CN113985916B - Aircraft variable thrust engine control distribution method, system, device and storage medium based on pressure closed-loop control - Google Patents
Aircraft variable thrust engine control distribution method, system, device and storage medium based on pressure closed-loop control Download PDFInfo
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Abstract
The invention discloses a control distribution method, a system, a device and a storage medium for an aircraft variable thrust engine based on pressure closed-loop control, wherein the control distribution method specifically comprises the following steps: establishing a six-degree-of-freedom motion model of the aircraft; based on a motion model, a control model of the multi-nozzle variable thrust engine is established, and the variable thrust adjustment is converted into discrete gear adjustment; and constructing a control distribution optimization model based on pressure closed-loop control according to the established motion model and the control model, and performing real-time control distribution on the gear positions of all the spray pipes. The invention realizes the coordinated control of the single combustion chamber and the multiple spray pipes, simultaneously meets the requirements of gesture control and balance of the pressure of the combustion chamber, improves the control effect, and has more stable thrust characteristics of the output of the engine.
Description
Technical Field
The invention belongs to the technical field of aircraft guidance and control, and relates to a method, a system, a device and a storage medium for controlling and distributing an aircraft variable thrust engine based on pressure closed-loop control.
Background
The hunter seat airship is taken as a research object, a variable thrust engine adopted by an escape tower of the hunter seat airship has the characteristics of a single combustion chamber and multiple spray pipes, and the spray pipes are required to be linked in a control period so that the equivalent throat area is unchanged, and the constant combustion chamber pressure is maintained to ensure that the thrust is stable and meets the design expectations. However, the variation of the combustion surface, the ablation of the nozzle, etc. during combustion determine that the pressure is not always constant and needs to be adjusted by closed loop control.
Aiming at the traditional variable thrust engine with a single combustion chamber and a single spray pipe, at present, only a small part of pressure closed loop is realized through closed loop control, but the purpose of the pressure closed loop is to ensure constant thrust and only meet the propelling requirement, and the attitude control of an aircraft adopting the engine adopts a pneumatic rudder or a gas rudder; the variable thrust engine with single combustion chamber and multiple spray pipes has the advantages that on one hand, the pressure intensity needs to be regulated to enable the thrust to be constant, on the other hand, the opening degree of each spray pipe needs to be regulated to meet the real-time attitude control requirement, and the existing control method is difficult to apply.
Disclosure of Invention
In order to solve the problems, the invention provides the control and distribution method for the aircraft variable thrust engine based on pressure closed-loop control, which realizes coordinated control of multiple spray pipes of a single combustion chamber, simultaneously meets the requirements of gesture control and balanced combustion chamber pressure, improves the control effect, and simultaneously has more stable thrust characteristics of engine output.
A second object of the present invention is to provide an aircraft variable thrust engine control distribution system based on pressure closed loop control.
The third object of the invention is to provide an aircraft variable thrust engine control distribution device based on pressure closed-loop control.
A fourth object of the present invention is to provide a computer storage medium.
The technical scheme adopted by the invention is that the aircraft variable thrust engine control distribution method based on pressure closed-loop control is carried out according to the following steps:
s1, establishing a six-degree-of-freedom motion model of an aircraft;
s2, based on a motion model, a control model of the multi-nozzle variable thrust engine is established, and the variable thrust adjustment is converted into discrete gear adjustment;
and S3, constructing a control distribution optimization model based on pressure closed-loop control according to the established motion model and control model, and performing real-time control distribution on the gear positions of all the spray pipes.
Further, in the step S1, the six-degree-of-freedom motion model of the aircraft is:
in the formula, v x ,v y ,v z X, y, z represent velocity and position components of the aircraft in the emission coordinate system;
ω Tx1 ,ω Ty1 ,ω Tz1 three rotational angular velocity components representing the inertial frame of the escape vehicle;
three euler angle components representing the inertial frame of the transmitting aircraft;
G B a directional cosine matrix representing the body coordinate system to the emission coordinate system;
G V a directional cosine matrix representing a speed coordinate system to a transmission coordinate system;
p represents the thrust in the body coordinate system;
X c ,Y c ,Z c the control force component in the body coordinate system is represented, and the subscript c represents control for distinguishing from other variables;
m represents the aircraft mass;
three aerodynamic components in a velocity coordinate system are respectively represented; wherein q represents dynamic pressure of the aircraft, S M Representing a reference area of the aircraft, alpha representingAngle of attack of aircraft, β representing sideslip angle of aircraft, C x Represents the x-axis aerodynamic moment coefficient of the velocity coordinate system,/->Representing the derivative of the aerodynamic coefficient of the y-axis of the velocity coordinate system with respect to the angle of attack>Representing the derivative of the velocity coordinate system y-axis aerodynamic coefficient with respect to sideslip angle;
R 0x ,R 0y ,R 0z a component representing the radial of the emission point geocentric;
g′ r ,g ωe two components representing gravitational acceleration;
ω ex ,ω ey ,ω ez representing the earth rotation angular velocity component;
ω e indicating the rotational angular velocity of the earth;
r represents a geocentric vector;
for differentiation;
a ij (i=1, 2,3, j=1, 2, 3) represents the transformation matrix of the linked acceleration in the emission coordinate system;
b ij (i=1, 2,3, j=1, 2, 3) represents the conversion matrix of the coriolis acceleration in the transmission coordinate system;
x 1e representing the distance from the aircraft centroid to the nozzle outlet center point;
I x1 ,I y1 ,I z1 representing moment of inertia;
and->Represents aerodynamic moment;
representing the pneumatic damping moment;
l k representing a reference length of the aircraft,representing the partial derivative of the aerodynamic moment of the x-axis with respect to the rotational angular velocity of the x-axis in the coordinate system of the aircraft body,/->Representing the partial derivative of the aerodynamic moment of the y axis in the coordinate system of the aircraft body with respect to the rotational angular velocity of the y axis,representing the partial derivative of the aerodynamic moment of the z-axis in the coordinate system of the aircraft body with respect to the rotational angular velocity of the z-axis,/->Representing the partial derivative of the aerodynamic moment of the y-axis in the coordinate system of the aircraft body with respect to the sideslip angle +.>Representing the partial derivative of the z-axis aerodynamic moment in the coordinate system of the aircraft body to the attack angle;
Mc x 、Mc y 、Mc z control moments representing actual outputs of the roll channel, yaw channel and pitch channel.
Further, the step S2 specifically includes:
s21, the actual output control moment of the variable thrust engine is as follows:
wherein N represents the number of gears contained in the regulating valve of each spray pipe of the variable thrust engine from full open to full closed, N gj The corresponding gear is shown when the spray pipe j is actually opened, j is the spray pipe number, j=1, 2, …, n and g are gears; mc xj Representing the control moment along the rolling channel direction output by the full-open spray pipe j, mc yj Representing the control moment along the yaw path direction output by the full-open nozzle j, mc zj The control moment along the pitch channel direction output when the spray pipe j is fully opened is represented;
s22, the sum N of all gear positions for opening the spray pipes g Constant, so that the combustion chamber pressure is constant, see formula (16):
by adjusting discrete gear N gj And the variable thrust adjustment is realized.
Further, the step S3 specifically includes:
s31, calculating a required control moment according to the attitude angle deviation and the angular rate deviation:
in the formula (17), the amino acid sequence of the compound,and->The required control moments, Δψ, represent yaw angle deviation, α and α, respectively represent roll channel direction, yaw channel direction and pitch channel direction cmd Angle of attack and trim angle of attack, respectively, +.>Represents the change rate of attack angle, K py ,K dy1 ,K dy2 ,K pz ,K dz Representing control parameters;
s32, constructing a control optimization model containing constraint based on the variable thrust engine control model, wherein the control optimization model is represented by a formula (18):
in the method, in the process of the invention,a control required torque indicating the corresponding direction is obtained according to the formula (17); mc i The control moment which is actually output in the corresponding direction is shown in formulas (13) - (15); k (K) i Representing corresponding weight coefficients, and adjusting according to a specific model and the optimal intention duty ratio of three channels of rolling, yawing and pitching;
combining formulas (18), (13) - (15) yields formula (19):
converting the formula (18) into an integer programming model containing equality constraint, and solving the integer programming model to obtain a real-time gear N of corresponding gears when all spray pipes are in actual opening states gj And carrying out real-time control distribution on the gear positions of all the spray pipes.
Further, the regulating valve is a pintle regulating valve or a sector regulating valve.
An aircraft variable thrust engine control distribution system based on pressure closed loop control, comprising:
the motion model construction module is used for building a six-degree-of-freedom motion model of the aircraft;
the control model construction module is used for building a control model of the multi-nozzle variable thrust engine based on the motion model and converting the variable thrust adjustment into discrete gear adjustment;
and the control distribution module is used for constructing a control distribution optimization model based on pressure closed-loop control according to the established motion model and the control model and carrying out real-time control distribution on the gear positions of all the spray pipes.
The aircraft variable thrust engine control distribution device based on pressure closed-loop control is realized by adopting the method.
A computer storage medium having stored therein at least one program instruction that is loaded and executed by a processor to implement the method described above.
The beneficial effects of the invention are as follows:
according to the invention, a six-degree-of-freedom motion model and a single-combustion-chamber multi-nozzle variable-thrust engine model are established, the control problem of opening a corresponding regulating valve of a nozzle is researched according to the characteristics of the single-combustion-chamber multi-nozzle variable-thrust engine of an aircraft, the problem of engine regulating valve motion is converted into a nonlinear integer programming problem, and then the control distribution is realized by adopting an optimization algorithm in combination with the pressure closed-loop control requirement. The existing part of research introduces the concept of closed-loop control for the purpose of balancing pressure, but the proposed closed-loop control is only for guaranteeing pressure balance and cannot adapt to the requirements of attitude control.
Aiming at the variable thrust engine with a single combustion chamber and multiple spray pipes, the invention simultaneously realizes the function of balancing pressure of the engine under the condition of meeting the requirements of attitude control, can simultaneously complete two requirements of constant pressure and attitude control by controlling the regulation of the spray pipes of the engine, does not need to additionally increase other control means such as control surfaces, improves the integrated design capacity of an aircraft and the engine, simplifies multiple designs such as pneumatic layout, structural mechanisms, heat prevention, weight reduction and the like, lightens the weight of the aircraft, optimizes and improves the control efficiency, and ensures that the engine obtains more flexible control effect in the attitude control.
The control distribution method of the variable thrust engine of the aircraft can be directly applied to the control distribution scene of the variable thrust engine, has obvious improvement on the control effect, has more stable thrust characteristic of engine output, and effectively reduces the thrust uncertainty caused by pressure change in the working process of the traditional engine. The method has guiding significance for the coordinated control of the engine with similar configuration, and can be directly adopted to realize the control distribution for the application scenes of the bullet, the arrow and the like adopting the variable thrust engine configuration.
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In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a block flow diagram of a method for controlling and distributing a variable thrust engine for an aircraft in accordance with an embodiment of the present invention.
FIG. 2 is a simulation result of the normal operation of all nozzles in example 2 of the present invention.
FIG. 3 is a simulation result in the case of the nozzle No. 1 failure in the embodiment 2 of the present invention.
FIG. 4 is a simulation result of the normal operation of all nozzles in example 3 of the present invention.
Detailed Description
The technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention, and it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the case of example 1,
the aircraft variable thrust engine control distribution method based on pressure closed-loop control is specifically carried out according to the following steps:
s1, establishing a six-degree-of-freedom motion model of an aircraft;
the six-degree-of-freedom motion model of the aircraft is as follows:
in the formula, v x ,v y ,v z X, y, z represent velocity and position components of the aircraft in the emission coordinate system;
ω Tx1 ,ω Ty1 ,ω Tz1 three rotational angular velocity components representing the inertial frame of the escape vehicle;
three euler angle components representing the inertial frame of the transmitting aircraft;
G B a directional cosine matrix representing the body coordinate system to the emission coordinate system;
G V a directional cosine matrix representing a speed coordinate system to a transmission coordinate system;
p represents the thrust in the body coordinate system;
X c ,Y c ,Z c the control force component in the body coordinate system is represented, and the subscript c represents control for distinguishing from other variables;
m represents the aircraft mass;
three aerodynamic components in a velocity coordinate system are respectively represented; wherein q represents dynamic pressure of the aircraft, S M Representing a reference area of the aircraft, alpha representing an angle of attack of the aircraft, beta representing a sideslip angle of the aircraft, C x Represents the x-axis aerodynamic moment coefficient of the velocity coordinate system,/->Representing the derivative of the aerodynamic coefficient of the y-axis of the velocity coordinate system with respect to the angle of attack>Representing the y-axis of the velocity coordinate systemDerivative of aerodynamic coefficient with respect to sideslip angle.
R 0x ,R 0y ,R 0z A component representing the radial of the emission point geocentric;
g′ r ,g ωe two components representing gravitational acceleration;
ω ex ,ω ey ,ω ez representing the earth rotation angular velocity component;
ω e indicating the rotational angular velocity of the earth;
r represents a geocentric vector;
for differentiation;
a ij (i=1, 2,3, j=1, 2, 3) represents the transformation matrix of the linked acceleration in the emission coordinate system;
b ij (i=1, 2,3, j=1, 2, 3) represents the conversion matrix of the coriolis acceleration in the transmission coordinate system;
x 1e representing the distance from the aircraft centroid to the nozzle outlet center point;
I x1 ,I y1 ,I z1 representing moment of inertia;
and->Represents aerodynamic moment;
representing the pneumatic damping moment;
l k representing a reference length of the aircraft,representing the partial derivative of the aerodynamic moment of the x-axis with respect to the rotational angular velocity of the x-axis in the coordinate system of the aircraft body,/->Representing the partial derivative of the aerodynamic moment of the y axis in the coordinate system of the aircraft body with respect to the rotational angular velocity of the y axis,representing the partial derivative of the aerodynamic moment of the z-axis in the coordinate system of the aircraft body with respect to the rotational angular velocity of the z-axis,/->Representing the partial derivative of the aerodynamic moment of the y-axis in the coordinate system of the aircraft body with respect to the sideslip angle +.>Representing the partial derivative of the z-axis aerodynamic moment with respect to the angle of attack in the aircraft body coordinate system.
S2, based on the motion model, a variable thrust engine control model is established;
s21, referring to a attitude control solid engine model of the hunter seat airship, namely a single combustion chamber 8 spray pipe structure, wherein each spray pipe corresponds to a pintle regulating valve or a sector regulating valve respectively. 8 spray pipes are evenly distributed on the circumference of the engine, each regulating valve can realize the regulation from full opening to full closing, each spray pipe is identical in structure and performance, N represents the number of gears contained in the regulating valve of each spray pipe from full opening to full closing, the spray pipes are numbered 1,2 in sequence, 8, and the corresponding gear is N when each spray pipe is in an actual opening state gj (j=1, 2,., 8) and satisfies N gj =0, 1,..n-1; g represents a gear, and has no special meaning. Mc xj Representing the control moment along the rolling channel direction output by the full-open spray pipe j, mc yj Representing the control moment along the yaw path direction output by the full-open nozzle j, mc zj The control moment along the pitch channel direction output when the spray pipe j is fully opened is represented;
the control torque actually output is therefore:
mc in formulas (13) - (15) x 、Mc y 、Mc z And Mc in formulas (7) - (9) x 、Mc y 、Mc z Substantially identical, mc x 、Mc y 、Mc z Control moments representing actual outputs of the roll channel, yaw channel and pitch channel.
S22, the variable thrust solid rocket engine can influence the pressure of the combustion chamber when changing the equivalent throat area, and the change of the pressure can influence the stability of the maximum thrust. In order to stabilize the maximum thrust of the single combustion chamber multi-nozzle, the pressure of the combustion chamber needs to be constant. It is therefore necessary to keep the sum of the equivalent throat areas of the 8 nozzles unchanged. Corresponding to the sum N of the gear positions of 8 spray pipes g Constant, then there are:
a simplified mathematical model is built for a variable thrust engine with a single combustion chamber and multiple spray pipes, and discrete gear N is adjusted gj The variable thrust adjustment is realized, the variable thrust adjustment can be converted into discrete gear adjustment, the objective rule of the engine is met, and the optimization solution is facilitated. The number of nozzles may be other than 8 nozzles.
S3, performing control distribution based on pressure closed-loop control;
s31, the control law adopts a PD control design thought, and the required control moment is calculated according to the attitude angle deviation and the angular rate deviation:
in the formula (17), the amino acid sequence of the compound,and->The required control moments for roll channel (x-direction), yaw channel (y-direction) and pitch channel (z-direction) are denoted respectively, Δψ represents yaw angle bias, α and α cmd Angle of attack and trim angle of attack, respectively, +.>Representing the rate of change of angle of attack, which can be generally calculated by subtracting the rate of change of pitch angle and ballistic tilt angle from each other py ,K dy1 ,K dy2 ,K pz ,K dz Representing control parameters in the control law, the determination of which is regulated by mathematical simulation.
According to the design thought of the gesture controller, the pressure closed-loop control of the outer ring mainly detects the pressure change condition through the pressure sensor, and the total throat area is adjusted to maintain the pressure constant. Because the pressure and the thrust are closely related, the change of the pressure directly affects the control force and the control moment generated by the attitude control engine, the pressure is required to be kept constant to maintain the control capability relatively stable, and the real-time change of the total throat area is required to be correspondingly regulated, namely N in the formula (16) g Is a value that changes in real time and is not constant.
S32, based on the description of the variable thrust engine, constructing the following control optimization model containing constraints:
in the method, in the process of the invention,indicating the control required torque in the corresponding direction (x, y, z), according to equation (17) Obtaining; mc i Representing the control moment actually output in the corresponding direction (x, y, z), see formulas (13) - (15); k (K) i Representing corresponding weight coefficients, adjusting according to a specific model and the optimal intention duty ratio of three channels of rolling, yawing and pitching, wherein the default can be set to be a constant value of 1; in the formula (18) sign' I 2 "means 2-norm; minJ represents the minimum value taken on functional J.
Further, the problem described in equation (18) can be converted into an integer programming model with equality constraints as follows:
solving the integer programming model to obtain a real-time gear N corresponding to the gear when all spray pipes are in actual opening states gj And carrying out real-time control distribution on the gear positions of all the spray pipes. The optimization problem in equation (19) is also a variable parameter, requiring real-time optimization solution. Only if the model is fully analyzed, the accurate mathematical modeling can be completed and written into the expression form of the optimization problem, and the solving method is known in the art. By adjusting K if there is more demand for pitch control or yaw control i Numerical values, changing the weights of different channels.
The solution integer programming problem is a discrete optimization problem, and the nonlinear integer programming is variable in form, so that the adopted optimization algorithm is also various. Solving the nonlinear programming problem based on matlab or other optimization tool pack/algorithm by variationally adjusting the integer programming to the equality constraint that the variable modulo 1 is 0, the integer programming problem can be solved, with specific solving methods known in the art.
In the case of example 2,
the control allocation method provided in example 1 was verified by simulation with a hunter seat-like escape aircraft as the object.
Parameter selection: k (K) i (i＝x,y,z)，K x ＝1，K y ＝1，K z ＝1.2；N＝101，K py ＝-4.0，K dy1 ＝-7.2，K dy2 ＝-3.5，K pz ＝10.0，K dz When the escape aircraft flies along a given trajectory, the simulation results are shown in fig. 2-3. Wherein fig. 2 is an example of normal operation, fig. 3 shows an example of use of a nozzle in case of failure (the meanings of the horizontal and vertical coordinates are the same as those of fig. 2), and the failure condition selected in fig. 3 is a case that the nozzle No. 1 is completely inoperable; as can be seen from fig. 3, the operation can still be completed in case of a failure of one of the nozzles.
In the case of example 3,
step S1, step S2 is the same as in example 2, and the optimization method is not adopted in step S3, i.e., the optimization form in formula (18) is not adopted in step S32, but only the constraint is retained:the parameters were selected in the same manner as in example 2, and the simulation results are shown in fig. 4. Fig. 4 is an example of normal operation. In fig. 2, compared to fig. 4, fig. 2 is less full or no jet (i.e., 1 or 0 is touched) and has a significantly shorter duration due to the optimal solution. The method of example 3 does not allow for intuitive finding of the solution in case of nozzle failure.
The existing closed-loop control is only aimed at an engine model, mainly aims at a variable thrust engine with a single combustion chamber and a single spray pipe, is often used for propelling power, does not consider the whole flying situation, namely does not pay attention to an aircraft model, cannot meet the requirements of attitude control, and does not relate to control distribution, namely cannot realize control distribution. In the embodiment of the invention, the integral flight condition is considered in the step S1, and the step S2 aims at the pressure closed-loop control of the variable thrust engine such as the single combustion chamber multi-nozzle engine, and the functional positioning of the engine is determined differently according to the different engine forms; the quantity of the spray pipes is large, the control requirement is only torque required for control in three directions, the control distribution is combined, the spray pipes can be used for gesture control, meanwhile, the requirements of gesture control and balance of the pressure of the combustion chamber are met, the control effect is improved, and the thrust characteristic of the output of the engine is more stable.
The aircraft variable thrust engine control distribution method based on pressure closed-loop control according to the embodiment of the invention can be stored in a computer readable storage medium if the aircraft variable thrust engine control distribution method is realized in the form of a software functional module and sold or used as an independent product. Based on such understanding, the technical solution of the present invention may be embodied essentially or partly in the form of a software product stored in a storage medium, comprising instructions for causing a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method for controlling and distributing a variable thrust engine of an aircraft based on closed-loop control under pressure according to the embodiments of the present invention. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk, etc.
The foregoing description is only of the preferred embodiments of the present invention and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.
Claims (5)
1. The aircraft variable thrust engine control distribution method based on pressure closed-loop control is characterized by comprising the following steps of:
s1, establishing a six-degree-of-freedom motion model of an aircraft;
s2, based on a motion model, a control model of the multi-nozzle variable thrust engine is established, and the variable thrust adjustment is converted into discrete gear adjustment;
s3, constructing a control distribution optimization model based on pressure closed-loop control according to the established motion model and control model, and performing real-time control distribution on gear positions of all spray pipes;
in the step S1, the six-degree-of-freedom motion model of the aircraft is:
in the formula, v x ,v y ,v z X, y, z represent velocity and position components of the aircraft in the emission coordinate system;
ω Tx1 ,ω Ty1 ,ω Tz1 three rotational angular velocity components representing the inertial frame of the escape vehicle;
ψ T ,γ T three euler angle components representing the inertial frame of the transmitting aircraft;
G B a directional cosine matrix representing the body coordinate system to the emission coordinate system;
G V a directional cosine matrix representing a speed coordinate system to a transmission coordinate system;
p represents the thrust in the body coordinate system;
X c ,Y c ,Z c the control force component in the body coordinate system is represented, and the subscript c represents control for distinguishing from other variables;
m represents the aircraft mass;
C x qS M ,three aerodynamic components in a velocity coordinate system are respectively represented; wherein q represents dynamic pressure of the aircraft, S M Representing a reference area of the aircraft, alpha representing an angle of attack of the aircraft, beta representing a sideslip angle of the aircraft, C x Represents the x-axis aerodynamic moment coefficient of the velocity coordinate system,/->Representing the derivative of the aerodynamic coefficient of the y-axis of the velocity coordinate system with respect to the angle of attack>Representing the derivative of the velocity coordinate system y-axis aerodynamic coefficient with respect to sideslip angle;
R 0x ,R 0y ,R 0z a component representing the radial of the emission point geocentric;
g′ r ,g ωe two components representing gravitational acceleration;
ω ex ,ω ey ,ω ez representing the earth rotation angular velocity component;
ω e indicating the rotational angular velocity of the earth;
r represents a geocentric vector;
for differentiation;
a ij (i=1, 2,3, j=1, 2, 3) represents the transformation matrix of the linked acceleration in the emission coordinate system;
b ij (i=1, 2,3, j=1, 2, 3) represents the conversion matrix of the coriolis acceleration in the transmission coordinate system;
x 1e representing the distance from the aircraft centroid to the nozzle outlet center point;
I x1 ,I y1 ,I z1 representing moment of inertia;
and->Represents aerodynamic moment;
representing the pneumatic damping moment;
l k representing a reference length of the aircraft,representing the partial derivative of the aerodynamic moment of the x-axis with respect to the rotational angular velocity of the x-axis in the coordinate system of the aircraft body,/->Representing the partial derivative of the aerodynamic moment of the y-axis in the coordinate system of the aircraft body with respect to the rotational angular velocity of the y-axis,/->Representing the partial derivative of the aerodynamic moment of the z-axis in the coordinate system of the aircraft body with respect to the rotational angular velocity of the z-axis,/->Representing the partial derivative of the aerodynamic moment of the y-axis in the coordinate system of the aircraft body with respect to the sideslip angle +.>Representing the partial derivative of the z-axis aerodynamic moment in the coordinate system of the aircraft body to the attack angle;
Mc x 、Mc y 、Mc z control moments representing actual outputs of the roll channel, yaw channel and pitch channel;
the step S2 specifically comprises the following steps:
s21, the actual output control moment of the variable thrust engine is as follows:
wherein N represents a variationThe number of gears, N, contained by the regulating valve of each spray pipe of the thrust engine from full open to full closed gj The corresponding gear is shown when the spray pipe j is actually opened, j is the spray pipe number, j=1, 2, …, n and g are gears; mc xj Representing the control moment along the rolling channel direction output by the full-open spray pipe j, mc yj Representing the control moment along the yaw path direction output by the full-open nozzle j, mc zj The control moment along the pitch channel direction output when the spray pipe j is fully opened is represented;
s22, the sum N of all gear positions for opening the spray pipes g Constant, so that the combustion chamber pressure is constant, see formula (16):
by adjusting discrete gear N gj Realizing variable thrust adjustment;
the step S3 specifically comprises the following steps:
s31, calculating a required control moment according to the attitude angle deviation and the angular rate deviation:
in the formula (17), the amino acid sequence of the compound,and->The required control moments, Δψ, represent yaw angle deviation, α and α, respectively represent roll channel direction, yaw channel direction and pitch channel direction cmd Angle of attack and trim angle of attack, respectively, +.>Represents the change rate of attack angle, K py ,K dy1 ,K dy2 ,K pz ,K dz Representation ofControlling parameters;
s32, constructing a control optimization model containing constraint based on the variable thrust engine control model, wherein the control optimization model is represented by a formula (18):
in the method, in the process of the invention,a control required torque indicating the corresponding direction is obtained according to the formula (17); mc i The control moment which is actually output in the corresponding direction is shown in formulas (13) - (15); k (K) i Representing corresponding weight coefficients, and adjusting according to a specific model and the optimal intention duty ratio of three channels of rolling, yawing and pitching;
combining formulas (18), (13) - (15) yields formula (19):
converting the formula (18) into an integer programming model containing equality constraint, and solving the integer programming model to obtain a real-time gear N of corresponding gears when all spray pipes are in actual opening states gj And carrying out real-time control distribution on the gear positions of all the spray pipes.
2. The aircraft variable thrust engine control distribution method based on pressure closed-loop control according to claim 1, wherein the regulating valve is a pintle regulating valve or a sector regulating valve.
3. An aircraft variable thrust engine control distribution system based on pressure closed-loop control, characterized in that an aircraft variable thrust engine control distribution method based on pressure closed-loop control as claimed in claim 1 is adopted, comprising:
the motion model construction module is used for building a six-degree-of-freedom motion model of the aircraft;
the control model construction module is used for building a control model of the multi-nozzle variable thrust engine based on the motion model and converting the variable thrust adjustment into discrete gear adjustment;
and the control distribution module is used for constructing a control distribution optimization model based on pressure closed-loop control according to the established motion model and the control model and carrying out real-time control distribution on the gear positions of all the spray pipes.
4. Aircraft variable thrust engine control distribution device based on pressure closed-loop control, characterized in that it is realized by a method according to any one of claims 1-2.
5. A computer storage medium having stored therein at least one program instruction that is loaded and executed by a processor to implement the method of any of claims 1-2.
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