CN112947539A - Method for compensating control surface nonlinearity caused by linear driver - Google Patents
Method for compensating control surface nonlinearity caused by linear driver Download PDFInfo
- Publication number
- CN112947539A CN112947539A CN202011491273.2A CN202011491273A CN112947539A CN 112947539 A CN112947539 A CN 112947539A CN 202011491273 A CN202011491273 A CN 202011491273A CN 112947539 A CN112947539 A CN 112947539A
- Authority
- CN
- China
- Prior art keywords
- control surface
- displacement
- angle
- instruction
- linear actuator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Control Of Position Or Direction (AREA)
Abstract
The application provides a method for compensating non-linearity of a control surface caused by a linear driver, which comprises the following steps: determining the deflection angle of a control surface, averagely dividing the deflection angle into a plurality of parts, and determining the displacement of a driver corresponding to each angle; constructing a relation between the driver displacement and a corresponding intercept to determine the intercept; constructing a relational expression of the control surface instruction angle and the linear actuator instruction displacement according to the intercept; and judging a deflection angle interval of the control surface angle according to the received control surface instruction angle so as to determine a current share corresponding to the control surface angle, and determining instruction displacement according to the current share and a relational expression of the control surface instruction angle and the linear actuator instruction displacement so that the driving displacement of the linear actuator is the instruction displacement. The method provided by the application can compensate the nonlinearity caused by the deflection of the control surface driven by the linear driver through an interpolation algorithm under the condition of not reducing the operation speed, and improves the control precision of the deflection of the control surface.
Description
Technical Field
The application belongs to the technical field of control of airplane servo systems, and particularly relates to a method for compensating nonlinearity of a control surface caused by a linear driver.
Background
The servo actuation system is a system for controlling the deflection angle of a control plane on the airplane, and can control the flight direction of the airplane and complete the flight actions such as pitching, rolling, yawing and the like. The servo actuating system generally adopts a linear driver or a linear motor to drive a control surface to deflect, and linear displacement is converted into angular displacement through a swing rod, a rocker arm and a hinge point, as shown in fig. 1.
When the servo actuating system is designed, the total stroke of the linear actuator is corresponding to the total stroke of the deflection angle of the control surface, and the coefficient k is set as the total stroke of the linear actuator divided by the total stroke of the deflection angle of the control surface. When the servo actuator system is used, after receiving a control surface command, the servo actuator system multiplies the control surface command by a coefficient k and outputs the multiplication result into a displacement command to drive the control surface to deflect. However, the axes of the oscillating bar and the actuator cylinder are not parallel, and the included angle between the two axes is constantly changed, so that the corresponding relation between the displacement of the linear driver and the deflection angle of the control surface is nonlinear, and the nonlinear factor can influence the control accuracy of the control surface except for the limit position.
Disclosure of Invention
It is an object of the present application to provide a method of compensating for control surface non-linearity caused by linear drives that solves or mitigates at least one of the problems of the background art.
The technical scheme of the application is as follows: a method of compensating for control surface non-linearity caused by a linear drive, comprising:
determining the deflection angle of a control surface, averagely dividing the deflection angle into a plurality of parts, and determining the displacement of a driver corresponding to each angle;
constructing a relation between the driver displacement and a corresponding intercept to determine the intercept;
constructing a relational expression of the control surface instruction angle and the linear actuator instruction displacement according to the intercept;
and judging a deflection angle interval of the control surface angle according to the received control surface instruction angle so as to determine a current share corresponding to the control surface angle, and determining instruction displacement according to the current share and a relational expression of the control surface instruction angle and the linear actuator instruction displacement so that the driving displacement of the linear actuator is the instruction displacement.
Furthermore, the number of parts of the deflection angle of the control surface is determined according to the control precision.
Further, the part is not less than 10 parts.
Further, the actuator displacement value corresponding to each angle is determined according to the geometric relationship between the linear actuator displacement and the deflection track of the control surface.
Further, the relationship of the driver displacement value to the corresponding intercept includes:
xi＝k(i/n)θm+yi，i＝0，1，2，...，n-1，n；
xi+1＝k((i+1)/n)θm+yi+1，i＝0，1，2，...，n-1，n；
let yiθ＝(yi+yi+1)/2，i＝0，1，2，...，n-1，n；
In the formula, n is the number of parts, the corner mark i represents the current part, xiAnd xi+1The drive displacement values, θ, corresponding to the current i copies and the current i +1 copies, respectivelymFor total travel of the deflection angle, yiAnd yi+1Respectively the section end point intercept, y, corresponding to the current i shares and the current i +1 sharesiθAnd k is a proportionality coefficient of the deflection angle and the displacement of the driver, and is the intercept corresponding to the current i parts.
Further, the relationship between the control surface command angle and the linear actuator command displacement is as follows:
x＝k·θ+yiθ，i＝0，1，2，...，n-1，n；
in the formula, x is the instruction displacement of the linear actuator, and theta is the instruction angle of the control surface.
The method provided by the application can compensate the nonlinearity caused by the deflection of the control surface driven by the linear driver through an interpolation algorithm under the condition of not reducing the operation speed, and improves the control precision of the deflection of the control surface.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following briefly introduces the accompanying drawings. It is to be expressly understood that the drawings described below are only illustrative of some embodiments of the invention.
Fig. 1 is a schematic view of the deflection of the driving control surface of the linear actuator in the present application.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application.
In order to overcome the problems in the prior art, the application provides a method for compensating nonlinear control surface skewness caused by a linear driver, which is used for improving the control precision of the control surface skewness adopting the linear driver.
According to the method for compensating the nonlinearity of the deflection of the control surface caused by the linear driver, the full stroke is divided into a plurality of sections, and approximate linear equations of different sections are obtained in a difference mode.
The method specifically comprises the following processes:
as shown in FIG. 1, the total travel θ of the rudder surface deflection angle is first determinedmTotal travel of angular displacement of control surface thetamThe average part is n parts, the deflection angle of each part is 0, (1/n) thetam，(2/n)θm，...， ((n-1)/n)θm，θmCalculating the actuator displacement value x corresponding to each deflection angle1，x2，...，xn-1， xnWherein the actuator displacement value may be determined from the geometry of the linear actuator with respect to the deflection angle as shown in fig. 1.
In the present application, the number of parts of the deflection angle of the control surface is determined on the basis of the control accuracy, and in order to ensure the accuracy, the number of parts is usually not less than 10 parts.
Constructing a relationship between the displacement value of the driver and the intercept:
xi＝k(i/n)θm+yi，i＝0，1，2，...，n-1，n (1)
xi+1＝k((i+1)/n)θm+yi+1，i＝0，1，2，...，n-1，n (2)
let yiθ＝(yi+yi+1)/2，i＝0，1，2，...，n-1，n (3)
In the formula, n is the number of parts, the corner mark i represents the current part, xiAnd xi+1The drive displacement values, θ, corresponding to the current i copies and the current i +1 copies, respectivelymFor total travel of the deflection angle, yiAnd yi+1Respectively the section end point intercept, y, corresponding to the current i shares and the current i +1 sharesiθAnd k is a proportionality coefficient of the deflection angle and the displacement of the driver, and is the intercept corresponding to the current i parts.
The intercept y can be calculated by the above formulaiθThe value of (c).
And then, constructing a relational expression of the control surface command angle and the linear actuator command displacement, wherein the relational expression comprises the following steps:
x＝k·θ+yiθ，i＝0，1，2，...，n-1，n (4)
after the servo actuating system receives the control surface command angle theta, firstly, the deflection interval of the control surface command angle theta is judged, and theta/(theta)mAnd/n) rounding down and calculating to obtain the value of the current share i. After the value of i is determined, the determined intercept y is passediθThe result of the command displacement x is calculated and input as a displacement command.
The present application will be further described with reference to specific numerical values in the examples of the present application.
Maximum travel theta of the assumed control surface deflection anglemAt 60 °, the maximum displacement of the linear actuator is 60mm, and the coefficient k is 1. The maximum deflection angle travel is divided equally into 10 parts, i.e. n is 10. Calculating displacement value x corresponding to each angle according to geometric relationiAnd the above equations 1-3, calculating to obtain the intercept yiAnd yiθThe calculation results are shown in Table 1.
TABLE 1 calculation results Table
| i | θi | xi | yi | |
| 0 | 0 | 0 | 0 | 0.2966 |
| 1 | 6 | 5.4068 | -0.5932 | 0.7073 |
| 2 | 12 | 11.1785 | -0.8215 | 0.8056 |
| 3 | 18 | 17.2103 | -0.7897 | 0.6922 |
| 4 | 24 | 23.4052 | -0.5948 | 0.4592 |
| 5 | 30 | 29.6764 | -0.3236 | 0.1875 |
| 6 | 36 | 35.9486 | -0.0514 | -0.0542 |
| 7 | 42 | 42.1597 | 0.1597 | -0.2101 |
| 8 | 48 | 48.2605 | 0.2605 | -0.2379 |
| 9 | 54 | 54.2152 | 0.2152 | -0.1076 |
| 10 | 60 | 60 | 0 | - |
And obtaining a calculation table of the command displacement x and the deflection interval according to the formula 4, and details are shown in table 2.
TABLE 2 instruction displacement x calculation Table
| Value of command angle theta | Command displacement x calculation formula |
| When theta is more than or equal to 0 and less than 6 | x＝θ-0.2966 |
| When theta is more than or equal to 6 and less than 12 | x＝θ-0.7073 |
| When theta is more than or equal to 12 and less than 18 | x＝θ-0.8056 |
| When theta is more than or equal to 18 and less than 24 | x＝θ-0.6922 |
| When theta is more than or equal to 24 and less than 30 | x＝θ-0.4592 |
| When theta is more than or equal to 30 and less than 36 | x＝θ-0.1875 |
| When 36 is not less than theta<42 | x＝θ+0.0542 |
| When theta is more than or equal to 42 and less than 48 | x＝θ+0.2101 |
| When theta is more than or equal to 48 and less than 54 | x＝θ+0.2379 |
| When theta is more than or equal to 54 and less than 60 | x＝θ+0.1076 |
| 60 | x＝θ |
For example, when the input command angular displacement is 5 °, and the command displacement x is 5-0.2966 is 4.7034 mm, the displacement command 4.7034 is input to the servo actuation system, and the control surface operation is controlled.
When the control plane deflection angle is 5 degrees according to the geometric relation, the corresponding linear actuator linear displacement command is 4.4774, and after the method is adopted, the theoretical control precision is 1- (4.7034-4.4774)/4.4774-95.0%, and the control precision before the method is adopted is 1- (54-4.4774)/4.4774-88.3%. Therefore, the method can obviously improve the control precision and compensate the nonlinearity caused by the deflection of the driving control surface of the linear driver.
The method provided by the application can compensate the nonlinearity caused by the deflection of the control surface driven by the linear driver through an interpolation algorithm under the condition of not reducing the operation speed, and improves the control precision of the deflection of the control surface.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (6)
1. A method of compensating for control surface non-linearity caused by a linear drive, comprising:
determining the deflection angle of a control surface, averagely dividing the deflection angle into a plurality of parts, and determining the displacement of a driver corresponding to each angle;
constructing a relation between the driver displacement and a corresponding intercept to determine the intercept;
constructing a relational expression of the control surface instruction angle and the linear actuator instruction displacement according to the intercept;
and judging a deflection angle interval of the control surface angle according to the received control surface instruction angle so as to determine a current share corresponding to the control surface angle, and determining instruction displacement according to the current share and a relational expression of the control surface instruction angle and the linear actuator instruction displacement so that the driving displacement of the linear actuator is the instruction displacement.
2. The method for compensating for non-linearity of a control surface caused by a linear actuator of claim 1, wherein the number of parts of the deflection angle of the control surface is equally divided is determined according to the control accuracy.
3. The method of compensating for control surface non-linearity caused by a linear actuator of claim 2 wherein said fraction is not less than 10 parts.
4. The method for compensating for non-linearity of a control surface caused by a linear actuator of claim 1, wherein the actuator displacement value for each angle is determined based on a geometric relationship between linear actuator displacement and a deflection trajectory of the control surface.
5. The method of compensating for control surface non-linearity caused by a linear actuator of claim 1, wherein the relationship of actuator displacement value to corresponding intercept comprises:
xi＝k(i/n)θm+yi，i＝0，1，2，...，n-1，n；
xi+1＝k((i+1)/n)θm+yi+1，i＝0，1，2，...，n-1，n；
let yiθ＝(yi+yi+1)/2，i＝0，1，2，...，n-1，n；
In the formula, n is the number of parts, the corner mark i represents the current part, xiAnd xi+1The drive displacement values, θ, corresponding to the current i copies and the current i +1 copies, respectivelymFor total travel of the deflection angle, yiAnd yi+1Respectively the section end point intercept, y, corresponding to the current i shares and the current i +1 sharesiθAnd k is a proportionality coefficient of the deflection angle and the displacement of the driver, and is the intercept corresponding to the current i parts.
6. The method for compensating for control surface nonlinearity caused by a linear actuator of claim 5, wherein the relationship between the control surface command angle and the linear actuator command displacement is:
x＝k·θ+yiθ，i＝0，1，2，...，n-1，n；
in the formula, x is the instruction displacement of the linear actuator, and theta is the instruction angle of the control surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011491273.2A CN112947539B (en) | 2020-12-17 | 2020-12-17 | Method for compensating control surface nonlinearity caused by linear driver |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011491273.2A CN112947539B (en) | 2020-12-17 | 2020-12-17 | Method for compensating control surface nonlinearity caused by linear driver |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112947539A true CN112947539A (en) | 2021-06-11 |
| CN112947539B CN112947539B (en) | 2023-07-07 |
Family
ID=76234871
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011491273.2A Active CN112947539B (en) | 2020-12-17 | 2020-12-17 | Method for compensating control surface nonlinearity caused by linear driver |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112947539B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6246929B1 (en) * | 1999-06-16 | 2001-06-12 | Lockheed Martin Corporation | Enhanced stall and recovery control system |
| US20100147204A1 (en) * | 2008-12-11 | 2010-06-17 | University Of Wyoming | Rudder roll stabilization by nonlinear dynamic compensation |
| US20140236399A1 (en) * | 2013-02-19 | 2014-08-21 | Airbus Operations (Sas) | Method and device for estimating an unwanted pitch moment of an aircraft, and applications to the pitch control of the aircraft |
| CN104155987A (en) * | 2014-08-11 | 2014-11-19 | 北京航天自动控制研究所 | Aerodynamic coupling characteristic-based spacecraft attitude compensation control method and device |
| CN105467833A (en) * | 2015-12-07 | 2016-04-06 | 南京航空航天大学 | A non-linear self-adaptive flight control method |
| CN106354009A (en) * | 2016-09-20 | 2017-01-25 | 江苏理工学院 | Combined control distribution method of steering engine executor of flying wheel aircraft |
| CN108082448A (en) * | 2017-11-03 | 2018-05-29 | 中航通飞研究院有限公司 | A kind of two-chamber hydraulic booster nonlinear compensating device |
| CN109387176A (en) * | 2017-08-02 | 2019-02-26 | 中国航空工业集团公司西安飞机设计研究所 | A kind of aircraft rudder surface angle displacement measuring device |
| US20190196509A1 (en) * | 2017-12-22 | 2019-06-27 | Textron Aviation Inc. | Autopilot nonlinear compensation |
| CN110597071A (en) * | 2019-10-17 | 2019-12-20 | 陕西师范大学 | Active anti-interference method for longitudinal overload control of aircraft |
| CN111086626A (en) * | 2019-12-27 | 2020-05-01 | 中国航空工业集团公司西安飞机设计研究所 | Method for improving control surface control precision of airplane flight control system |
-
2020
- 2020-12-17 CN CN202011491273.2A patent/CN112947539B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6246929B1 (en) * | 1999-06-16 | 2001-06-12 | Lockheed Martin Corporation | Enhanced stall and recovery control system |
| US20100147204A1 (en) * | 2008-12-11 | 2010-06-17 | University Of Wyoming | Rudder roll stabilization by nonlinear dynamic compensation |
| US20140236399A1 (en) * | 2013-02-19 | 2014-08-21 | Airbus Operations (Sas) | Method and device for estimating an unwanted pitch moment of an aircraft, and applications to the pitch control of the aircraft |
| CN104155987A (en) * | 2014-08-11 | 2014-11-19 | 北京航天自动控制研究所 | Aerodynamic coupling characteristic-based spacecraft attitude compensation control method and device |
| CN105467833A (en) * | 2015-12-07 | 2016-04-06 | 南京航空航天大学 | A non-linear self-adaptive flight control method |
| CN106354009A (en) * | 2016-09-20 | 2017-01-25 | 江苏理工学院 | Combined control distribution method of steering engine executor of flying wheel aircraft |
| CN109387176A (en) * | 2017-08-02 | 2019-02-26 | 中国航空工业集团公司西安飞机设计研究所 | A kind of aircraft rudder surface angle displacement measuring device |
| CN108082448A (en) * | 2017-11-03 | 2018-05-29 | 中航通飞研究院有限公司 | A kind of two-chamber hydraulic booster nonlinear compensating device |
| US20190196509A1 (en) * | 2017-12-22 | 2019-06-27 | Textron Aviation Inc. | Autopilot nonlinear compensation |
| CN110597071A (en) * | 2019-10-17 | 2019-12-20 | 陕西师范大学 | Active anti-interference method for longitudinal overload control of aircraft |
| CN111086626A (en) * | 2019-12-27 | 2020-05-01 | 中国航空工业集团公司西安飞机设计研究所 | Method for improving control surface control precision of airplane flight control system |
Non-Patent Citations (3)
| Title |
|---|
| ZHEN PAN 等: "Nonlinear Attitude Control of Tiltrotor Aircraft Based on Active Disturbance Rejection Sliding Mode Method", 《IEEE XPLORE》, pages 1351 - 1356 * |
| 王贵 等: "大型飞机飞控系统舵面偏角检测非线性补偿技术研究", 《航空科学技术》, vol. 29, no. 04, pages 57 - 59 * |
| 马建军 等: "飞行器控制分配技术研究现状与展望", 《飞行力学》, vol. 27, no. 3, pages 1 - 4 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112947539B (en) | 2023-07-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110262495B (en) | Control system and method capable of realizing autonomous navigation and accurate positioning of mobile robot | |
| CN109885883B (en) | Unmanned vehicle transverse motion control method based on GK clustering algorithm model prediction | |
| CN106647282B (en) | Six-degree-of-freedom robot trajectory planning method considering tail end motion error | |
| CN107415939B (en) | Steering stability control method for distributed driving electric automobile | |
| CN102880060B (en) | Self-adaptive index time varying slip form posture control method of reentry flight vehicle | |
| CN103149937B (en) | A kind of horizontal side direction curved path tracking based on curvature compensation | |
| CN110568758B (en) | Parameter self-adaptive transverse motion LQR control method for automatically driving automobile | |
| WO2021248797A1 (en) | B-spline curve-based path planning method and system, and motion control method and system | |
| CN108168560B (en) | Composite navigation control method for omnidirectional AGV | |
| CN113601512B (en) | General avoidance method and system for singular points of mechanical arm | |
| CN108381555B (en) | Design method of lower controller of redundancy mechanical arm of flying operation robot | |
| CN102167039A (en) | Unpiloted independently-driven and steered vehicle dynamics control quantity obtaining method | |
| CN110217227B (en) | Steering and braking combined collision avoidance control method suitable for ice and snow road working conditions | |
| CN113741188B (en) | Self-adaptive fault-tolerant control method for fixed-wing unmanned aerial vehicle backstepping under fault of actuator | |
| CN111959527A (en) | Automobile path tracking control method based on corner optimization sequence | |
| CN112622895B (en) | Prediction control method applied to trajectory control of automatic driving | |
| CN111290278A (en) | Hypersonic aircraft robust attitude control method based on prediction sliding mode | |
| CN114906349A (en) | Self-adaptive fault-tolerant control method for loss fault of high-efficiency elevator of mobile aircraft | |
| CN111309002A (en) | Wheel type mobile robot obstacle avoidance method and system based on vector | |
| CN113485121A (en) | Distributed multi-ship cooperative power positioning control method | |
| CN116360260A (en) | ASV preset performance control method based on trigger guidance and self-updating threshold | |
| CN112947539A (en) | Method for compensating control surface nonlinearity caused by linear driver | |
| WO2021249088A1 (en) | Multi-articulated vehicle and trajectory-following control method therefor, and system | |
| CN112986977A (en) | Method for overcoming radar extended Kalman track filtering divergence | |
| CN113110538A (en) | Fixed-time fault-tolerant control method for carrier-based aircraft landing based on backstepping control |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |