CN113741514B - Lateral control method for single-side hanging, bouncing, flying and pulling - Google Patents

Lateral control method for single-side hanging, bouncing, flying and pulling Download PDF

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CN113741514B
CN113741514B CN202110983909.3A CN202110983909A CN113741514B CN 113741514 B CN113741514 B CN 113741514B CN 202110983909 A CN202110983909 A CN 202110983909A CN 113741514 B CN113741514 B CN 113741514B
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aileron
roll angle
take
control
parameter
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CN113741514A (en
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金波
王庆琥
张瞿辉
崔庆梁
邹阳
王燕
金禹彤
蒋燕
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Chengdu Aircraft Industrial Group Co Ltd
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Chengdu Aircraft Industrial Group Co Ltd
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • 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

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  • Automation & Control Theory (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
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Abstract

The invention discloses a lateral control method for single-side suspension flying and pulling, and belongs to the technical field of aviation flight control. The method comprises the following steps: when the take-off running section is transferred into the take-off pulling front section, the lateral asymmetric aileron compensation quantity is overlapped into an aileron control law structure of the take-off running section; step two: when the front take-off and pull-up section is transferred into the rear take-off and pull-up section, the compensation quantity of the transverse asymmetric aileron is converted into the initial value of the lateral deviation speed integral, and the original rolling angle speed integral term is cancelled. The transverse asymmetric aileron compensation item is added in the take-off and pull-up stage, so that the influence of the transverse unbalanced weight on the unmanned aerial vehicle is weakened, the ground wiping risk of the unmanned aerial vehicle is reduced, the safety of the aircraft is improved, the transverse unbalanced problem caused by the internal factors such as single-side hanging bullet during take-off and pull-up of the unmanned aerial vehicle is solved, and smooth transition is realized.

Description

Lateral control method for single-side hanging, bouncing, flying and pulling
Technical Field
The invention relates to the technical field of aviation flight control, in particular to a lateral control method for single-side suspension, bouncing, flying and pulling.
Background
Generally, when an unmanned aerial vehicle is in a flight test, the unilateral hanging and bouncing flying performance needs to be tested, and in the test subjects, the unmanned aerial vehicle needs to carry out unilateral hanging and bouncing and execute a take-off task.
In general, when a common unmanned aerial vehicle rotates from a take-off running section to take-off and pulls up, the positive value of the take-off running section is changed into a negative value, and the unmanned aerial vehicle starts to lift up. In the process from the moment of taking off and pulling to the moment of leaving the ground of the unmanned aerial vehicle, the unmanned aerial vehicle is affected by lateral asymmetry such as single-side hanging bullets, the compression conditions of left and right landing gear struts of the unmanned aerial vehicle are different, and at the moment, the unmanned aerial vehicle displays a certain rolling angle. When the unmanned aerial vehicle is about to leave the ground, the rolling angle speed is rapidly increased, the rolling angle is increased along with the rolling angle, the rolling angle is influenced by the ground wiping angle and the transverse asymmetric quantity of the unmanned aerial vehicle, the ground wiping risk of the wing of the unmanned aerial vehicle is increased, the unmanned aerial vehicle is not facilitated, and the takeoff safety is difficult to guarantee.
Disclosure of Invention
The invention aims to overcome the defects that in the prior art, when an unmanned aerial vehicle is about to leave the ground, the rolling angle speed is rapidly increased, the rolling angle is increased along with the rapid increase, the ground wiping angle and the transverse direction of the unmanned aerial vehicle are not influenced, the ground wiping risk of the wing of the unmanned aerial vehicle is increased, the unmanned aerial vehicle is not easy to control, and the take-off safety is difficult to ensure, and provides a transverse control method for single-side suspension flying and pulling.
In order to achieve the above object, the present invention provides the following technical solutions:
a lateral control method for single-side suspension bouncing-up and fly-up comprises the following steps:
step one: when the take-off running section is transferred into the take-off pulling front section, the lateral asymmetric aileron compensation quantity is overlapped into an aileron control law structure of the take-off running section;
step two: when the front take-off and pull-up section is transferred into the rear take-off and pull-up section, the compensation quantity of the transverse asymmetric aileron is converted into the initial value of the lateral deflection speed integral, and the original roll angle rate integral term is cancelled.
The take-off running section refers to a stage of the unmanned aerial vehicle from ground taxiing to take-off pulling indicating airspeed after taking off, the take-off pulling front section refers to a stage of the unmanned aerial vehicle from 3 meters away from the gravity center when reaching the take-off pulling indicating airspeed, and the take-off pulling back section refers to a stage of the unmanned aerial vehicle from 3 meters away from the gravity center to 20 meters away from the ground.
By adopting the technical scheme, the transverse asymmetric aileron compensation item is added in the take-off and pull-up stage, the influence of transverse uneven weighing on the unmanned aerial vehicle is weakened, the ground wiping risk of the unmanned aerial vehicle is reduced, the safety of the aircraft is improved, the transverse unbalanced problem caused by the internal factors such as single-side hanging bullet during take-off and pull-up of the unmanned aerial vehicle is solved, and therefore smooth transition is realized.
As a preferable scheme of the invention, the lateral asymmetric aileron compensation quantity is
The control parameterFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g Is a given value of the roll angle rate.
As a preferred embodiment of the present invention, the lateral asymmetric aileron compensation amount further comprisesAnd
the control parameterIs the roll angle proportion parameter, phi is the roll angle, phi g Is a roll angle given value;
the control parameterIntegral parameters for roll angle rate for aileron compensation term。
As a preferred embodiment of the present invention, the first step includes:
the aileron control law structure of the take-off and running section is as follows:
(1) Control parameters inFor roll angle rate damping parameter, +.>For damping term, control parameter->For roll angle ratio control parameter, delta a Is the aileron rudder deflection.
As a preferable scheme of the invention, the take-off running section adopts pure proportion control, a damping item is overlapped, the aileron rudder deflection is calculated, and the aileron control law structure of the whole take-off running section is completed.
As a preferred embodiment of the present invention, the first step further includes:
the aileron control law structure of the takeoff and pull-up front section is as follows:
(2) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g Is a roll angle given value.
As a preferable scheme of the invention, the unmanned aerial vehicle starts to turn into the takeoff and pull-up front section from the takeoff and pull-up front section, and starts to operate the takeoff and pull-up front section aileron controller at the moment, the takeoff and pull-up front section aileron controller tracks the set value of the roll angle in the formula (2) when in operation, adopts pure proportion control, superimposes the damping item, and simultaneously superimposes the transverse asymmetric aileron compensation quantity, wherein the transverse asymmetric aileron compensation quantity is obtained by integrating the roll angle, finally calculates the aileron rudder deflection quantity, and completes the aileron control law structure of the whole takeoff and pull-up front section.
As a preferable scheme of the invention, the unmanned aerial vehicle starts to turn into the takeoff and pull-up front section from the takeoff and pull-up front section, and starts to operate the takeoff and pull-up front section aileron controller at the moment, the takeoff and pull-up front section aileron controller can track the set value of the rolling angle rate in the formula (2) when in operation, and the aileron rudder deflection is finally calculated by adopting integral control and an integral initial value of 0, so that the aileron rudder control law structure of the whole takeoff and pull-up front section is completed.
As a preferred embodiment of the present invention, the second step includes:
the aileron control law structure of the take-off and pull-up rear section is as follows:
(4) In the middle ofFor lateral yaw rate +.>For a given value of lateral deflection speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (5) the control parameter +.>Is the side offset proportion parameter, Y is the side offset,>for a given value of lateral yaw rate, delta a Is the aileron rudder deflection.
As a preferable scheme of the invention, the unmanned aerial vehicle is transferred from the takeoff and lifting front section to the takeoff and lifting rear section, and starts to operate the takeoff and lifting rear section aileron controller at the moment, and when the takeoff and lifting rear section aileron controller operates, the aileron control law structure of the takeoff and lifting rear section is completed by firstly tracking a side offset set value, adopting pure proportion control, calculating a set value of the side offset speed, secondly tracking a set value of the side offset speed and a set value of the track angle, adopting proportion integration and damping control, calculating the set value of the roll angle, finally tracking the set value of the roll angle, adopting proportion damping control, calculating the aileron rudder deflection.
Compared with the prior art, the invention has the beneficial effects that: the transverse asymmetric aileron compensation item is added in the take-off and pull-up stage, so that the influence of the transverse unbalanced weight on the unmanned aerial vehicle is weakened, the ground wiping risk of the unmanned aerial vehicle is reduced, the safety of the aircraft is improved, the transverse unbalanced problem caused by the internal factors such as single-side hanging bullet during take-off and pull-up of the unmanned aerial vehicle is solved, and smooth transition is realized.
Drawings
Fig. 1 is a schematic diagram of a relevant flight phase of an unmanned aerial vehicle during take-off and pull-up according to a lateral control method of single-side suspension and pop-up according to embodiment 1 of the present invention;
FIG. 2 is a schematic diagram of the aileron control law structure of the take-off and run-off section of the lateral control method of single-side suspension flying-up according to embodiment 1 of the present invention;
FIG. 3 is a schematic diagram of the aileron control law structure of the take-off and pull-up front section of the lateral control method of single-side suspension, bounce, fly and pull-up according to embodiment 1 of the present invention;
FIG. 4 is a schematic diagram of the aileron structure control law of the take-off and pull-up rear stage of the lateral control method of single-side suspension, pop-up and pull-up according to embodiment 1 of the present invention;
FIG. 5 is a schematic diagram of the aileron control law structure of the take-off and pull-up front section of a lateral control method for single-side suspension, bounce, fly and pull-up according to embodiment 2 of the present invention;
FIG. 6 is a schematic diagram of the aileron control law structure of the take-off and run-off section of the lateral control method of single-side suspension flying-up according to embodiment 3 of the present invention;
fig. 7 is a schematic diagram of an aileron control law structure of a take-off and pull-up front stage of a lateral control method for single-side suspension, pop-up and pull-up according to embodiment 3 of the present invention.
Detailed Description
The present invention will be described in further detail with reference to test examples and specific embodiments. It should not be construed that the scope of the above subject matter of the present invention is limited to the following embodiments, and all techniques realized based on the present invention are within the scope of the present invention.
Example 1
A lateral control method for single-side suspension bouncing-up and fly-up comprises the following steps:
step one: when the take-off running section is transferred into the take-off pulling front section, the lateral asymmetric aileron compensation quantity is overlapped into an aileron control law structure of the take-off running section;
step two: when the front take-off and pull-up section is transferred into the rear take-off and pull-up section, the compensation quantity of the transverse asymmetric aileron is converted into the initial value of the lateral deviation speed integral, and the original rolling angle speed integral term is cancelled.
The compensation quantity of the transverse asymmetric aileron isSaid control parameter->For the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g Is a given value of the roll angle rate.
As shown in fig. 1, the take-off running section refers to a stage of taking off and pulling up the unmanned aerial vehicle to the take-off and pulling up indicated airspeed after taking off, the take-off and pulling up front section refers to a stage of taking off and pulling up the unmanned aerial vehicle to the gravity center 3 m when the unmanned aerial vehicle reaches the take-off and pulling up indicated airspeed, and the take-off and pulling up rear section refers to a stage of taking off the unmanned aerial vehicle from the gravity center 3 m to the ground 20 m.
The first step comprises the following steps:
as shown in fig. 2, the aileron control law structure of the take-off running section is as follows:
(1) Control parameters inFor roll angle rate damping parameter, +.>For damping term, control parameter->Is the roll angle proportion control parameter, phi is the roll angle, phi g For a roll angle set point, delta a Is the aileron rudder deflection.
And the take-off running section adopts pure proportional control, a damping item is overlapped, the aileron rudder deflection is calculated, and the aileron control law structure of the whole take-off running section is completed.
The first step further comprises:
as shown in fig. 3, the aileron control law structure of the takeoff and pull-up front section is as follows:
(2) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g Is a roll angle given value.
And (3) when the unmanned aerial vehicle reaches the take-off and pull-up indicated airspeed, starting to transfer into the take-off and pull-up front section, and at the moment, starting to operate the take-off and pull-up front section aileron controller, tracking the set value of the roll angle in (2) when the take-off and pull-up front section aileron controller operates, superposing the damping item by adopting pure proportional control, meanwhile, superposing the transverse asymmetric aileron compensation quantity, wherein the transverse asymmetric aileron compensation quantity is obtained by integrating the roll angle, finally calculating the aileron rudder deflection, and completing the aileron control law structure of the whole take-off and pull-up front section.
When the unmanned aerial vehicle reaches the take-off and pull-up indicated airspeed, the unmanned aerial vehicle starts to turn into the take-off and pull-up front section, and at the moment, starts to operate the take-off and pull-up front section aileron controller, and the take-off and pull-up front section aileron controller can track the set value of the roll angle rate in step (2) when in operation, adopts integral control, the integral initial value is 0, and finally calculates the aileron rudder deflection, so that the aileron rudder control law structure of the whole take-off and pull-up front section is completed.
The second step comprises the following steps:
as shown in fig. 4, the aileron control law structure of the take-off and pull-up rear stage is as follows:
(4) In the middle ofTo the lateral shift speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (5) the control parameter +.>Is the side offset proportion parameter, Y is the side offset,>for a given value of lateral yaw rate, delta a Is the aileron rudder deflection.
The unmanned aerial vehicle rotates into the take-off and pull-up rear section when the gravity center is 3 meters away from the ground, at the moment, the take-off and pull-up rear section aileron controller starts to operate, when the take-off and pull-up rear section aileron controller operates, firstly, the set value of the lateral offset distance is tracked, the set value of the lateral offset speed is calculated by adopting pure proportion control, secondly, the set value of the lateral offset speed and the set value of the track angle are tracked, the set value of the roll angle is calculated by adopting proportion integration and damping control, finally, the set value of the roll angle is tracked, the aileron rudder deflection is calculated by adopting proportion and damping control, and the aileron control law structure of the take-off and pull-up rear section is completed.
Example 2
A lateral control method for single-side suspension fly pull-up, which is different from the embodiment,
the compensation quantity of the transverse asymmetric aileron isSaid control parameter->The roll angle ratio parameter, phi is the roll angle, the subscript g represents the given value of the physical quantity, phi g Is a given value of the roll angle.
As shown in fig. 5, the aileron control law structure of the take-off running section is as follows:
(1) Control parameters inIs a roll angle rate resistorNylon parameter, < >>For damping term, control parameter->For roll angle ratio control parameter, delta a Is the aileron rudder deflection.
And the take-off running section adopts pure proportional control, a damping item is overlapped, the aileron rudder deflection is calculated, and the aileron control law structure of the whole take-off running section is completed.
The aileron control law structure of the takeoff and pull-up front section is as follows:
(2) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g Is a roll angle given value.
And (3) when the unmanned aerial vehicle reaches the take-off and pull-up indicated airspeed, starting to transfer into the take-off and pull-up front section, and at the moment, starting to operate the take-off and pull-up front section aileron controller, tracking the roll angle given value in (2) when the take-off and pull-up front section aileron controller operates, adopting pure proportion control, superposing the damping item, simultaneously superposing the transverse asymmetric aileron compensation quantity, wherein the transverse asymmetric aileron compensation quantity is obtained by the roll angle proportion control item, and finally calculating the aileron rudder deflection quantity to complete the aileron control law structure of the whole take-off and pull-up front section.
The aileron control law structure of the take-off and pull-up rear section is as follows:
(4) In the middle ofFor lateral yaw rate +.>For a given value of lateral deflection speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (5) the control parameter +.>Is the side offset proportion parameter, Y is the side offset,>for a given value of lateral yaw rate, delta a Is the aileron rudder deflection.
The unmanned aerial vehicle rotates into the take-off and pull-up rear section when the gravity center is 3 meters away from the ground, at the moment, the take-off and pull-up rear section aileron controller starts to operate, when the take-off and pull-up rear section aileron controller operates, firstly, the set value of the lateral offset distance is tracked, the set value of the lateral offset speed is calculated by adopting pure proportion control, secondly, the set value of the lateral offset speed and the set value of the track angle are tracked, the set value of the roll angle is calculated by adopting proportion integration and damping control, finally, the set value of the roll angle is tracked, the aileron rudder deflection is calculated by adopting proportion and damping control, and the aileron control law structure of the take-off and pull-up rear section is completed.
Example 3
A lateral control method of single-side-hung pop-up and fly-up is different from embodiment 2 in that,
the compensation quantity of the transverse asymmetric aileron isSaid control parameter->For the roll angle rate integral parameter of the aileron compensation term, p is the roll angle rate, the subscript g represents the given value of the physical quantity, and p g Is a given value of the roll angle rate.
As shown in fig. 6, the aileron control law structure of the take-off running section is as follows:
(1) Control parameters inFor roll angle rate damping parameter, +.>For damping term, control parameter->Integrating the control parameter for the roll angle rate, delta a Is the aileron rudder deflection.
And the take-off running section adopts pure integral control, a damping item is overlapped, the aileron rudder deflection is calculated, and the aileron control law structure of the whole take-off running section is completed.
As shown in fig. 7, the aileron control law structure of the takeoff and pull-up front section is as follows:
(2) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g Is a roll angle given value.
And (3) when the unmanned aerial vehicle reaches the take-off and pull-up indicated airspeed, starting to transfer into the take-off and pull-up front section, and at the moment, starting to operate the take-off and pull-up front section aileron controller, tracking the roll angle given value in (2) when the take-off and pull-up front section aileron controller operates, adopting pure proportion control, superposing the damping item, simultaneously superposing the transverse asymmetric aileron compensation quantity, wherein the transverse asymmetric aileron compensation quantity is obtained by the roll angle proportion control item, and finally calculating the aileron rudder deflection quantity to complete the aileron control law structure of the whole take-off and pull-up front section.
The aileron control law structure of the take-off and pull-up rear section is as follows:
(4) In the middle ofFor lateral yaw rate +.>For a given value of lateral deflection speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (5) the control parameter +.>Is the side offset proportion parameter, Y is the side offset,>for a given value of lateral yaw rate, delta a Is the aileron rudder deflection.
The unmanned aerial vehicle rotates into the take-off and pull-up rear section when the gravity center is 3 meters away from the ground, at the moment, the take-off and pull-up rear section aileron controller starts to operate, when the take-off and pull-up rear section aileron controller operates, firstly, the set value of the lateral offset distance is tracked, the set value of the lateral offset speed is calculated by adopting pure proportion control, secondly, the set value of the lateral offset speed and the set value of the track angle are tracked, the set value of the roll angle is calculated by adopting proportion integration and damping control, finally, the set value of the roll angle is tracked, the aileron rudder deflection is calculated by adopting proportion and damping control, and the aileron control law structure of the take-off and pull-up rear section is completed.
The transverse asymmetric aileron compensation item is added in the take-off and pull-up stage, so that the influence of the transverse unbalanced weight on the unmanned aerial vehicle is weakened, the ground wiping risk of the unmanned aerial vehicle is reduced, the safety of the aircraft is improved, the transverse unbalanced problem caused by the internal factors such as single-side hanging bullet during take-off and pull-up of the unmanned aerial vehicle is solved, and smooth transition is realized.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.

Claims (2)

1. The transverse control method for single-side suspension bouncing-up is characterized by comprising the following steps of:
step one: when the take-off running section is transferred into the take-off pulling front section, the lateral asymmetric aileron compensation quantity is added into an aileron control law structure of the take-off running section; step two: when the front take-off and pull-up section is transferred into the rear take-off and pull-up section, the compensation quantity of the transverse asymmetric aileron is converted into the initial value of the lateral offset speed integral, and the original roll angle rate integral item is cancelled;
the compensation quantity of the transverse asymmetric aileron is
Control parametersIs the integral parameter of the rolling angle rate, p is the rolling angle rate, and the subscript g is shown in the tableIndicating a given value of a physical quantity, p g Is a given value of the roll angle rate;
the first step further comprises:
the aileron control law structure of the takeoff and pull-up front section is as follows:
(2) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g For a roll angle set point, control parametersFor roll angle rate damping parameter, control parameter +.>Is a roll angle proportion control parameter;
the second step comprises the following steps:
the aileron control law structure of the take-off and pull-up rear section is as follows:
(4) In the middle ofTo the lateral shift speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (5) the control parameter +.>Is the side offset proportion parameter, Y is the side offset,>for a given value of lateral yaw rate, delta a Is the aileron rudder deflection;
alternatively, the lateral asymmetric aileron compensation amount is
Wherein the control parameterThe roll angle ratio parameter, phi is the roll angle, the subscript g represents the given value of the physical quantity, phi g Is a given value of the roll angle;
the aileron control law structure of the takeoff and pull-up front section is as follows:
(7) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g Is a roll angle given value;
the aileron control law structure of the take-off and pull-up rear section is as follows:
(9) In the middle ofFor lateral yaw rate +.>For a given value of lateral deflection speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (10) the control parameter +.>Is a side offset proportion parameter, Y is a side offset,for a given value of lateral yaw rate, delta a Is the aileron rudder deflection;
alternatively, the lateral asymmetric aileron compensation amount is
The aileron control law structure of the takeoff and pull-up front section is as follows:
(12) Control parameters inFor the integral parameter of the roll angle rate, p is the roll angle rate, the subscript g represents the given value of the physical quantity, p g For a given value of roll angle rate, delta a Is the deflection of the aileron rudder, phi is the roll angle, phi g For a roll angle setpoint, control parameter +.>Integrating parameters for roll angle rate of the aileron compensation term;
the aileron control law structure of the take-off and pull-up rear section is as follows:
(14) In the middle ofTo the lateral shift speed, Y g For a given value of lateral offset, ψ k Is the track angle, ψ kg For a given track angle, the control parameter +.>Control parameter +.>Control parameter +.>Is the track angle proportion parameter, (15) the control parameter +.>Is the side offset proportion parameter, Y is the side offset,>for a given value of lateral yaw rate, delta a Is the aileron rudder deflection.
2. The lateral control method for single-side suspended sprung-up according to claim 1, wherein the unmanned aerial vehicle starts to turn into the takeoff-up front section from the takeoff-off running section, and starts to operate the takeoff-up front section aileron controller at this time, and the takeoff-up front section aileron controller can track the roll angle rate given value in the formula (2) when operating, and the aileron rudder deflection is finally calculated by adopting integral control with the integral initial value of 0, so as to complete the aileron control law structure of the whole takeoff-up front section.
CN202110983909.3A 2021-08-25 2021-08-25 Lateral control method for single-side hanging, bouncing, flying and pulling Active CN113741514B (en)

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