CN112230540A - Aircraft lateral parallel centroid control method based on overload control - Google Patents

Aircraft lateral parallel centroid control method based on overload control Download PDF

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CN112230540A
CN112230540A CN202011133755.0A CN202011133755A CN112230540A CN 112230540 A CN112230540 A CN 112230540A CN 202011133755 A CN202011133755 A CN 202011133755A CN 112230540 A CN112230540 A CN 112230540A
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signal
overload
lateral
position error
aircraft
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CN112230540B (en
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雷军委
李静
李恒
梁国强
王瑞奇
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Naval University of Engineering PLA
Naval Aeronautical University
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B11/00—Automatic controllers
    • G05B11/01—Automatic controllers electric
    • G05B11/36—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential
    • G05B11/42—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential for obtaining a characteristic which is both proportional and time-dependent, e.g. P.I., P.I.D.
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
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    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
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    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • G05D1/0816—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft to ensure stability
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
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Abstract

The invention relates to an aircraft lateral parallel centroid control method based on overload control. The method is characterized in that a KY-INS300 optical fiber integrated navigation system is installed to measure lateral acceleration, speed and position signals of the aircraft. On one hand, an overload signal is obtained by converting an acceleration signal, then nonlinear hysteresis correction and proportional integration are carried out, and an overload comprehensive signal based on lateral overload instead of lateral overload error is obtained and directly transmitted to a yaw rudder system. On the other hand, the lateral position signal is compared with the expected position command signal to obtain a lateral position error signal, then nonlinear lead correction and nonlinear integration are carried out to obtain a position error comprehensive signal, and the position error comprehensive signal is directly transmitted to an aircraft yaw rudder system. Therefore, the method for controlling the lateral mass center of the aircraft by the overload and position error parallel control has the advantages of better rapidity and damping characteristic due to the introduction of the overload signal, simple scheme and simple measurement.

Description

Aircraft lateral parallel centroid control method based on overload control
Technical Field
The invention relates to the field of aircraft stabilization and turning control, in particular to an aircraft lateral parallel centroid control method based on overload control.
Background
The traditional aircraft lateral centroid motion generally adopts a sideslip turning mode taking attitude control as a core except for sideslip turning in an unconventional BTT mode, namely an attitude stabilizing loop is taken as an inner loop, and a centroid error PID loop is taken as an outer loop to generate a comprehensive signal to drive the inner loop, which is essentially a series connection mode of embedding an inner loop and an outer loop. Certainly, for some aircrafts with strong maneuverability of an overload control system, the lateral mass center movement of the aircrafts also adopts a mode of driving an overload stabilizing loop by a mass center error, the essence of the aircraft is still that a position error signal generates an overload instruction signal, and then the aircrafts are driven to carry out overload instruction tracking and stabilization, and the essence of the aircraft is still a series connection mode, so that the design time constants of front and rear stages of fast and slow loops have to be separated by a plurality of times, and the rapidity of the system is difficult to improve. Based on the background reasons, the invention provides a method for controlling the overload comprehensive signal and the position comprehensive signal in parallel, overload error driving is not adopted, and meanwhile, the overload comprehensive signal can provide better rapidity and damping characteristic, so that the whole lateral control system has very satisfactory dynamic performance.
It should be noted that the information invented in the background section above 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 lateral parallel centroid control method based on overload control, and further solves the problem that control accuracy, rapidity and stability margin are difficult to simultaneously consider due to limitations and defects of related technologies at least to a certain extent.
According to one aspect of the invention, an aircraft lateral parallel centroid control method based on overload control is provided, and comprises the following steps:
step S10, installing a KY-INS300 optical fiber integrated navigation system on the aircraft, measuring the lateral acceleration, the lateral speed and the lateral position of the aircraft, and comparing the lateral position with an expected lateral instruction signal to obtain a lateral position error signal;
step S20, designing a hysteresis corrector according to the overload measuring signal to obtain an overload hysteresis correcting signal, and then carrying out proportional amplification and integral on the overload signal to respectively obtain an overload proportional signal and an overload integral signal;
step S30, according to the overload proportional signal, the overload integral signal and the overload lag signal, linear superposition is carried out to obtain an overload comprehensive signal;
step S40, designing a nonlinear lead corrector according to the lateral position error signal to obtain a lateral position error lead correction signal, and carrying out nonlinear integration according to the lateral position error signal to obtain a nonlinear integration signal of the lateral position error;
and step S50, carrying out nonlinear superposition according to the lateral position error signal advanced correction signal, the lateral position error integral signal and the lateral position error signal to obtain a position error comprehensive signal, carrying out parallel superposition with the overload comprehensive signal to obtain a final yaw channel control signal, and transmitting the final yaw channel control signal to an aircraft yaw rudder system to obtain a yaw rudder control signal of the aircraft, thereby realizing lateral accurate position tracking of the aircraft.
In an exemplary embodiment of the invention, installing a KY-INS300 fiber optic integrated navigation system on an aircraft, measuring lateral acceleration, lateral velocity and lateral position of the aircraft, and comparing the lateral position with a desired lateral command signal to obtain a lateral position error signal comprises:
ez＝z-zd；
wherein a iszMeasuring lateral acceleration, v, of an aircraft by using an installed KY-INS300 optical fiber combination navigation systemzIs a measurement signal of the lateral speed of the aircraft, z is a measurement signal of the lateral position of the aircraft, zdSetting a lateral desired position signal for a lateral mission of the aircraft, ezIs a lateral position error signal.
In an exemplary embodiment of the present invention, designing a hysteresis corrector according to the overload measurement signal to obtain an overload hysteresis correction signal, and then performing proportional amplification and integration on the overload signal to obtain overload proportional and integral signals respectively comprises:
Figure BDA0002735993630000031
Figure BDA0002735993630000032
Figure BDA0002735993630000033
D2＝(nz(n+1)-nz(n))T4；
nz1(n+1)＝nz1(n)+D1T5；
nz2＝k1nz；
nz3＝k2∫nzdt；
wherein a iszFor said acceleration measurement signal, nzThe lateral overload signal is g, the gravity acceleration signal is g, and the value g is 9.8. n isz1For overload hysteresis correction signals, T1、T2、T3、T4、T5、k1、 k2Is a constant valueThe detailed design of the parameters is described in the examples below. n isz2For overload proportional signals, nz3Is an overloaded integrated signal.
In an exemplary embodiment of the present invention, the linearly superimposing according to the overload proportional signal, the overload integral signal and the overload lagging signal to obtain the overload comprehensive signal includes:
unz＝-k3uz1-uz2-uz3；
wherein n isz2For said overload proportional signal, nz3For overload integration signal, nz1For overload lagging signals, unzFor the final overload integration signal, k3The detailed design of the parameter is described in the following examples.
In an exemplary embodiment of the present invention, designing a nonlinear lead corrector according to the lateral position error signal to obtain a lateral position error lead correction signal, and performing nonlinear integration according to the lateral position error signal to obtain a nonlinear integration signal of the lateral position error includes:
D3＝(ez(n)-ez1(n)+T2aD4-f2)/T1a；
Figure BDA0002735993630000041
D4＝(ez(n+1)-ez(n))T4a；
ez1(n+1)＝ez1(n)+D3T5a；
Figure BDA0002735993630000042
wherein ezFor said lateral position error signal, ez1For the lateral position error lead correction signal, T1a、 T2a、T3a、T4a、T5a、c1、c2The detailed design of the parameter is described in the following examples. e.g. of the typez2For a non-linearly integrated signal of lateral position error, dt represents the integration of the time signal.
In an exemplary embodiment of the present invention, the non-linearly superimposing the advanced correction signal according to the lateral position error signal, the integrated lateral position error signal and the lateral position error signal to obtain a position error integrated signal, and performing parallel superimposing on the position error integrated signal and the overload integrated signal to obtain a final yaw channel control signal includes:
uez＝c3ez+c4ez1+ez2；
u＝unz+uez+c5vz；
wherein ez1For the lateral position error signal, ezAs a lateral position error signal, ez2Integrating the signal for lateral position error uezFor position error integration signal, c3、c4、c5The design details of the constant parameter are described in the following examples. u. ofnzFor said overload integration signal, vzIs the lateral velocity signal and u is the final yaw channel control signal.
And finally, the yaw channel control signal is transmitted to an aircraft yaw rudder system, the rolling channel is subjected to attitude stability control, and the yaw rudder controls the aircraft to turn laterally, so that the accurate tracking control of the yaw lateral mass center of the aircraft can be realized.
Advantageous effects
The method for realizing the accurate control of the lateral position of the aircraft by adopting the overload comprehensive signal and the position error comprehensive signal for parallel control has the advantages that the lateral overload of the aircraft needs to be measured in the whole scheme, so the measurement is simple. Velocity and position measurements are used herein because the inertial integrated navigation system is capable of providing velocity and position signals, but methods that measure only the overload and integrate to obtain velocity and position signals may also be used. Therefore, the whole scheme has simpler measuring equipment and simpler control method. Meanwhile, more importantly, the method adopting the parallel mode and the method adopting the traditional inner-outer ring serial design have great difference and innovation. The case of parallel control indicates that the overload integrated signal can not only improve the rapidity of the system, but also provide the damping required by the system because the integrated signal contains the high-order differential of the position signal, thereby having good stabilizing effect. And the position comprehensive signal provides the precision required by control. Therefore, the parallel design scheme has very good engineering practical value.
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 an aircraft lateral parallel centroid control method based on overload control provided by the invention;
FIG. 2 is a physical diagram of a KY-INS300 fiber-optic integrated navigation system of the method provided by the embodiment of the invention;
FIG. 3 is a plot of the lateral acceleration of the aircraft (in meters per second) for a method provided by an embodiment of the present invention;
FIG. 4 is a plot of aircraft lateral velocity (in meters per second) for a method provided by an embodiment of the present invention;
FIG. 5 is a plot of an aircraft lateral position signal (in meters) in accordance with a method provided by an embodiment of the present invention;
FIG. 6 is a plot of the lateral position error of an aircraft (in meters) in accordance with a method provided by an embodiment of the present invention;
FIG. 7 is a plot of an aircraft overload integration signal (without a unit) in accordance with a method provided by an embodiment of the present invention;
FIG. 8 is an aircraft overload comprehensive signal curve (without a unit) for a method provided by an embodiment of the invention;
FIG. 9 is a plot (without units) of a lead correction signal for lateral position error of an aircraft according to a method provided by an embodiment of the present invention;
FIG. 10 is a plot (without units) of a non-linearly integrated signal of lateral position error for a method provided by an embodiment of the present invention;
FIG. 11 is a yaw path control signal plot (without units) of a method provided by an embodiment of the present invention;
fig. 12 is a plot of yaw rudder deflection angle (in degrees) for a method provided by an embodiment of the present invention.
FIG. 13 is a graph of a sideslip angle signal (in degrees) in accordance with 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 provide 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 lateral parallel centroid control method based on overload control, which is characterized in that a nonlinear hysteresis correction network is designed by measuring lateral overload of an aircraft, and an overload comprehensive signal is formed by the lateral overload, an overload proportional signal and an overload integral signal and is directly transmitted to a yaw rudder system; on the other hand, a nonlinear lead correction network is designed by the lateral position error signal, and is combined with the position error nonlinear integral signal and the lateral speed signal, and the signals are directly transmitted to the yaw rudder system in parallel. The method has the advantages that the overload and position error are controlled in parallel, so that the stability control of the lateral mass center of the aircraft has good rapidity, stability and sufficient precision.
The method for controlling the lateral parallel mass center of the aircraft based on overload control according to the invention will be further explained and explained below with reference to the accompanying drawings. Referring to fig. 1, the method for controlling the lateral parallel centroid of the aircraft based on overload control comprises the following steps:
and step S10, installing a KY-INS300 optical fiber combination navigation system on the aircraft, measuring the lateral acceleration, the lateral speed and the lateral position of the aircraft, and comparing the lateral position with an expected lateral command signal to obtain a lateral position error signal.
Specifically, firstly, a KY-INS300 optical fiber integrated navigation system is installed on an aircraft, a physical picture of the system is shown in fig. 2, and performance indexes of the system are as follows: weight less than 4kg, size 139 x 136 x 101mm, input voltage 18-36 v, acceleration measurement range 5g, resolution 0.5 mg; the speed precision is 0.05 meter per second, the position precision is 1.2 meters, the attitude angle precision is 0.05 degrees, and the lock losing precision is 0.5 degrees. The timing precision is 20 ns. The data updating frequency is 100 Hz, and the interfaces are PPS, USB, RS232, RS422 and the like.
Secondly, measuring the lateral acceleration of the aircraft by an installed KY-INS300 optical fiber combination navigation system, and recording the lateral acceleration as az. And simultaneously measuring a lateral speed signal of the aircraft by using a KY-INS300 optical fiber integrated navigation system, and recording the lateral speed signal as vzAnd measuring the lateral position signal of the aircraft, and counting as z.
Finally, a lateral desired position signal, denoted z, is set according to the lateral mission of the aircraftd. Then comparing with the lateral position signal to obtain a lateral position error signal, and recording the lateral position error signal as ezThe comparison method is as follows:
ez＝z-zd；
step S20, designing a hysteresis corrector according to the overload measuring signal to obtain an overload hysteresis correcting signal, and then carrying out proportional amplification and integral on the overload signal to respectively obtain an overload proportional signal and an overload integral signal;
specifically, firstly, the acceleration measurement signal a is measuredzFirst converted into a lateral overload signal, denoted as nzThe calculation method is as follows:
Figure BDA0002735993630000081
wherein g is a gravity acceleration signal, and the value g is 9.8.
Then according to nzThe value of (a) is designed as follows, a hysteresis corrector is designed to obtain an overload hysteresis correction signal, which is marked as nz1：
D1＝(nz(n)-nz1(n)+T2D2-f1)/T1；
Figure BDA0002735993630000082
D2＝(nz(n+1)-nz(n))T4；
nz1(n+1)＝nz1(n)+D1T5；
Wherein T is1、T2、T3、T4、T5The detailed design of the parameter is described in the following examples.
Secondly, the overload signal is amplified in proportion to obtain a proportional signal which is recorded as nz2The calculation method is as follows:
nz2＝k1nz；
wherein k is1The detailed design of the parameter is described in the following examples.
Finally, integrating the overload signal to obtain an overload integrated signal which is recorded as nz3Which calculatesThe method comprises the following steps:
nz3＝k2∫nzdt；
wherein k is2The detailed design of the parameter is described in the following examples.
And step S30, performing linear superposition according to the overload proportional signal, the overload integral signal and the overload lagging signal to obtain an overload comprehensive signal.
Specifically, firstly, the overload ratio signal n is usedz2Overload integration signal nz3And an overload hysteresis signal nz1Linear superposition is carried out to obtain overload comprehensive signal which is recorded as unzThe superposition mode is as follows:
unz＝-k3uz1-uz2-uz3；
wherein k is3The detailed design of the parameter is described in the following examples.
And step S40, designing a nonlinear lead corrector according to the lateral position error signal to obtain a lateral position error lead correction signal, and performing nonlinear integration according to the lateral position error signal to obtain a nonlinear integration signal of the lateral position error.
Specifically, the error signal e is first determined according to the lateral positionzDesigning a nonlinear lead corrector to obtain a lateral position error lead correction signal denoted as ez1The calculation method is as follows:
Figure BDA0002735993630000093
Figure BDA0002735993630000091
D4＝(ez(n+1)-ez(n))T4a；
ez1(n+1)＝ez1(n)+D3T5a；
wherein T is1a、T2a、T3a、T4a、T5aThe detailed design of the parameter is described in the following examples.
Secondly, according to the lateral position error signal ezPerforming nonlinear integration to obtain a nonlinear integrated signal of lateral position error, denoted as ez2The calculation method is as follows:
Figure BDA0002735993630000092
wherein c is1、c2Dt represents the integration of the time signal, a constant parameter.
And step S50, carrying out nonlinear superposition according to the lateral position error signal advanced correction signal, the lateral position error integral signal and the lateral position error signal to obtain a position error comprehensive signal, carrying out parallel superposition with the overload comprehensive signal to obtain a final yaw channel control signal, and transmitting the final yaw channel control signal to an aircraft yaw rudder system to obtain a yaw rudder control signal of the aircraft, thereby realizing lateral accurate position tracking of the aircraft.
Specifically, first, the signal e is corrected in advance according to the lateral position error signalz1Integral signal e with lateral position errorz2And a lateral position error signal ezAnd carrying out nonlinear superposition to obtain a position error comprehensive signal which is recorded as uezThe calculation method is as follows:
uez＝c3ez+c4ez1+ez2；
wherein c is3、c4The design of the parameter is described in the following examples.
Secondly, for the overload integrated signal unzPosition error integrated signal uezLateral velocity signal vzAnd (3) superposing to obtain a yaw channel control signal, recording the yaw channel control signal as u, wherein the calculation mode is as follows:
u＝unz+uez+c5vz；
wherein c is5The design of the parameter is described in the following examples.
And finally, the yaw channel control signal is transmitted to an aircraft yaw rudder system, the rolling channel is subjected to attitude stability control, and the yaw rudder controls the aircraft to turn laterally, so that the accurate tracking control of the yaw lateral mass center of the aircraft can be realized.
Case implementation and simulation experiment result analysis
In step S10, z is setd30, installing a KY-INS300 fiber-optic combined navigation system on the aircraft, measuring a lateral acceleration signal of the aircraft as shown in fig. 3, obtaining a lateral speed signal as shown in fig. 4, obtaining a lateral position signal as shown in fig. 5, and comparing the lateral speed signal with a desired lateral command signal to obtain a lateral position error signal as shown in fig. 6.
In step S20, T is selected1＝3、T2＝0.1、T3＝0.5、T4＝1000、T5The overload hysteresis correction signal is obtained as shown in fig. 7 at 0.001. The overload signal is then scaled and integrated to obtain an overload integrated signal as shown in fig. 8.
In step S30, k is selected3The overload integrated signal is obtained as shown in fig. 9 at 0.2.
In step S40, T is selected1a＝0.05、T2a＝2、T3a＝0.2、T4a＝1000、T5aThe lateral position error lead correction signal was obtained as shown in fig. 10 at 0.001. Selection c1＝-0.02，c2A non-linear integrated signal of the lateral position error is obtained as shown in fig. 11 at-0.003.
In step S50, c is selected3＝-0.2，c4＝-0.1，c5The yaw channel control signal is obtained as shown in fig. 11, the yaw rudder deflection angle curve of the final aircraft is shown in fig. 12, and the sideslip angle curve is shown in fig. 13.
As can be seen from fig. 3, the lateral acceleration reaches about 7.5 meters per second at the maximum, and as can be seen from fig. 4, the lateral velocity reaches 10 meters per second at the maximum. As can be seen from fig. 5, the response of the lateral centroid motion of the aircraft is relatively fast, with a rise time of about 5 seconds and an overshoot of about 10 meters. As can be seen from fig. 6, the lateral position error also converges to about 0 in about 10 seconds, and as can be seen from fig. 8, the overload integrated signal does not exceed 6 degrees at maximum and is in accordance with the trend of fig. 11 of the final control signal, which indicates that the overload integrated signal is reasonable. Fig. 12 is a final rudder deflection angle curve, it can be seen that the final rudder deflection angle does not exceed 6 degrees, and as can be seen from fig. 13, the sideslip angle is 2.5 degrees, which meets the restriction requirements of engineering practical application. In summary, the method for controlling overload and position in parallel provided by the invention has a high engineering application value, wherein the overload comprehensive signal can accelerate the final response speed, and simultaneously can provide a damping signal required by the system, and the position error signal can provide the final required position accuracy.
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 (5)

1. An aircraft lateral parallel centroid control method based on overload control is characterized by comprising the following steps:
step S10, installing a KY-INS300 optical fiber integrated navigation system on the aircraft, measuring the lateral acceleration, the lateral speed and the lateral position of the aircraft, and comparing the lateral position with an expected lateral instruction signal to obtain a lateral position error signal;
step S20, designing a hysteresis corrector according to the overload measuring signal to obtain an overload hysteresis correcting signal, and then carrying out proportional amplification and integral on the overload signal to respectively obtain an overload proportional signal and an overload integral signal;
step S30, according to the overload proportional signal, the overload integral signal and the overload lag signal, linear superposition is carried out to obtain an overload comprehensive signal;
step S40, designing a nonlinear lead corrector according to the lateral position error signal to obtain a lateral position error lead correction signal, and carrying out nonlinear integration according to the lateral position error signal to obtain a nonlinear integration signal of the lateral position error;
and step S50, carrying out nonlinear superposition according to the lateral position error signal advanced correction signal, the lateral position error integral signal and the lateral position error signal to obtain a position error comprehensive signal, carrying out parallel superposition with the overload comprehensive signal to obtain a final yaw channel control signal, and transmitting the final yaw channel control signal to an aircraft yaw rudder system to obtain a yaw rudder control signal of the aircraft, thereby realizing lateral accurate position tracking of the aircraft.
2. The method of claim 1, wherein the designing a hysteresis corrector according to the overload measurement signal to obtain an overload hysteresis correction signal, and then performing proportional amplification and integral on the overload signal to obtain overload proportional and integral signals respectively comprises:
Figure FDA0002735993620000011
Figure FDA0002735993620000012
Figure FDA0002735993620000021
D2＝(nz(n+1)-nz(n))T4；
nz1(n+1)＝nz1(n)+D1T5；
nz2＝k1nz；
nz3＝k2∫nzdt；
wherein a iszFor said acceleration measurement signal, nzThe lateral overload signal is g, the gravity acceleration signal is g, and the value g is 9.8. n isz1For overload hysteresis correction signals, T1、T2、T3、T4、T5、k1、k2Is a constant parameter. n isz2For overload proportional signals, nz3The signal is integrated for overload.
3. The method as claimed in claim 1, wherein a KY-INS300 fiber optic integrated navigation system is installed on the aircraft, the lateral acceleration, lateral velocity and lateral position of the aircraft are measured, the lateral position is compared with an expected lateral command signal to obtain a lateral position error signal, and then linear superposition is performed according to the overload proportional signal, the overload integral signal and the overload hysteresis signal to obtain an overload comprehensive signal, which comprises:
ez＝z-zd；
unz＝-k3uz1-uz2-uz3；
wherein a iszMeasuring the lateral acceleration v of the aircraft by the installed KY-INS300 optical fiber combination navigation systemzIs a measurement signal of the lateral speed of the aircraft, z is a measurement signal of the lateral position of the aircraft, zdSetting a lateral desired position signal for a lateral mission of the aircraft, ezIs a lateral position error signal. n isz2For said overload proportional signal, nz3For overload integration signal, nz1For overload lagging signals, unzFor the final overload integration signal, k3Is a constant parameter.
4. The method of claim 1, wherein the designing a nonlinear lead corrector according to the lateral position error signal to obtain a lateral position error lead correction signal, and performing nonlinear integration according to the lateral position error signal to obtain a nonlinear integration signal of the lateral position error comprises:
Figure FDA0002735993620000031
Figure FDA0002735993620000032
D4＝(ez(n+1)-ez(n))T4a；
ez1(n+1)＝ez1(n)+D3T5a；
Figure FDA0002735993620000033
wherein ezFor said lateral position error signal, ez1For the lateral position error lead correction signal, T1a、T2a、T3a、T4a、T5a、c1、c2Is a constant parameter. e.g. of the typez2For a non-linearly integrated signal of lateral position error, dt represents the integration of the time signal.
5. The method as claimed in claim 1, wherein the step of performing nonlinear superposition to obtain a position error integrated signal according to the lateral position error signal lead correction signal, the lateral position error integrated signal and the lateral position error signal, and then performing parallel superposition to the overload integrated signal to obtain a final yaw channel control signal comprises:
uez＝c3ez+c4ez1+ez2；
u＝unz+uez+c5vz；
wherein ez1For the lateral position error signal, ezAs a lateral position error signal, ez2Integrating the signal for lateral position error uezFor position error integration signal, c3、c4、c5Is a constant parameter. u. ofnzFor said overload integration signal, vzIs the lateral velocity signal and u is the final yaw channel control signal.
And finally, transmitting the yaw channel control signal to an aircraft yaw rudder system, carrying out attitude stability control on a rolling channel, and controlling the aircraft to turn laterally by the yaw rudder, so that accurate tracking control of the yaw lateral mass center of the aircraft can be realized.
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