CN112572770A - X-type empennage instruction resolving method - Google Patents

X-type empennage instruction resolving method Download PDF

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CN112572770A
CN112572770A CN202011463274.6A CN202011463274A CN112572770A CN 112572770 A CN112572770 A CN 112572770A CN 202011463274 A CN202011463274 A CN 202011463274A CN 112572770 A CN112572770 A CN 112572770A
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control
instruction
sigma
angular displacement
control surface
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CN112572770B (en
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陆鹏
周雷
庞成龙
徐健
涂晋
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China Special Vehicle Research Institute
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/24—Transmitting means
    • B64C13/38—Transmitting means with power amplification
    • B64C13/50—Transmitting means with power amplification using electrical energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/02—Initiating means
    • B64C13/04—Initiating means actuated personally
    • B64C13/042—Initiating means actuated personally operated by hand
    • B64C13/0421—Initiating means actuated personally operated by hand control sticks for primary flight controls
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

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  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Control Devices (AREA)

Abstract

The invention discloses a method for resolving an X-type empennage instruction, which comprises the following steps: obtaining a control command of the control stick, including the angular displacement sigma of the control stick on the horizontal axis xxAnd angular displacement σ in the longitudinal axis yy(ii) a Judging the angular displacement sigmaxAnd angular displacement sigmayAnd whether it is zero; according to angular displacement sigmaxAnd angular displacement sigmayAnd obtaining a deflection instruction of each control surface according to the judgment result of whether the polarity of the control surface is zero or not. The invention redesigns the existing 'X' -empennage control surface control allocation algorithm, effectively matches the stroke of the control surface with the motion range of the control rod, unifies the stroke boundary of the control rod with the stroke limit of the control surface, ensures that the control surface can reach the maximum stroke within the normal control instruction range, simultaneously can reduce the adverse factors caused by idle stroke, and is convenient for the control of a driver.

Description

X-type empennage instruction resolving method
Technical Field
The invention relates to the field of aviation, in particular to a method for resolving an X-type empennage instruction of an aircraft.
Background
Currently, the distribution control of the X-shaped control surface is widely applied to various aircrafts, and the main function of the distribution control of the X-shaped control surface is to calculate the output position of the control surface according to the deflection of a steering column.
At present, the deflection angle of an actual control surface is limited, so that the effective range of the control rod cannot be completely matched with the actual movement range of the control rod, the deflection of the control surface has large idle stroke, the control of a driver is not facilitated, and the control misunderstanding is caused.
Disclosure of Invention
The invention aims to provide an X-type empennage instruction resolving method which is used for solving the problem of operation misunderstanding caused by idle stroke existing in deflection of a control surface in the prior art.
In order to realize the task, the invention adopts the following technical scheme:
an X-type empennage instruction resolving method comprises the following steps:
obtaining a control command of the control stick, including the angular displacement sigma of the control stick on the horizontal axis xxAnd angular displacement σ in the longitudinal axis yy；
Judging the angular displacement sigmaxAnd angular displacement sigmayAnd whether it is zero;
according to angular displacement sigmaxAnd angular displacement sigmayAnd obtaining a deflection instruction of each control surface according to the judgment result of whether the polarity of the control surface is zero or not.
Further, the positive direction of the cross shaft corresponds to the operation of the right pressure lever, and the negative direction of the cross shaft corresponds to the operation of the left pressure lever; the positive direction of the longitudinal axis corresponds to the operation of the front push rod, and the negative direction of the longitudinal axis corresponds to the operation of the rear pull rod;
the X-shaped tail wing has four control surfaces distributed in the circumferential direction of the aircraft, and each control surface is deflected downwards to be positive.
Further, when delta of the steering command isx＝0，δyWhen the value is 0, the deflection command of the control surface is as follows: sigma1＝σ2＝σ3＝σ40, where σ1、σ2、σ3And σ4Respectively representing the deflection angles of the four control surfaces.
Further, when theDelta of steering commandx＝0，δyWhen not equal to 0, the deflection instruction of the control surface is as follows: sigma1＝σ2＝σ3＝σ4＝σy。
Further, when delta of the steering command isy＝0，δxWhen not equal to 0, the deflection instruction of the control surface is as follows: sigma1＝σ3＝σx，σ2＝σ4＝-σx。
Further, when delta of the steering command isxδy>At 0, σ1＝σ3＝K(σx+σy)，σ2＝σ4＝σy-σxWherein
Figure BDA0002832228490000021
ω represents a proportionality coefficient.
Further, the omega is the ratio of the maximum angular displacement of the joystick to the maximum deflection angle of the control surface.
Further, when delta of the steering command isxδy<At 0, σ1＝σ3＝σx+σy，σ2＝σ4＝K(σx-σy)。
Further, the method is loaded in the form of a computer program in a memory of a computer, the computer comprising a processor and the memory, the computer program realizing the steps of the method when being executed by the processor.
Further, the method is loaded in a computer readable storage medium in the form of a computer program which, when executed by a processor, performs the steps of the method.
Compared with the prior art, the invention has the following technical characteristics:
the invention redesigns the existing 'X' -empennage control surface control allocation algorithm, effectively matches the stroke of the control surface with the motion range of the control rod, unifies the stroke boundary of the control rod with the stroke limit of the control surface, ensures that the control surface can reach the maximum stroke within the normal control instruction range, simultaneously can reduce the adverse factors caused by idle stroke, and is convenient for the control of a driver.
Drawings
FIG. 1 is a schematic illustration of aircraft control surface numbering;
FIG. 2 shows the first quadrant σ of the joystick1Schematic diagram of effective range of (1);
FIG. 3 is a diagram of the command σ in the first quadrantx≥σySchematic diagram of time;
FIG. 4 is a diagram of the command σ in the first quadrantx<σySchematic representation of (c).
Detailed Description
The fly-by-wire joystick aimed at by the scheme is operated by a rear shaft and a left shaft and a right shaft. Assuming that the angular displacement σ of the steering column is measured on the horizontal axis xxMeasured on the longitudinal axis y is the angular displacement σyAssume that the output polarities of the two axes of the joystick conform to table 1.
TABLE 1 output polarity
Input device σy σx
Front push rod + 0
Rear pull rod - 0
Left pressure lever 0 -
Right compression bar 0 +
The rudder surfaces are numbered as shown in figure 1 when viewed from the tail part forward, and the maximum deflection angle of each rudder surface is +/-30 degrees. The rudder 1, the rudder 2, the rudder 3 and the rudder 4 are all defined to be deflected downwards to be positive, and the deflection angles are respectively sigma1、σ2、σ3And σ4The polarity relationship is shown in table 2.
TABLE 2 polarity correspondence table for channels and control surfaces
Channel name Polarity of channel No. 1 control surface No. 2 control surface No. 3 control surface No. 4 control surface
Yaw Right deviation (+) Lower deviation (+) Upper bias (-) Lower deviation (+) Upper bias (-)
Pitching Lower head (+) Lower deviation (+) Lower deviation (+) Lower deviation (+) Lower deviation (+)
Since the control surface control system is a linear system, the control law conforms to the superposition principle, and sigma is set for simplicity by combining the polarity analysis of the table 1x，σyThe stroke is [ -30 DEG, 30 DEG ]]And if the maximum deflection angle of the control surface is 30 degrees, the corresponding calculation relationship between the control surface deflection instruction and the rocker instruction is as follows:
Figure BDA0002832228490000031
namely, it is
Figure BDA0002832228490000041
If σ1、σ2、σ3、σ4When the calculation result exceeds +/-30 degrees, limiting the output to ensure that the maximum deflection of each control plane is within a normal design range; from equation 2, σ1＝σ3，σ2＝σ4。
Take the joystick moving in the first quadrant for example, at which time σx∈[0,30]，σy∈[0,30]The stroke of the rocker is a square area. Has a according to formula 21＝σx+σyThe first quadrant σ is affected by 30 ° clipping1The effective range is the triangular shaded portion in fig. 2.
As can be seen from FIG. 2, under the condition of the limitation of the deflection angle of the actual control surface, the effective range of the joystick and the actual movement range of the joystick cannot be completely matched, and the sigma is1There is a large idle stroke. Therefore, the method is popularized to the analysis of four quadrants, namely sigma in one quadrant and three quadrants1、σ3With large idle travel, in two or four quadrants, σ2、σ4The large idle stroke is not beneficial to the operation control of the driver, so that the operation is misjudged.
The four quadrants are divided by a transverse axis x and a longitudinal axis y, the front push rod and the right press rod of the control lever respectively correspond to the positive directions of the x axis and the y axis, the first quadrant is an x-axis positive area and a y-axis positive area, the second quadrant is an x-axis negative area and a y-axis positive area, the third quadrant is an x-axis negative area and a y-axis negative area, and the fourth quadrant is an x-axis positive area and a y-axis negative area.
For the first quadrant:
when manipulating the command σx≥σyThen, as shown in fig. 3, a straight line y kx intersects with a line x + y 30 at a point (x)1，y1) Crossing x-30 at point (x)2，y2) Then (x)1，y1) Is σ1The rudder deviates from the maximum position point, according to equation 2, at which time σ1＝x1+y1＝30，(x2，y2) For commanding maximum position, σ is given regardless of rudder deflection limit1′＝x2+y2＝x2+kx2＝30(k+1)。
The ratio of the maximum command of the joystick to the maximum actual deflection value is
Figure BDA0002832228490000042
When the joystick command value is (σ)x，σy) Then can obtain
Figure BDA0002832228490000043
Given command to control surface 1 is σx+σyAnd the deviation of the control surface 1 calculated according to the proportion is as follows:
Figure BDA0002832228490000051
when manipulating the command σx<σyThen, as shown in fig. 4, let y ═ kx intersect with x + y ═ 30 at the point (x ═ x)1，y1) At the point of intersection with y-30 (x)2，y2)。(x1，y1) Is σ1The rudder deviates to the maximum position point, according to equation (2), at which time σ1＝x1+y1＝30，(x2，y2) For commanding maximum position, there is a limit if rudder deflection is not considered
Figure BDA0002832228490000052
Obtaining the proportional relation between the maximum command of the rocker and the maximum actual deflection value in the situation
Figure BDA0002832228490000053
When the joystick command value is (sigma)x，σy) Then can obtain
Figure BDA0002832228490000054
The given command for the control surface 1 is then σx+σyAnd the deviation of the control surface 1 calculated according to the proportional relation is as follows:
Figure BDA0002832228490000055
for the second quadrant:
when is deltax|≥|δyLet y-kx intersect x-30, and since x and y have opposite signs, the constraint here is: y-x is 30, and the constrained object is σ2＝(σy-σx)∈[0,60]. The intersection point of y-kx and x-30 is (-30, -30 k). The proportional relationship between the rudder deflection limit and the rocker limit is
Figure BDA0002832228490000056
Wherein
Figure BDA0002832228490000057
At this time sigmax<0，σy>0, then there is
Figure BDA0002832228490000058
Coefficient of proportionality
Figure BDA0002832228490000059
The deviation of the control surface 2 calculated according to the proportional relation is as follows:
Figure BDA00028322284900000510
when is deltax|<|δyWhen y ═ kx intersects with y ═ 30, |, the intersection point is
Figure BDA00028322284900000511
The intersection point with y-x is 30
Figure BDA0002832228490000061
The proportional relationship between the rudder deflection limit and the rocker limit is
Figure BDA0002832228490000062
Wherein
Figure BDA0002832228490000063
At this time sigmax＜0，σyIf greater than 0, then there are
Figure BDA0002832228490000064
The proportional relationship is
Figure BDA0002832228490000065
The deviation of the control surface 2 calculated according to the proportional relation is as follows:
Figure BDA0002832228490000066
for the third quadrant:
similarly, the analysis yields the current deltax|≥|δyWhen l:
Figure BDA0002832228490000067
when is deltax|＜|δyWhen l:
Figure BDA0002832228490000068
for the fourth quadrant:
analyzing to obtain deltax|≥|δyWhen l:
Figure BDA0002832228490000069
when is deltax|＜|δyWhen l:
Figure BDA00028322284900000610
from the formulae 2 to 10, when deltax≠0，δyWhen not equal to 0:
1) if deltaxδy>0, i.e., the command is in one or three quadrants,
Figure BDA0002832228490000071
σ1＝σ3＝K(σx+σy)，σ2＝σ4＝-σx+σy。
2) if deltaxδy<0, i.e., the command is in the two and four quadrants,
Figure BDA0002832228490000072
σ1＝σ3＝σx+σy，σ2＝σ4＝K(σy-σx)。
mixing of | delta ] in 2)x|<|δyCoefficients K and sigma at |2＝σ4＝K(σy-σx) After the symbols are reversed simultaneously, 1) and 2) can be merged:
when deltaxδyWhen not equal to 0, there are:
Figure BDA0002832228490000073
at this time, if δxδy>0，σ1＝σ3＝K(σx+σy)，σ2＝σ4＝σy-σxIf deltaxδy<0，σ1＝σ3＝σx+σy，σ2＝σ4＝K(σx-σy)。
The same principle is that:
when deltax＝0，δyWhen not equal to 0, i.e.
Figure BDA0002832228490000074
When deltay＝0，δxWhen not equal to 0, i.e.
Figure BDA0002832228490000081
When deltax＝0，δyWhen the content is equal to 0, the content,
Figure BDA0002832228490000082
the analysis results in that the distribution relation between the control lever instruction and the X-shaped tail wing rudder deflection is shown in a table 3.
TABLE 3 relationship table for the assignment of control lever to "X" type empennage rudder deflection
Figure BDA0002832228490000083
In the above formula, ω is the ratio of the maximum angular displacement of the joystick to the maximum deflection angle of the control surface; for example, in the above example, if the maximum angular displacement of the joystick is 30 °, the maximum deflection angle of the control plane is also 30 °, and ω is 1.
The invention analyzes the restricted control surfaces of different areas one by one to obtain the proportionality coefficient of the joystick to the deflection restricted control surfaces in each area, can keep the original strokes of all the control surfaces, and simultaneously eliminates the idle strokes of the restricted control surfaces, so that the control instruction of the joystick on the square control frame can not cause the deflection restriction of the control surfaces. The method can lead any position of the control lever to correspond to the deflection stroke of each rudder one by one, and is convenient for an operator to accurately control the control surface.
Example (b):
the flight control of a certain airship adopts fly-by-wire control, a control command is input by a side lever, and a flight control computer reads the control command and controls the steering engine to move according to the control command and the control surface deflection rule, so that the control of four X-shaped control surfaces at the tail part is realized. Wherein, the side lever possesses square control region, accords with design custom and driver control custom. The two shafts drive the angular displacement sensor through the rotating shaft gear, and analog signal output is achieved. The angular displacement range of the two shafts of the side rods is +/-20 degrees, and the deflection angle stroke range of the control surface is +/-23 degrees.
Calculating an operating instruction according to deflection angles of two shafts of the side rod: course channel sigmax＝ωxX, pitch channel σy＝ωyAnd Y. Wherein ω isx＝ωyWhen 23/20 is 1.15, X, Y is the side-bar command value, σ is the valuex、σy∈[-23,23]。
In order to eliminate the situation that the deflection of the control surface of the X-shaped empennage part corresponding to the square control area is limited and reduce the control discomfort of a driver, the control distribution situation of each control surface deflection instruction is shown in a table 4 after the X-shaped empennage control distribution of the airship is adopted.
TABLE 4 operating lever and X-type empennage rudder deflection distribution relation table
Figure BDA0002832228490000091
The above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equally replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application, and are intended to be included within the scope of the present application.

Claims (10)

1. An X-type empennage instruction resolving method is characterized by comprising the following steps:
obtaining a control command of the control stick, including the angular displacement sigma of the control stick on the horizontal axis xxAnd angular displacement σ in the longitudinal axis yy；
Judging the angular displacement sigmaxAnd angular displacement sigmayAnd whether it is zero;
according to angular displacement sigmaxAnd angular displacement sigmayAnd obtaining a deflection instruction of each control surface according to the judgment result of whether the polarity of the control surface is zero or not.
2. The X-type empennage instruction resolving method according to claim 1, wherein a positive direction of the horizontal axis corresponds to a right pressing rod operation, and a negative direction of the horizontal axis corresponds to a left pressing rod operation; the positive direction of the longitudinal axis corresponds to the operation of the front push rod, and the negative direction of the longitudinal axis corresponds to the operation of the rear pull rod;
the X-shaped tail wing has four control surfaces distributed in the circumferential direction of the aircraft, and each control surface is deflected downwards to be positive.
3. The X-type tail instruction resolving method according to claim 1, wherein δ is the amount of the manipulation instruction when δ is the same asx＝0，δyWhen the value is 0, the deflection command of the control surface is as follows: sigma1＝σ2＝σ3＝σ40, where σ1、σ2、σ3And σ4Respectively representing the deflection angles of the four control surfaces.
4. The X-type tail instruction resolving method according to claim 1, wherein δ is the amount of the manipulation instruction when δ is the same asx＝0，δyWhen not equal to 0, the deflection instruction of the control surface is as follows: sigma1＝σ2＝σ3＝σ4＝σy。
5. The X-type tail instruction resolving method according to claim 1, wherein δ is the amount of the manipulation instruction when δ is the same asy＝0，δxWhen not equal to 0, the deflection instruction of the control surface is as follows: sigma1＝σ3＝σx，σ2＝σ4＝-σx。
6. The X-type tail instruction resolving method according to claim 1, wherein δ is the amount of the manipulation instruction when δ is the same asxδy>At 0, σ1＝σ3＝K(σx+σy)，σ2＝σ4＝σy-σxWherein
Figure FDA0002832228480000011
ω represents a proportionality coefficient.
7. The X-type tail instruction resolving method according to claim 6, wherein ω is a ratio of a maximum angular displacement of the joystick to a maximum deflection angle of the control surface.
8. The X-type tail instruction resolving method according to claim 6, wherein δ is the amount of the manipulation instruction when δ is the same asxδy<At 0, σ1＝σ3＝σx+σy，σ2＝σ4＝K(σx-σy)。
9. Method of resolving X-flight instructions according to claim 1, characterised in that it is loaded in the form of a computer program in the memory of a computer comprising a processor and said memory, the computer program, when executed by the processor, implementing the steps of the method.
10. Method of resolving X-flight instructions according to claim 1, characterised in that it is loaded in a computer-readable storage medium in the form of a computer program which, when executed by a processor, carries out the steps of the method.
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US3362660A (en) * 1965-02-16 1968-01-09 Stanley R. Tyler Vehicle dynamic braking systems
US20070102575A1 (en) * 2005-11-09 2007-05-10 Morgan Aircraft, Llc Aircraft attitude control configuration
CN102756806A (en) * 2012-07-26 2012-10-31 沈阳申蓝航空科技有限公司 Upright-standing vertical take-off and landing airplane
CN105157487A (en) * 2015-09-01 2015-12-16 四川航天系统工程研究所 Missile rudder fault-tolerant control method based on analytical redundancy
CN209382267U (en) * 2018-12-07 2019-09-13 江西洪都航空工业集团有限责任公司 A kind of combined type vertically taking off and landing flyer

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