CN114415706A - Large aircraft pitch angle maintaining control algorithm - Google Patents
Large aircraft pitch angle maintaining control algorithm Download PDFInfo
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- CN114415706A CN114415706A CN202111682196.3A CN202111682196A CN114415706A CN 114415706 A CN114415706 A CN 114415706A CN 202111682196 A CN202111682196 A CN 202111682196A CN 114415706 A CN114415706 A CN 114415706A
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- 238000012423 maintenance Methods 0.000 claims description 10
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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
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
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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
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Abstract
The invention belongs to the technical field of aviation, and relates to a large-scale airplane pitch angle maintaining control algorithm, which comprises the following steps: acquiring the rod force and displacement of the airplane steering column; when the rod force and the displacement meet preset values, a pitch angle maintaining function of the airplane is switched on, and the current pitch angle of the airplane is obtained; acquiring a target pitch angle of the airplane based on the current pitch angle; acquiring a difference value between a current pitch angle and a target pitch angle; based on the pitch angle maintaining function and the difference value, acquiring an instruction generated by a proportional channel through a proportional control and amplitude limiter and acquiring an instruction generated by an integral channel through an integral control and amplitude limiter; and controlling the pitching angle of the airplane through an elevator channel of the airplane based on the instruction generated by the proportional channel and the instruction generated by the integral channel. The application can greatly reduce the operation burden of the driver and save the physical power of the pilot in the flight task during the long-range remote navigation.
Description
Technical Field
The invention belongs to the technical field of aviation, and relates to a large aircraft pitch angle maintaining control algorithm.
Background
Some airplanes need to keep a fixed pitch attitude angle for a long time to fly in the task of executing a long voyage and a long voyage, and the pitch angle keeping function can automatically keep an expected pitch angle under the condition of not needing the operation of a pilot, so that the operation burden of the pilot is effectively reduced. The invention enters the pitch angle maintaining function by taking the steering column force and the column displacement signal as input signals, records the pitch angle at the current moment as the target pitch angle expected to be maintained, and enables the airplane to fly in a fixed pitch attitude under the condition of no operation.
Disclosure of Invention
In order to solve the above problem, the present application provides a large aircraft pitch angle maintenance control algorithm, including:
step S1: acquiring the rod force and displacement of the airplane steering column;
step S2; when the rod force and the displacement meet preset values, a pitch angle maintaining function of the airplane is switched on, and the current pitch angle of the airplane is obtained; acquiring a target pitch angle of the airplane based on the current pitch angle;
step S3; acquiring a difference value between a current pitch angle and a target pitch angle;
step S4: based on the pitch angle maintaining function and the difference value, acquiring an instruction generated by a proportional channel through a proportional control and amplitude limiter and acquiring an instruction generated by an integral channel through an integral control and amplitude limiter;
step S5: and controlling the pitching angle of the airplane through an elevator channel of the airplane based on the instruction generated by the proportional channel and the instruction generated by the integral channel.
Preferably, the preset values in step S2 specifically include: when the steering column force signal is normal, the preset value comprises: the force of the left steering column rod and the force of the left steering column rod are both less than or equal to 20N, the displacement of the steering column rod is less than 3.5mm, and 8 beats are continuously carried out in the state; when the steering column force signal is in fault and the steering column force signal is in fault, the preset value comprises: the rod displacement vote value was less than 3.5mm and continued for 8 beats in this state.
Preferably, the proportional channel generated command of step S4 has the following relationship:
DNY_PIT_POS＝K1×(PITCH_COM-PITCH_D)
wherein K1 is the gain of the proportional channel, the quickness of the control process can be changed by adjusting K1, and PITCH _ COM-PITCH _ D is the difference value between the current PITCH angle and the target PITCH angle.
In addition, the proportional control value is 1, and the integral channel value is-1.
Preferably, the command generated by the integration channel in step S4 has the following relationship:
DNY_PIT_INT＝K2×∫(PITCH_COM-PITCH_D)
wherein, K2 is the integral channel gain, and the accuracy of the control result can be changed by adjusting K2. The PITCH _ COM-PITCH _ D is the difference between the current PITCH angle and the target PITCH angle, the value of the other integral control is 0.005, and the value of the amplitude limiter is-0.005.
Preferably, in step S5, based on the instruction generated by the proportional channel and the instruction generated by the integral channel, the pitch angle of the aircraft is controlled through an elevator channel of the aircraft, specifically: adding the instructions of the proportional channel and the integral channel of the pitch angle maintaining function to obtain a total instruction output by the pitch angle maintaining function, transmitting the total instruction to an elevator channel, and controlling the pitch angle of the airplane by the elevator channel based on the total instruction
The advantages of the present application include: the pitch angle maintaining control algorithm judges whether to switch on the pitch angle maintaining function or not through the force of the steering column and the displacement of the steering column, if the aircraft is in a rod-loosening state, the aircraft automatically keeps an expected pitch attitude for flying, the operation burden of a pilot is greatly reduced, and the physical power of the pilot is saved in a flying task during large-range remote navigation. In addition, the algorithm adopts a proportional-integral control algorithm, and the rapidity and the accuracy of control can be ensured by adjusting the gains of a proportional control channel and an integral control channel, so that the pitch angle maintaining function has a better control effect and higher flight quality.
Drawings
FIG. 1 is a schematic diagram of the pitch angle maintenance function switch-on logic diagram design of the present invention;
FIG. 2 is a schematic diagram of a pitch sampling structure design of the present invention;
FIG. 3 is a diagram of the target pitch angle establishment process of the present invention;
fig. 4 is a schematic diagram of the design of the pitch angle maintenance function control algorithm of the present invention.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all embodiments of the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
The present invention first determines whether or not to turn on the pitch angle maintaining function by a left/right column force signal (F _ PIT _ L, F _ PIT _ R) and a left/right column displacement signal (D _ PIT _ L, D _ PIT _ R).
If the on-condition is met (PIT _ HOLD _ ST is 1), the aircraft is operated to present a rod-releasing state, the PITCH angle at the moment is taken as a target PITCH angle (PITCH _ COM) which is expected to be maintained, when the PITCH angle maintaining function is on, the actual PITCH angle (PITCH _ D) at each moment is compared with the target PITCH angle (PITCH _ COM), a control command (DNY _ PIT _ POS) of a proportional channel and a control command (DNY _ PIT _ INT) of an integral channel are calculated through formulas [6] and [7] by using a proportional-integral control method, and finally, a total command (DNY _ PIT) which is output to the elevator by the PITCH angle maintaining function is obtained through a formula [8 ].
The proportional channel and the integral channel of the pitch angle maintaining function adjust the control effect by adjusting gains (K1 and K2), and respectively control the instruction authority of the function by amplitude limiting.
The specific operation is as follows:
1. the steering column force signal and steering column displacement signal are used to turn on the pitch angle maintenance function. The conditions for determining the turn-on condition in each case are shown in FIGS. 1 to 2.
When all the steering column force signals are normal
If the left steering column force F _ PIT _ L and the left steering column force F _ PIT _ R are both less than or equal to 20N and the minimum steering column displacement is less than 3.5mm, and the flight control system continues to perform 8 beats in this state, the flight control system turns on the pitch angle maintaining function, that is, PIT _ HOLD _ ST is 1.
When there is a certain steering column force signal fault
When the stick displacement vote value D _ PIT is satisfied and is less than 3.5mm, and 8 beats continue in this state, the flight control system turns on the pitch angle maintenance function, i.e., PIT _ HOLD _ ST is 1.
D_PIT_SW＝|D_PIT|<3.5mm [3]
2. After the PITCH angle maintaining function is switched on, as shown in fig. 3, the PITCH angle at the current moment is acquired and is used as a target PITCH angle PITCH _ COM to be maintained through a limiter (PITCH _ LIMU, PITCH _ LIMTD), and the main purpose is that the aircraft still maintains the current PITCH angle attitude and keeps the current PITCH angle attitude unchanged under the condition that the steering column is loose.
Wherein, the value of the PITCH _ LIMU is 20, and the value of the PITCH _ LIMD is-20.
3. After the target PITCH angle PITCH _ COM which is expected to be maintained is obtained according to the step 2, the difference value is made between the target PITCH angle PITCH _ COM and the PITCH angle PITCH _ D of the current state of the airplane, and a command DNY _ PITCH _ POS generated by the PITCH angle maintaining function in a proportional channel can be obtained through a proportional control and limiter (DNY _ PITCH _ POS _ LIMU, DNY _ PITCH _ POS _ LIMD).
DNY_PIT_POS＝K1×(PITCH_COM-PITCH_D) [6]
Wherein, K1 is the gain of the proportional channel, and the rapidity of the control process can be changed by adjusting K1. In addition, DNY _ PIT _ POS _ LIMU takes a value of 1, and DNY _ PIT _ POS _ LIMD takes a value of-1.
4. And (4) performing integral control according to the difference obtained in the step three: the command DNY _ PIT _ INT generated by the pitch angle maintaining function in an integral channel can be obtained through an integral control and limiter (DNY _ PIT _ INT _ LIMU, DNY _ PIT _ INT _ LIMD), and steady-state errors are eliminated.
DNY_PIT_INT＝K2×∫(PITCH_COM-PITCH_D) [7]
Wherein, K2 is the integral channel gain, and the accuracy of the control result can be changed by adjusting K2. In addition, DNY _ PIT _ POS _ LIMU takes a value of 0.005, and DNY _ PIT _ POS _ LIMD takes a value of-0.005.
The total instruction output by the pitch angle maintaining function is obtained by adding the instructions of the proportional channel and the integral channel of the pitch angle maintaining function, and is sent to the elevator channel for pitch angle control, as shown in fig. 4.
DNY_PIT＝DNY_PIT_POS+DNY_PIT_INT [8]
Wherein: inputting a left steering column force signal (F _ PIT _ L); inputting a right column force signal (F _ PIT _ R); inputting a signal left steering column displacement signal (D _ PIT _ L); inputting a signal right steering column displacement signal (D _ PIT _ R); a left drive hold force sensor FAULT signal (FAULT _ F _ PIT _ L); a right drive hold force sensor FAULT signal (FAULT _ F _ PIT _ R); a left drive-in displacement sensor FAULT signal (FAULT _ D _ PIT _ L); a right drive position sensor FAULT signal (FAULT _ D _ PIT _ R); a driving position displacement voting signal (D _ PIT); outputting a signal pitch angle holding function on signal (PIT _ HOLD _ ST); inputting the PITCH angle (PITCH _ D) of the current state of the intermediate variable according to the judgment result (D _ PIT _ SW) of the state of each beat of the steering column of the intermediate variable; a pitch angle maintenance function on signal (PIT _ HOLD _ ST); a target roll angle limiter upper and lower limits (PITCH _ LIMU, PITCH _ LIMTD) desired to be maintained, an input signal left steering column force signal (F _ PIT _ L); inputting a right column force signal (F _ PIT _ R); inputting a signal left steering column displacement signal (D _ PIT _ L); inputting a signal right steering column displacement signal (D _ PIT _ R); inputting a PITCH angle (PITCH _ D) of the current state of the signal; outputting a gain coefficient (K1) of the intermediate variable proportional control channel of the command (DNY _ PIT) generated by the signal roll angle holding function; integrating a gain factor (K2) of the control channel; a control command (DNY _ PIT _ POS) for the proportional channel; a control command (DNY _ PIT _ INT) for the integration channel; the upper and lower limits of the limiter in the proportional channel (DNY _ PIT _ POS _ LIMU, DNY _ PIT _ POS _ LIMD) and the upper and lower limits of the limiter in the integral channel (DNY _ PIT _ INT _ LIMU, DNY _ PIT _ INT _ LIMD).
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (5)
1. A large aircraft pitch angle maintenance control algorithm, comprising:
step S1: acquiring the rod force and displacement of the airplane steering column;
step S2; when the rod force and the displacement meet preset values, a pitch angle maintaining function of the airplane is switched on, and the current pitch angle of the airplane is obtained; acquiring a target pitch angle of the airplane based on the current pitch angle;
step S3; acquiring a difference value between a current pitch angle and a target pitch angle;
step S4: based on the pitch angle maintaining function and the difference value, acquiring an instruction generated by a proportional channel through a proportional control and amplitude limiter and acquiring an instruction generated by an integral channel through an integral control and amplitude limiter;
step S5: and controlling the pitching angle of the airplane through an elevator channel of the airplane based on the instruction generated by the proportional channel and the instruction generated by the integral channel.
2. The large aircraft pitch angle maintenance control algorithm according to claim 1, wherein the preset values in step S2 specifically include: when the steering column force signal is normal, the preset value comprises: the force of the left steering column rod and the force of the left steering column rod are both less than or equal to 20N, the displacement of the steering column rod is less than 3.5mm, and 8 beats are continuously carried out in the state; when the steering column force signal is in fault and the steering column force signal is in fault, the preset value comprises: the rod displacement vote value was less than 3.5mm and continued for 8 beats in this state.
3. The large aircraft pitch angle maintenance control algorithm of claim 1, wherein the proportional channel generated command of step S4 has the following relationship:
DNY_PIT_POS＝K1×(PITCH_COM-PITCH_D)
wherein K1 is the gain of the proportional channel, the quickness of the control process can be changed by adjusting K1, and PITCH _ COM-PITCH _ D is the difference value between the current PITCH angle and the target PITCH angle.
In addition, the proportional control value is 1, and the integral channel value is-1.
4. The large aircraft pitch angle maintenance control algorithm of claim 1, wherein the integration channel of step S4 generates commands having the relationship:
DNY_PIT_INT＝K2×∫(PITCH_COM-PITCH_D)
wherein, K2 is the integral channel gain, and the accuracy of the control result can be changed by adjusting K2. The PITCH _ COM-PITCH _ D is the difference between the current PITCH angle and the target PITCH angle, the value of the other integral control is 0.005, and the value of the amplitude limiter is-0.005.
5. The algorithm for maintaining and controlling the pitch angle of a large airplane according to claim 1, wherein the pitch angle of the airplane is controlled through an elevator channel of the airplane based on the command generated by the proportional channel and the command generated by the integral channel in step S5, specifically: and adding the instructions of the proportional channel and the integral channel of the pitch angle maintaining function to obtain a total instruction output by the pitch angle maintaining function, and transmitting the total instruction to an elevator channel, wherein the elevator channel controls the pitch angle of the airplane based on the total instruction.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117390774A (en) * | 2023-12-13 | 2024-01-12 | 中国航空工业集团公司西安飞机设计研究所 | Force correction method for aircraft pitching maneuvering control lever |
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2021
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117390774A (en) * | 2023-12-13 | 2024-01-12 | 中国航空工业集团公司西安飞机设计研究所 | Force correction method for aircraft pitching maneuvering control lever |
| CN117390774B (en) * | 2023-12-13 | 2024-03-19 | 中国航空工业集团公司西安飞机设计研究所 | Force correction method for aircraft pitching maneuvering control lever |
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