral overload instruction signal according to the lateral overload measuring signal, comparing to obtain a lateral overload error signal, and performing nonlinear integral operation to obtain a nonlinear integral signal of the error;
step S30, designing a linear advance network according to the lateral overload error signal to obtain an overload error linear advance signal;
step S40, installing a gyroscope on the aircraft, measuring a yaw rate signal of the aircraft, and constructing a nonlinear advanced network to obtain a nonlinear advanced signal of the yaw rate;
step S50, according to the yaw rate signal of the aircraft, constructing a linear advance network to obtain a linear advance signal of the yaw rate;
and step S60, linearly combining the five signals according to the lateral overload error signal, the nonlinear integral signal of the error, the linear advance signal of the overload error, the nonlinear advance signal of the yaw angular velocity and the linear advance signal of the yaw angular velocity to obtain a lateral overload control comprehensive signal, and transmitting the lateral overload control comprehensive signal to a yaw rudder to realize the accurate tracking of the given lateral overload signal.
2. The method as claimed in claim 1, wherein the step of setting a lateral overload command signal according to the lateral overload measurement signal, comparing the lateral overload command signal with the lateral overload command signal to obtain a lateral overload error signal, and performing the nonlinear integration operation to obtain a nonlinear integration signal of the error comprises:
wherein
For lateral overload commands, n z For measuring signals for lateral overload, e nz For lateral overload error signals, ∈ 1 Is a constant control parameter, dt represents the integral over the time signal, s z Is a non-linearly integrated signal of the error.
3. The method of claim 1, wherein the designing a linear lead network based on the lateral overload error signal to obtain the linear lead overload error signal comprises:
wherein T is 1 ,T 2 ,T 3 As a linear network parameter, e nz And (n) is the nth data of the lateral overload error signal, y (n +1) is the (n +1) th data of the output y of the linear advance network, that is, the overload error linear advance signal, and the initial value of y is set to 0, that is, y (1) is equal to 0.
4. The method of claim 1, wherein the step of installing a gyroscope on the aircraft, measuring a yaw rate signal of the aircraft, and constructing the nonlinear look-ahead network to obtain the nonlinear look-ahead signal of the yaw rate comprises:
x 0 ＝x 2 -ω y ；
x 2a ＝x 1 ；
x 2 (n+1)＝x 2 (n)+x 2a T 3 ；
x 3 (n+1)＝x 3 (n)+x 3a T 3 ；
x 4 (n+1)＝x 4 (n)+x 4a T 3 ；
wherein sign (x) 0 ) For the symbolic function, the following is defined:
wherein ω is y For yaw rate signals, x 2 、x 3 、x 4 For the state of the nonlinear look-ahead network, x 2 (n)、x 3 (n)、x 4 (n) is the state x of the nonlinear look-ahead network 2 、x 3 、x 4 N value of (a), whichThe initial value is set to 0, i.e. x 2 (1)＝0、x 3 (1)＝0、x 4 (1)＝0；x 0 、x 1 、x 2a 、x 3a 、x 4a Nonlinearity is the intermediate variable of the advanced network; wherein k is 1 、k 2 、k 3 、k 4 、k 5 、k 6 A yaw rate signal omega of the aircraft as a constant parameter of the nonlinear look-ahead network y For input signals of nonlinear look-ahead networks, state x 4 The output signal of the nonlinear advance network is the nonlinear advance signal of the calculated yaw rate.
5. The method of claim 1, wherein the step of constructing a linear look-ahead network based on the yaw rate signal of the aircraft to obtain a linear look-ahead signal of the yaw rate comprises:
wherein T is 4 ,T 5 As linear network parameters, omega y (n) is the nth data of the yaw rate signal of the aircraft, y 2 (n +1) is the output y of the linear look-ahead network 2 N +1 th data, y 2 I.e. the yaw rate linear advance signal, the initial value of which is set to 0, i.e. y 2 (1)＝0。
6. The method of claim 1, wherein the linear combination of the five types of signals to obtain the integrated lateral overload control signal comprises:
u z ＝k z1 e nz +k z2 s z +k z3 y+k z4 x 4 +k z5 y 2 ；
wherein k is z1 ,k z2 ,k z3 ,k z4 ,k z5 The control parameter is a constant value for lateral overload control; wherein e nz For lateral overload error signals, s z Is a non-linear integral signal of error, y is an overload error linear leading signal, x 4 Non-linear advance signal, y, for yaw rate 2 Linear advance signal of yaw rate, u z Is a lateral overload control integrated signal.
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