CN112965505A - Manned aircraft flight attitude control method and system and manned aircraft - Google Patents
Manned aircraft flight attitude control method and system and manned aircraft Download PDFInfo
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Abstract
The application relates to a manned aircraft flight attitude control method and system and a manned aircraft. The flight attitude control method of the manned aircraft comprises the following steps: processing an input expected attitude value of the aircraft through a tracking differentiator to obtain a differential parameter value of the expected attitude value; processing the acquired current attitude value of the aircraft through a state observer to obtain an attitude feedback value of the current attitude value; calculating according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value to obtain a set error value; and processing the set error value through a nonlinear controller, and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft. This application scheme has better self-reactance interference ability, can improve manned vehicle flight stability.
Description
Technical Field
The application relates to the technical field of aircrafts and control, in particular to a manned aircraft flight attitude control method and system and a manned aircraft.
Background
At present, in aircraft technology, stability control is very important, and various control algorithms are applied to stability control of flight attitude of an unmanned aircraft or a manned aircraft. Common controllers include PID (proportional integral derivative) controllers, backstepping controllers, and the like. Among them, the PID controller is widely used because of its advantages of simplicity and high efficiency.
In the conventional PID control method, the involved parameters mainly include P, I, D three parameters, where P is a proportional parameter, I is an integral parameter, and D is a derivative parameter. And calculating the calculated values of the three parameters to obtain an output control value, and controlling and adjusting to reduce the attitude error of the flight attitude.
However, in the related art, there are many disturbances during the flight of the aircraft, such as external or internal disturbances of the airflow, uneven center of gravity of the aircraft, inconsistent dynamic parameters, and so on. Although the PID control has simple parameters, it has poor robustness, has various limitations and bottleneck problems, and has poor interference resistance, for example: the system is easy to vibrate or seriously overshoot due to overlarge initial control force; the integral link set for eliminating the residual error can lead the control response of the system to lag; the differential signal can only be approximately realized, is easily polluted by noise, and has poor control effect.
Therefore, the related art attitude control method is still in need of improvement.
Disclosure of Invention
In order to overcome the problems in the related art, the application provides a manned vehicle flight attitude control method, a system and a manned vehicle, which have better self-interference resistance and can improve the flight stability of the manned vehicle.
The application provides in a first aspect a manned vehicle flight attitude control method, comprising:
processing an input expected attitude value of the aircraft through a tracking differentiator to obtain a differential parameter value of the expected attitude value;
processing the acquired current attitude value of the aircraft through a state observer to obtain an attitude feedback value of the current attitude value;
calculating according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value to obtain a set error value;
and processing the set error value through a nonlinear controller, and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
In one embodiment, after the processing the set error value by the nonlinear controller and outputting the first control value for controlling the flight attitude, the method further includes:
and calculating according to the first control value and the attitude feedback value of the current attitude value, and outputting a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
In one embodiment, the processing the input expected attitude value of the aircraft through the tracking differentiator to obtain a differential parameter value of the expected attitude value includes:
and processing the input expected attitude value of the aircraft according to a first preset algorithm by adopting a tracking differentiator and using a steepest control comprehensive function, and outputting an expected attitude angle and a differentiated value of the expected attitude angle.
In one embodiment, the processing, by a state observer, the acquired current attitude value of the aircraft to obtain an attitude feedback value of the current attitude value includes:
and processing the acquired current attitude value of the aircraft according to a second preset algorithm by adopting a state observer to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft.
In one embodiment, the calculating the attitude feedback value according to the differential parameter value of the expected attitude value and the current attitude value to obtain the set error value includes: subtracting the observation attitude value from the expected attitude angle to obtain an attitude error value; subtracting the differential value of the expected attitude angle from the observation attitude differential value to obtain an attitude differential error value;
the processing the set error value through the nonlinear controller, and outputting a first control value for controlling the flight attitude to control the flight attitude of the aircraft, includes:
and processing the attitude error value and the attitude differential error value according to a third preset algorithm by adopting a nonlinear controller, and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
In one embodiment, the outputting a second control value for controlling the flight attitude to control the flight attitude of the aircraft according to the operation performed by the attitude feedback value of the first control value and the current attitude value includes:
and subtracting the disturbance feedback value of the current aircraft from the first control value, and outputting a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
The present application provides in a second aspect a flight attitude control system comprising:
the tracking differentiator is used for processing an input expected attitude value of the aircraft to obtain a differential parameter value of the expected attitude value;
the state observer is used for processing the acquired current attitude value of the aircraft to obtain an attitude feedback value of the current attitude value;
and the nonlinear controller is used for processing a set error value and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft, wherein the set error value is obtained by calculating according to a differential parameter value of the expected attitude value and an attitude feedback value of the current attitude value.
In one embodiment, the system further comprises:
and the adjusting module is used for calculating according to the first control value output by the nonlinear controller and the attitude feedback value of the current attitude value obtained by the state observer and outputting a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
In one embodiment, the tracking differentiator uses a steepest control synthesis function to process the input expected attitude value of the aircraft according to a first preset algorithm, and outputs an expected attitude angle and a differential value of the expected attitude angle;
the state observer processes the acquired current attitude value of the aircraft according to a second preset algorithm to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft;
and the nonlinear controller processes the attitude error value and the attitude differential error value according to a third preset algorithm, outputs a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft, subtracts the expected attitude angle from the observed attitude value to obtain an attitude error value, and subtracts the differential value of the expected attitude angle from the observed attitude differential value to obtain an attitude differential error value.
In one embodiment, the adjusting module subtracts a disturbance feedback value of the current aircraft obtained by the state observer from a first control value output by the nonlinear controller, and outputs a second control value for controlling the flight attitude to control the flight attitude of the aircraft.
The third aspect of the application provides a manned aircraft, which comprises the flight attitude control system.
A fourth aspect of the present application provides an electronic device, comprising:
a processor; and
a memory having executable code stored thereon, which when executed by the processor, causes the processor to perform the method described above.
The technical scheme provided by the application can comprise the following beneficial effects:
the flight attitude control method provided by the embodiment of the application utilizes a tracking differentiator, a state observer and a nonlinear controller to comprehensively operate, and processes an input expected attitude value of an aircraft through the tracking differentiator to obtain a differential parameter value of the expected attitude value; processing the acquired current attitude value of the aircraft through a state observer to obtain an attitude feedback value of the current attitude value; calculating according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value to obtain a set error value; and processing the set error value through a nonlinear controller, and outputting a first control value for controlling the flight attitude. In the related technology, if a large deviation exists between the expected attitude value and the current actual attitude value, overshoot (the output exceeds the final steady-state value) and overshoot (the output exceeds a given value) are easily generated by using PID control.
Furthermore, according to the method provided by the embodiment of the application, unknown external disturbance can be observed in real time through the state observer, a disturbance component, namely a disturbance feedback value, is fed back, and finally the disturbance component is subtracted from the output part of the controller, so that the external disturbance can be eliminated, and the stability of the flight attitude is further enhanced.
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 application.
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The foregoing and other objects, features and advantages of the application will be apparent from the following more particular descriptions of exemplary embodiments of the application, as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout the exemplary embodiments of the application.
FIG. 1 is a schematic flow chart diagram illustrating a method for controlling the flight attitude of a manned vehicle in accordance with an embodiment of the present application;
FIG. 2 is a schematic flow chart diagram illustrating another method for controlling the flight attitude of a manned vehicle in accordance with an embodiment of the present application;
FIG. 3 is a schematic flow chart diagram illustrating another method for controlling the flight attitude of a manned vehicle in accordance with an embodiment of the present application;
FIG. 4 is a schematic view of an application of the control system for controlling flight attitude according to an embodiment of the present application;
FIG. 5 is a schematic structural diagram of a flight attitude control system according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of an electronic device shown in an embodiment of the present application.
Detailed Description
Preferred embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While the preferred embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.
It should be understood that although the terms "first," "second," "third," etc. may be used herein to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present application. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.
In the prior art, a flight attitude control method adopting PID control is used, and the control effect needs to be improved. In view of the above problems, the embodiment of the application provides a method for controlling flight attitude of a manned vehicle, which has better self-interference resistance and can improve flight stability of the manned vehicle. The technical solutions of the embodiments of the present application are described in detail below with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of a method for controlling flight attitude of a manned vehicle according to an embodiment of the application.
Referring to fig. 1, the method includes:
in step S101, the input expected attitude value of the aircraft is processed by the tracking differentiator, and a differential parameter value of the expected attitude value is obtained.
The tracking differentiator and the steepest control integral function can be adopted to process the input expected attitude value of the aircraft according to a first preset algorithm, and the expected attitude angle and the differentiated value of the expected attitude angle are output.
In step S102, the acquired current attitude value of the aircraft is processed by the state observer to obtain an attitude feedback value of the current attitude value.
The acquired current attitude value of the aircraft can be processed by adopting a state observer according to a second preset algorithm to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft.
In step S103, a set error value is obtained by performing an operation according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value.
Subtracting the expected attitude angle from the observed attitude value to obtain an attitude error value; and subtracting the differential value of the expected attitude angle from the observed attitude differential value to obtain an attitude differential error value.
In step S104, the set error value is processed by the nonlinear controller, and a first control value for controlling the flight attitude is output to control the flight attitude of the aircraft.
The attitude error value and the attitude differential error value can be processed by a nonlinear controller according to a third preset algorithm, and a first control value for controlling the flight attitude is output to control the flight attitude of the aircraft.
It can be seen from the embodiment that, if there is a large deviation between the expected attitude value and the current actual attitude value in the related art, the problem of overshoot (meaning that the output exceeds its final steady-state value) and overshoot (meaning that it exceeds a given value) is easily generated by using PID control, but the scheme of the present application sets a transition process by processing of the tracking differentiator, so that the input of the expected attitude value is more gradual, after a transition process, the rapid tracking of the expected attitude value can be realized on the premise of basically no overshoot, and the set error value is processed by combining the state observer and the nonlinear controller, so that the control value of the control flight attitude can be stably output to control the flight attitude of the aircraft, thereby the control system has better self-anti-jamming capability and improves the flight stability of the manned aircraft.
FIG. 2 is a schematic flow chart diagram illustrating another method for controlling the flight attitude of a manned vehicle in accordance with an embodiment of the present application. Compared with the process in fig. 1, the process in fig. 2 mainly subtracts the disturbance component from the output part of the nonlinear controller, thereby further improving the stability.
Referring to fig. 2, the method includes:
in step S201, the input expected attitude value of the aircraft is processed by the tracking differentiator, and a differential parameter value of the expected attitude value is obtained.
The tracking differentiator and the steepest control integral function can be adopted to process the input expected attitude value of the aircraft according to a first preset algorithm, and the expected attitude angle and the differentiated value of the expected attitude angle are output.
In step S202, the acquired current attitude value of the aircraft is processed by the state observer to obtain an attitude feedback value of the current attitude value.
The acquired current attitude value of the aircraft can be processed by adopting a state observer according to a second preset algorithm to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft.
In step S203, a set error value is obtained by performing an operation according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value.
Subtracting the expected attitude angle from the observed attitude value to obtain an attitude error value; and subtracting the differential value of the expected attitude angle from the observed attitude differential value to obtain an attitude differential error value.
In step S204, the nonlinear controller processes the set error value and outputs a first control value for controlling the flight attitude.
The attitude error value and the attitude differential error value can be processed according to a third preset algorithm by adopting a nonlinear controller, and a first control value for controlling the flight attitude is output.
In step S205, a second control value for controlling the flight attitude is output to control the flight attitude of the aircraft according to the attitude feedback values of the first control value and the current attitude value.
The first control value and the disturbance feedback value of the current aircraft can be subtracted, and a second control value for controlling the flight attitude is output to control the flight attitude of the aircraft.
According to the embodiment, the input of the expected attitude value is more smooth through the processing of the tracking differentiator, the expected attitude value can be quickly tracked on the premise of no overshoot basically, unknown external disturbance can be observed in real time through the state observer, the disturbance component, namely a disturbance feedback value, is fed back, and finally the disturbance component is subtracted from the output part of the nonlinear controller, so that the external disturbance can be eliminated, and the stability of the flight attitude is further enhanced.
FIG. 3 is a schematic flow chart diagram illustrating another method for controlling the flight attitude of a manned vehicle in accordance with an embodiment of the present application; fig. 4 is a schematic application diagram of the application control system for performing flight attitude control according to the embodiment of the present application. Fig. 3 presents the solution of the present application in more detail with respect to fig. 1 and 2.
Referring to fig. 4, the control system includes: a tracking differentiator, a state observer and a non-linear controller.
The tracking differentiator functions to extract a differentiated signal from the noise-contaminated signal. A state observer is a type of dynamic system that derives state variable estimates from measured values of external variables (input variables and output variables) of the system, also known as a state reconstructor. A non-linear controller refers to a system in which the state and output variables of the system cannot be described in a linear relationship under the influence of external conditions.
Assuming that the expected attitude value of the aircraft input to the tracking differentiator is V, the tracking differentiator outputs an expected attitude angle X after processing1And the differential value X of the desired attitude angle2(ii) a The state observer acquires the current attitude value y (k) of the aircraft, observes the current attitude value y (k), and respectively outputs attitude feedback values of the current attitude value, including an observed attitude value Z1Differential value Z of observed attitude2Disturbance feedback value Z of the current aircraft3These three components, wherein the attitude value Z is observed1And the observed attitude differential value Z2Can be used as a state feedback value; will track X of the differentiator output1、X2Subtracting the two state feedback values of the state observer to obtain two error values, namely an attitude error value and an attitude differential error value, and inputting the two error values into the nonlinear controller; the nonlinear controller processes according to the attitude error value and the attitude differential error value and outputs a first control value u0(ii) a Finally, the disturbance feedback value Z of the state observer is subtracted3And outputting the obtained final second control value u as a control quantity to an aircraft motor for flight control.
Referring to fig. 3, the method includes:
in step S301, a desired attitude value of the aircraft is input to the tracking differentiator, and the tracking differentiator processes the desired attitude value to obtain a desired attitude angle and a differential value of the desired attitude angle.
The tracking differentiator processes the input expected attitude value of the aircraft according to a first preset algorithm by using a steepest control comprehensive function, and outputs an expected attitude angle and a differentiated value of the expected attitude angle.
During the flight of the aircraft, the attitude refers to the current flight attitude of the aircraft. Attitude is in fact a relation between the aircraft coordinate system and the geographic coordinate system. In the aircraft coordinate system, generally, the X axis is the direction of the aircraft wing, the Y axis is the direction of the aircraft nose, and the Z axis is perpendicular to the aircraft, and the coordinate system changes along with the change of the attitude of the aircraft. The flight attitude can be embodied by an attitude angle, the attitude angle refers to an included angle between an aircraft coordinate system and a geographic coordinate system, and can be represented by a roll angle (roll), a pitch angle (pitch) and a yaw angle (yaw). Wherein, the roll angle: the right roll is positive when the included angle between the aircraft symmetry plane and the vertical plane passing through the longitudinal axis of the aircraft body is positive; pitch angle: the included angle between the axis of the aircraft body and the ground plane (horizontal plane) is positive, and the aircraft head-up is positive; yaw angle: the included angle between the projection of the plane axis on the horizontal plane and the ground axis is positive by the right deviation of the aircraft.
The input to the tracking differentiator is a desired attitude value for the aircraft, which may be derived from, but is not limited to, a pilot's maneuver input. When there is no driver or no maneuver, the desired values for roll and pitch in the desired attitude values are 0 and the desired value for yaw is the current heading angle (i.e., the heading angle that holds the aircraft level and locks the current heading).
The tracking differentiator may process using a steepest controlling synthesis function fhan. Assuming that the expected attitude value of the aircraft input to the tracking differentiator is V (k), the tracking differentiator outputs an expected attitude angle X after processing according to a first preset algorithm1And the differential value X of the desired attitude angle2。
The first preset algorithm has the following formula:
fh＝fhan(X1(k)-V(k),X2(k),r,h)
X1(k+1)＝X1(k)+h*X2(k)
X2(k+1)＝X2(k)+h*fh
in the above formula, X1(k) Representing the desired attitude angle, X, at time k2(k) Differential value, X, representing the desired attitude angle at time k1(k +1) represents the desired attitude angle at time k +1, X2(k +1) represents a differential value of the desired attitude angle at the time k +1, v (k) represents a desired attitude value input at the time k, r represents a velocity factor determining the tracking velocity, h represents a time step, and fh represents a second order differential of the input data. The fhan function is called a steepest control synthesis function, and the function can be referred to as a related art calculation method, which is not limited in this application.
In the present application, the main purpose of the processing performed by the tracking differentiator is to arrange a transition process, i.e. a transition process of a closed-loop system, so that the desired angle value is not directly input into the control system by using the PID control algorithm any more, because if the desired angle value is directly input into the control system by using the PID control algorithm, problems of overshoot (indicating that the output exceeds its final steady-state value) and overshoot (indicating that the output exceeds a given value) are easily generated.
In step S302, the state observer acquires the current attitude value of the aircraft and processes the current attitude value to obtain an observed attitude value, an observed attitude differential value, and a disturbance feedback value of the current aircraft.
And the state observer processes the acquired current attitude value of the aircraft according to a second preset algorithm to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft.
And the state observer observes the currently input current attitude value y (k) of the aircraft and estimates a system state value and a disturbance component. Due to the existence of various interferences such as external interference, disturbance noise may exist in the input current attitude value, and after the operation is performed according to the second preset algorithm, Z may be obtained1、Z2And Z3Three components, i.e. three attitude feedback values, where Z1Representing observed attitude values observed by the observer (which have been filtered to remove a portion of the disturbance compared to the input attitude values)Noise), Z2Indicating the differential value of the observed attitude, Z3Then it represents the external disturbance component, i.e. the disturbance feedback value of the current aircraft.
The correlation formula of the second preset algorithm is as follows:
ε＝Z1(k)-y(k)
Z1(k+1)＝Z1(k)+h*[Z2(k)-β01*ε]
in the above formula, epsilon represents the error of the attitude value at the time k, y (k) represents the current attitude value of the aircraft input at the current time k, and Z1(k) Representing the observed attitude value observed by the observer at time k (which has been filtered to remove a portion of the disturbance noise compared to the input attitude value), Z2(k) Differential value of observed attitude, Z, representing observed at time k3(k) Representing disturbance components outside the time k, i.e. disturbance feedback values, Z, of the current aircraft1(k +1) represents an observed attitude value observed by the observer at the time of k +1, Z2(k +1) represents an observed attitude differential value observed at the time k +1, Z3(k +1) represents disturbance component outside the k +1 moment, namely disturbance feedback value of the current aircraft, h represents time step, and beta01Represents the angular gain coefficient, beta02Represents the angular velocity gain coefficient, beta03Representing the angular acceleration gain coefficient, delta representing the filter factor of the fal filter function, b0Is a compensation factor, u represents a control quantity (control value) representing the last time, and fal is a nonlinear filter function. The filter factor and the compensation factor can be empirical values according to actual needs.
In step S303, calculating an attitude error value according to the expected attitude angle and the observed attitude value; an attitude differential error value is calculated from the differential value of the desired attitude angle and the observed attitude differential value.
Subtracting the expected attitude angle from the observed attitude value to obtain an attitude error value; and subtracting the differential value of the expected attitude angle from the observed attitude differential value to obtain an attitude differential error value.
Expected attitude angle X to be tracked differentiator output1And the differential value X of the desired attitude angle2Two state feedback values Z from the state observer1、Z2Subtracting to obtain two error values e1And e2And inputting the signal into a nonlinear controller.
The formula for the nonlinear controller to calculate the attitude error value is as follows:
e1＝X1-Z1
e2＝X2-Z2
in step S304, the attitude error value and the attitude differential error value are processed by the nonlinear controller, and a first control value for controlling the flight attitude is output.
Wherein the nonlinear controller is used for correcting the attitude error value e1And attitude differential error value e2And processing according to a third preset algorithm, and outputting a first control value for controlling the flight attitude.
After the attitude error value is input into the nonlinear controller, the nonlinear controller performs correlation operation to output a control quantity, namely a first control value u0The third predetermined algorithm is as follows:
u0＝β1*fal(e1,a1,δ)+β2*fal(e2,a2,δ)
in the above formula, β1And beta2Respectively representing an angular feedback gain and an angular velocity feedback gain, a1And a2Is a tracking factor for two fal functions, δ represents a filter factor for a fal filter function, fal is a non-linear filter function, e1Is the attitude error value, e2Is the attitude differential error value. The filtering algorithm may generally use kalman filtering or complementary filtering or the like. Oscillation can be prevented during filtering by increasing the filtering factor.
In step S305, a second control value for controlling the flight attitude is output to the aircraft motor by performing an operation based on the first control value and the disturbance feedback value of the current aircraft.
The first control value and the disturbance feedback value of the current aircraft can be subtracted, and the second control value for controlling the flight attitude is output and transmitted to the aircraft motor to control the flight attitude of the aircraft, for example, the second control value is transmitted to a motor controller in the aircraft motor, so that the motor controller can control the rotating speed of the motor according to the second control value, and the flight attitude of the aircraft is controlled.
First control value u to be output0Then subtracting the disturbance feedback value Z of the state observer3And obtaining the final control quantity, namely a second control value u. Wherein the first control value u0Then subtracting the disturbance feedback value Z of the state observer3Then, can be compared with the compensation factor b0And dividing the control values to obtain the final control quantity, namely a second control value u.
The correlation formula is as follows:
in the above formula, b0And a compensation factor is expressed, and the compensation factor can take an empirical value according to actual needs.
And finally, the control quantity, namely the second control value u, is finally output to a motor controller of the aircraft, and the motor controller controls the rotating speed of the motor according to the second control value u, so that the flight attitude of the aircraft is controlled, and the stable control of the flight attitude of the manned aircraft can be realized.
In summary, the scheme of the present application has the following beneficial effects:
1) in the related technology, if a large deviation exists between the expected attitude value and the current actual attitude value, overshoot (the output exceeds the final steady-state value) and overshoot (the output exceeds a given value) are easily generated by using PID control.
2) According to the scheme, unknown external disturbance can be observed in real time through the state observer, a disturbance component, namely a disturbance feedback value, is fed back, and finally the disturbance component is subtracted from the output part of the controller, so that the external disturbance can be eliminated, and the stability of the flight attitude is further enhanced.
It can be seen that the scheme of this application is different from the manned aircraft control method commonly used on the market, and the control scheme that this application provided can get rid of the interference of external factor to the aircraft effectively, when facing unexpected extreme environment and weather, also can ensure that the aircraft is for example manned aircraft flight safely and stably.
The manned aircraft flight attitude control method is described in detail, and correspondingly, the application also provides a flight attitude control system, a manned aircraft and related equipment.
Fig. 5 is a schematic structural diagram of a flight attitude control system according to an embodiment of the present application.
Referring to fig. 5, the present application provides a flight attitude control system 50 comprising: a tracking differentiator 51, a state observer 52, a non-linear controller 53.
And the tracking differentiator 51 is used for processing the input expected attitude value of the aircraft to obtain a differential parameter value of the expected attitude value.
And the state observer 52 is configured to process the acquired current attitude value of the aircraft to obtain an attitude feedback value of the current attitude value.
And a nonlinear controller 53 for processing a set error value obtained by calculating a differential parameter value of the expected attitude value obtained by the tracking differentiator 51 and an attitude feedback value of the current attitude value obtained by the state observer 52, and outputting a first control value for controlling the attitude to control the attitude of the aircraft.
In one embodiment, the flying attitude control system 50 may further include: and an adjustment module 54.
And the adjusting module 54 is configured to perform operation according to the first control value output by the nonlinear controller 53 and the attitude feedback value of the current attitude value obtained by the state observer 52, and output a second control value for controlling the flight attitude to control the flight attitude of the aircraft.
In one embodiment, the tracking differentiator 51 uses a steepest control synthesis function to process the input expected attitude value of the aircraft according to a first preset algorithm, and outputs an expected attitude angle and a differential value of the expected attitude angle.
The first preset algorithm has the following formula:
fh＝fhan(X1(k)-V(k),X2(k),r,h)
X1(k+1)＝X1(k)+h*X2(k)
X2(k+1)＝X2(k)+h*fh
in the above formula, X1(k) Representing the desired attitude angle, X, at time k2(k) Differential value, X, representing the desired attitude angle at time k1(k +1) represents the desired attitude angle at time k +1, X2(k +1) represents a differential value of the desired attitude angle at the time k +1, v (k) represents a desired attitude value input at the time k, r represents a velocity factor determining the tracking velocity, h represents a time step, and fh represents a second order differential of the input data. The fhan function is called a steepest control synthesis function, and the function can be referred to as a related art calculation method, which is not limited in this application.
The state observer 52 processes the acquired current attitude value of the aircraft according to a second preset algorithm to obtain an observation attitude value, an observation attitude differential value, and a disturbance feedback value of the current aircraft.
The correlation formula of the second preset algorithm is as follows:
ε＝Z1(k)-y(k)
Z1(k+1)＝Z1(k)+h*[Z2(k)-β01*ε]
in the above formula, epsilon represents the error of the attitude value at the time k, y (k) represents the current attitude value of the aircraft input at the current time k, and Z1(k) Representing the observed attitude value observed by the observer at time k (which has been filtered to remove a portion of the disturbance noise compared to the input attitude value), Z2(k) Differential value of observed attitude, Z, representing observed at time k3(k) Representing disturbance components outside the time k, i.e. disturbance feedback values, Z, of the current aircraft1(k +1) represents an observed attitude value observed by the observer at the time of k +1, Z2(k +1) represents an observed attitude differential value observed at the time k +1, Z3(k +1) represents disturbance component outside the k +1 moment, namely disturbance feedback value of the current aircraft, h represents time step, and beta01Represents the angular gain coefficient, beta02Represents the angular velocity gain coefficient, beta03Representing the angular acceleration gain coefficient, delta representing the filter factor of the fal filter function, b0Is a compensation factor, u represents a control quantity (control value) representing the last time, and fal is a nonlinear filter function.
The nonlinear controller 53 processes the attitude error value and the attitude differential error value according to a third preset algorithm, and outputs a first control value for controlling the flight attitude to control the flight attitude of the aircraft, wherein the desired attitude angle is subtracted from the observed attitude value to obtain the attitude error value, and the differential value of the desired attitude angle is subtracted from the observed attitude differential value to obtain the attitude differential error value.
The formula for the nonlinear controller to calculate the attitude error value is as follows:
e1＝X1-Z1
e2＝X2-Z2
the third predetermined algorithm is as follows:
u0＝β1*fal(e1,a1,δ)+β2*fal(e2,a2,δ)
in the above formula, β1And beta2Respectively representing an angular feedback gain and an angular velocity feedback gain, a1And a2Are the tracking factors of two fal functions, δ represents the filter factor of the fal filter function, and fal is a non-linear filter function. The filtering algorithm may generally use kalman filtering or complementary filtering or the like. Oscillation can be prevented during filtering by increasing the filtering factor.
In one embodiment, the adjustment module 54 subtracts the current aircraft disturbance feedback value obtained by the state observer from the first control value output by the nonlinear controller, and outputs a second control value for controlling the attitude of the aircraft.
The correlation formula is as follows:
in the above formula, b0And a compensation factor is expressed, and the compensation factor can take an empirical value according to actual needs.
And finally, the control quantity, namely the second control value u, is finally output to a motor controller of the aircraft, and the motor controller controls the rotating speed of the motor according to the second control value u, so that the flight attitude of the aircraft is controlled, and the stable control of the flight attitude of the manned aircraft can be realized.
The present application further provides a manned vehicle, including the flight attitude control system 50, and the structure of the flight attitude control system 50 can be referred to the description in fig. 5, which is not described herein again.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
Fig. 6 is a schematic structural diagram of an electronic device shown in an embodiment of the present application. The electronic device may be, for example, a control system device or the like.
Referring to fig. 6, an electronic device 600 includes a memory 610 and a processor 620.
The Processor 620 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 610 may include various types of storage units, such as system memory, Read Only Memory (ROM), and permanent storage. Wherein the ROM may store static data or instructions that are required by the processor 620 or other modules of the computer. The persistent storage device may be a read-write storage device. The persistent storage may be a non-volatile storage device that does not lose stored instructions and data even after the computer is powered off. In some embodiments, the persistent storage device employs a mass storage device (e.g., magnetic or optical disk, flash memory) as the persistent storage device. In other embodiments, the permanent storage may be a removable storage device (e.g., floppy disk, optical drive). The system memory may be a read-write memory device or a volatile read-write memory device, such as a dynamic random access memory. The system memory may store instructions and data that some or all of the processors require at runtime. In addition, the memory 610 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), magnetic and/or optical disks, may also be employed. In some embodiments, memory 610 may include a removable storage device that is readable and/or writable, such as a Compact Disc (CD), a digital versatile disc read only (e.g., DVD-ROM, dual layer DVD-ROM), a Blu-ray disc read only, an ultra-dense disc, a flash memory card (e.g., SD card, min SD card, Micro-SD card, etc.), a magnetic floppy disk, or the like. Computer-readable storage media do not contain carrier waves or transitory electronic signals transmitted by wireless or wired means.
The memory 610 has stored thereon executable code that, when processed by the processor 620, may cause the processor 620 to perform some or all of the methods described above.
The aspects of the present application have been described in detail hereinabove with reference to the accompanying drawings. In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments. Those skilled in the art should also appreciate that the acts and modules referred to in the specification are not necessarily required in the present application. In addition, it can be understood that the steps in the method of the embodiment of the present application may be sequentially adjusted, combined, and deleted according to actual needs, and the modules in the device of the embodiment of the present application may be combined, divided, and deleted according to actual needs.
Furthermore, the method according to the present application may also be implemented as a computer program or computer program product comprising computer program code instructions for performing some or all of the steps of the above-described method of the present application.
Alternatively, the present application may also be embodied as a non-transitory machine-readable storage medium (or computer-readable storage medium, or machine-readable storage medium) having stored thereon executable code (or a computer program, or computer instruction code) which, when executed by a processor of an electronic device (or electronic device, server, etc.), causes the processor to perform part or all of the various steps of the above-described method according to the present application.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the applications disclosed herein may be implemented as electronic hardware, computer software, or combinations of both.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems and methods according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
Having described embodiments of the present application, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (12)
1. A manned vehicle flight attitude control method is characterized by comprising the following steps:
processing an input expected attitude value of the aircraft through a tracking differentiator to obtain a differential parameter value of the expected attitude value;
processing the acquired current attitude value of the aircraft through a state observer to obtain an attitude feedback value of the current attitude value;
calculating according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value to obtain a set error value;
and processing the set error value through a nonlinear controller, and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
2. The method of claim 1, wherein processing the set error value by the nonlinear controller, after outputting the first control value for controlling the attitude, further comprises:
and calculating according to the first control value and the attitude feedback value of the current attitude value, and outputting a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
3. The method according to claim 1 or 2, wherein the processing the input expected attitude value of the aircraft through the tracking differentiator to obtain a differential parameter value of the expected attitude value comprises:
and processing the input expected attitude value of the aircraft according to a first preset algorithm by adopting a tracking differentiator and using a steepest control comprehensive function, and outputting an expected attitude angle and a differentiated value of the expected attitude angle.
4. The method according to claim 3, wherein the processing the acquired current attitude value of the aircraft by the state observer to obtain an attitude feedback value of the current attitude value comprises:
and processing the acquired current attitude value of the aircraft according to a second preset algorithm by adopting a state observer to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft.
5. The method of claim 4, wherein:
the calculating according to the differential parameter value of the expected attitude value and the attitude feedback value of the current attitude value to obtain a set error value includes: subtracting the observation attitude value from the expected attitude angle to obtain an attitude error value; subtracting the differential value of the expected attitude angle from the differential value of the observed attitude to obtain an attitude differential error value;
the processing the set error value through the nonlinear controller, and outputting a first control value for controlling the flight attitude to control the flight attitude of the aircraft, includes:
and processing the attitude error value and the attitude differential error value according to a third preset algorithm by adopting a nonlinear controller, and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
6. The method of claim 4, wherein the operating according to the attitude feedback value of the first control value and the current attitude value and outputting a second control value for controlling the attitude to control the attitude of the aircraft comprises:
and subtracting the disturbance feedback value of the current aircraft from the first control value, and outputting a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
7. A flying attitude control system, comprising:
the tracking differentiator is used for processing an input expected attitude value of the aircraft to obtain a differential parameter value of the expected attitude value;
the state observer is used for processing the acquired current attitude value of the aircraft to obtain an attitude feedback value of the current attitude value;
and the nonlinear controller is used for processing a set error value and outputting a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft, wherein the set error value is obtained by calculating according to a differential parameter value of an expected attitude value obtained by the tracking differentiator and an attitude feedback value of a current attitude value obtained by the state observer.
8. The system of claim 7, further comprising:
and the adjusting module is used for calculating according to the first control value output by the nonlinear controller and the attitude feedback value of the current attitude value obtained by the state observer and outputting a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
9. The system of claim 8, wherein:
the tracking differentiator uses a steepest control comprehensive function to process an input expected attitude value of the aircraft according to a first preset algorithm and outputs an expected attitude angle and a differential value of the expected attitude angle;
the state observer processes the acquired current attitude value of the aircraft according to a second preset algorithm to obtain an observation attitude value, an observation attitude differential value and a disturbance feedback value of the current aircraft;
and the nonlinear controller processes the attitude error value and the attitude differential error value according to a third preset algorithm, outputs a first control value for controlling the flight attitude so as to control the flight attitude of the aircraft, subtracts the expected attitude angle from the observed attitude value to obtain an attitude error value, and subtracts the differential value of the expected attitude angle from the observed attitude differential value to obtain an attitude differential error value.
10. The system of claim 9, wherein:
and the adjusting module subtracts the first control value output by the nonlinear controller and the disturbance feedback value of the current aircraft obtained by the state observer, and outputs a second control value for controlling the flight attitude so as to control the flight attitude of the aircraft.
11. A manned vehicle comprising a flight attitude control system according to any one of claims 7 to 10.
12. An electronic device, comprising:
a processor; and
a memory having executable code stored thereon, which when executed by the processor, causes the processor to perform the method of any of claims 1 to 6.
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