CN112947539B - Method for compensating control surface nonlinearity caused by linear driver - Google Patents
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Abstract
The application provides a method for compensating control surface nonlinearity caused by a linear driver, which comprises the following steps: determining deflection angles of control surfaces, equally dividing the deflection angles 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 relation between a control surface command angle and a linear driver command displacement according to the intercept; and judging a deflection angle section where the control surface angle is positioned according to the received control surface command angle, so as to determine the current share corresponding to the control surface angle, and determining command displacement according to the current share and a relation between the control surface command angle and the command displacement of the linear driver, so that the driving displacement of the linear driver is the command displacement. The method provided by the application can compensate nonlinearity caused by driving the deflection of the control surface 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 an aircraft servo system, and particularly relates to a method for compensating control surface nonlinearity caused by a linear driver.
Background
The servo actuating system is a system for controlling the deflection angle of the control surface on the aircraft, and can control the flight direction of the aircraft to finish the flight actions such as pitching, rolling, yawing and the like. The servo actuation system generally adopts a linear driver or a linear motor to drive the control surface to deflect, and the linear displacement is converted into the angular displacement through a swinging rod, a swinging arm and a hinge joint, as shown in fig. 1.
In designing the servo actuation system, it is considered that the total stroke of the linear actuator corresponds to the total stroke of the control surface deflection angle, and the set coefficient k is the total stroke of the linear actuator divided by the total stroke of the control surface deflection angle. When the servo actuating system is used, after receiving a control surface instruction, the servo actuating system multiplies the control surface instruction by a coefficient k and outputs the control surface instruction into a displacement instruction to drive the control surface to deflect. However, because the axis of the swing rod is not parallel to the axis of the actuating cylinder, and the included angle between the two axes is continuously changed, 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 precision of the control surface except for the limit position.
Disclosure of Invention
The present application provides a method for compensating control surface nonlinearity caused by a linear actuator, so as to solve or mitigate at least one problem in the background art.
The technical scheme of the application is as follows: a method of compensating for control surface nonlinearity induced by a linear actuator, comprising:
determining deflection angles of control surfaces, equally dividing the deflection angles 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 relation between a control surface command angle and a linear driver command displacement according to the intercept;
and judging a deflection angle section where the control surface angle is positioned according to the received control surface command angle, so as to determine the current share corresponding to the control surface angle, and determining command displacement according to the current share and a relation between the control surface command angle and the command displacement of the linear driver, so that the driving displacement of the linear driver is the command displacement.
Further, the average number of the deflection angles of the control surfaces is determined according to the control precision.
Further, the parts are not less than 10 parts.
Further, the driver displacement value corresponding to each angle is determined according to the geometric relationship between the linear driver displacement and the steering surface deflection track.
Further, the relation between the driver displacement value and the corresponding intercept includes:
x i ＝k(i/n)θ m +y i ，i＝0，1，2，...，n-1，n；
x i+1 ＝k((i+1)/n)θ m +y i+1 ，i＝0，1，2，...，n-1，n；
let y iθ ＝(y i +y i+1 )/2，i＝0，1，2，...，n-1，n；
Wherein n is the number of parts, the subscript i represents the current part, and x i And x i+1 Respectively the displacement values of the drivers corresponding to the current i shares and the current i+1 shares, theta m For the total deflection angle travel, y i And y i+1 The interval end point intercept corresponding to the current i and the current i+1 are respectively, y iθ And k is the proportional coefficient of the deflection angle and the displacement of the driver for the intercept corresponding to the current i.
Further, the relation between the control surface command angle and the linear driver command displacement is as follows:
x＝k·θ+y iθ ，i＝0，1，2，...，n-1，n；
wherein x is the command displacement of the linear driver, and θ is the command angle of the control surface.
The method provided by the application can compensate nonlinearity caused by driving the deflection of the control surface 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 description will briefly refer to the accompanying drawings. It will be apparent that the figures described below are only some embodiments of the present application.
Fig. 1 is a schematic diagram of a linear actuator driving a control surface to deflect in the present application.
Detailed Description
In order to make the purposes, technical solutions and advantages of the implementation of the present application more clear, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application.
In order to solve the problems of the prior art, the application provides a method for compensating the nonlinearity of the steering surface deflection caused by a linear driver, which is used for improving the control precision of the steering surface deflection caused by the linear driver.
The method for compensating the control surface deflection nonlinearity caused by the linear driver provided by the application is characterized in that the full stroke is divided into a plurality of sections, and the approximate linear equations of the different sections are obtained by adopting a difference mode.
The method specifically comprises the following steps:
as shown in FIG. 1, the total travel θ of the steering surface deflection angle is determined first m The angle displacement of the control surface is total by the stroke theta m Is divided into n parts, the deflection angle of each part is 0, (1/n) theta m ，(2/n)θ m ，...，((n-1)/n)θ m ，θ m Calculating a driver displacement value x corresponding to each deflection angle 1 ，x 2 ，...，x n-1 ，x n Wherein the driver displacement value may be determined from the geometric relationship of the linear driver to the deflection angle shown in fig. 1.
In the present application, the number of parts of the average division of the steering surface deflection angle is determined according to the control accuracy, and in order to ensure the accuracy, the number of parts is usually not less than 10 parts.
Constructing a relation between a driver displacement value and an intercept:
x i ＝k(i/n)θ m +y i ，i＝0，1，2，...，n-1，n (1)
x i+1 ＝k((i+1)/n)θ m +y i+1 ，i＝0，1，2，...，n-1，n (2)
let y iθ ＝(y i +y i+1 )/2，i＝0，1，2，...，n-1，n (3)
Wherein n is the number of parts, the subscript i represents the current part, and x i And x i+1 Respectively the displacement values of the drivers corresponding to the current i shares and the current i+1 shares, theta m For the total deflection angle travel, y i And y i+1 The interval end point intercept corresponding to the current i and the current i+1 are respectively, y iθ And k is the proportional coefficient of the deflection angle and the displacement of the driver for the intercept corresponding to the current i.
The intercept y can be calculated by the above method iθ Is a value of (2).
Then, a relational expression of the control surface command angle and the linear driver command displacement is constructed, wherein the relational expression comprises the following steps:
x＝k·θ+y iθ ，i＝0，1，2，...，n-1，n (4)
after the servo actuation system receives the control surface command angle theta, firstly judging a deflection section where the control surface command angle theta is positioned, and taking theta/(theta) m And/n) rounding down and then calculating to obtain the value of the current part i. After the i value is determined, the determined intercept y is used for iθ And calculating a result of the instruction displacement x and inputting the result as a displacement instruction.
The present application is further described below with reference to specific numerical values in the examples of the present application.
Assume a maximum stroke θ of the steering angle m At 60 °, the maximum displacement of the linear actuator is 60mm, the coefficient k=1. The deflection angle maximum stroke is divided equally into 10 parts, i.e. n=10. Calculating displacement value x corresponding to each angle according to the geometric relationship i And the above equations 1-3, calculate the intercept y i And y iθ The calculation results are shown in Table 1.
Table 1 calculation results table
| i | θ i | x i | y i | |
| 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 | - |
The calculation table of the command displacement x and the deflection interval is obtained according to the above formula 4, and is shown in table 2.
Table 2 instruction displacement x calculation table
| Command angle θ takes on value | Instruction displacement x calculation formula |
| When θ 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 θ is 18-24 | x＝θ-0.6922 |
| When θ 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 less than or equal to theta<42 | x＝θ+0.0542 |
| When θ is 42-48 | x＝θ+0.2101 |
| When theta is more than or equal to 48 and less than 54 | x＝θ+0.2379 |
| When θ is 54-60 | x＝θ+0.1076 |
| 60 | x＝θ |
For example, when the input command angular displacement is 5 °, the command displacement x=5 to 0.2966= 4.7034mm, and the displacement command 4.7034 is input to the servo actuation system, and the control surface operation is controlled.
According to the geometrical relationship, when the deflection angle of the control surface is 5 degrees, the corresponding linear displacement instruction of the linear driver 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 control precision can be obviously improved by adopting the method of the application, and the nonlinearity caused by driving the deflection of the control surface by the linear driver is compensated.
The method provided by the application can compensate nonlinearity caused by driving the deflection of the control surface 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 foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions easily conceivable by those skilled in the art within the technical scope of the present application should be covered in 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 nonlinearity induced by a linear actuator, comprising:
determining deflection angles of control surfaces, equally dividing the deflection angles 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 relation between a control surface command angle and a linear driver command displacement according to the intercept;
and judging a deflection angle section where the control surface angle is positioned according to the received control surface command angle, so as to determine the current share corresponding to the control surface angle, and determining command displacement according to the current share and a relation between the control surface command angle and the command displacement of the linear driver, so that the driving displacement of the linear driver is the command displacement.
2. The method of compensating for control surface nonlinearities induced by a linear actuator of claim 1, wherein the number of control surface deflection angle averages is determined based on control accuracy.
3. The method of compensating for control surface nonlinearity induced by a linear actuator as recited in claim 2, wherein said fraction is not less than 10.
4. The method of compensating for control surface nonlinearity induced by a linear actuator of claim 1, wherein the actuator displacement value for each angle is determined based on a geometric relationship of the linear actuator displacement and the control surface deflection trajectory.
5. The method of compensating for control surface nonlinearities induced by a linear actuator of claim 1, wherein the actuator displacement value versus corresponding intercept relationship comprises:
x i ＝k(i/n)θ m +y i ，i＝0，1，2，...，n-1，n；
x i+1 ＝k((i+1)/n)θ m +y i+1 ，i＝0，1，2，...，n-1，n；
let y iθ ＝(y i +y i+1 )/2，i＝0，1，2，...，n-1，n；
Wherein n is the number of parts, the subscript i represents the current part, and x i And x i+1 Respectively the displacement values of the drivers corresponding to the current i shares and the current i+1 shares, theta m For the total deflection angle travel, y i And y i+1 The interval end point intercept corresponding to the current i and the current i+1 are respectively, y iθ And k is the proportional coefficient of the deflection angle and the displacement of the driver for the intercept corresponding to the current i.
6. The method of compensating for control surface nonlinearity induced by a linear actuator of claim 5, wherein the control surface command angle and the linear actuator command displacement are related by:
x＝k·θ+y iθ ，i＝0，1，2，...，n-1，n；
wherein x is the command displacement of the linear driver, and θ is the command angle of the control surface.
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