CN115469684A - Aircraft control method, device, medium, equipment and program product - Google Patents
Aircraft control method, device, medium, equipment and program product Download PDFInfo
- Publication number
- CN115469684A CN115469684A CN202211359375.8A CN202211359375A CN115469684A CN 115469684 A CN115469684 A CN 115469684A CN 202211359375 A CN202211359375 A CN 202211359375A CN 115469684 A CN115469684 A CN 115469684A
- Authority
- CN
- China
- Prior art keywords
- engine
- angle
- rudder
- speed
- control law
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 66
- 238000004364 calculation method Methods 0.000 claims abstract description 86
- 230000009471 action Effects 0.000 claims abstract description 45
- 238000004590 computer program Methods 0.000 claims description 22
- 230000015654 memory Effects 0.000 claims description 18
- 238000013016 damping Methods 0.000 claims description 15
- 230000001133 acceleration Effects 0.000 claims description 3
- 230000005484 gravity Effects 0.000 claims description 3
- 230000010354 integration Effects 0.000 claims description 3
- 230000008569 process Effects 0.000 abstract description 26
- 238000010586 diagram Methods 0.000 description 12
- 238000005096 rolling process Methods 0.000 description 9
- 238000004891 communication Methods 0.000 description 7
- 230000008859 change Effects 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000024703 flight behavior Effects 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 238000013515 script Methods 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
Images
Classifications
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Toys (AREA)
Abstract
The application discloses an aircraft control method, an aircraft control device, an aircraft control medium, an aircraft control device and a program product, wherein the aircraft control method comprises the steps of obtaining flight data of an aircraft; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed; carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result; and sending the calculation result to a servo action system and an engine of the airplane so that the servo action system and the engine complete the control of the airplane according to the calculation result. According to the method, control law calculation is carried out through the flight data of the target aircraft and the maximum rotating speed of the engine, so that the servo action system and the engine can realize accurate control over the target aircraft based on the calculation result, and the technical problem of aircraft stall possibly caused by overlarge attack angle and pitch angle of the aircraft in the turning process is solved.
Description
Technical Field
The present application relates to the field of aircraft technologies, and in particular, to an aircraft control method, apparatus, medium, device, and program product.
Background
Turning is one of the maneuvering flight modes of the airplane and is maneuvering flight behavior for hovering in a large angle in the horizontal direction and increasing the height of the airplane in the longitudinal direction. During the turning process, the aircraft turns with a large rolling angle in the horizontal course, most course adjusting speed under an inertial system is converted into pitch-dip angular speed under an engine shafting, and the situations of overlarge attack angle and airflow separation are easy to occur; the longitudinal direction of the airplane is kept at the natural speed, the lift loss is serious because the roll angle is large, the attack angle needs to be increased in order to increase the lift, and meanwhile, in order to keep the high degree change rate in the later period, the lift needs to be continuously increased, and further, the attack angle also continuously increases.
During turning, if the angle of attack and pitch angle exceed the boundaries, the aircraft may stall.
Disclosure of Invention
The application mainly aims to provide an aircraft control method, an aircraft control device, an aircraft control medium, aircraft control equipment and a program product, and aims to solve the problem that the incidence angle and the pitch angle of an existing aircraft are too large in the turning process.
In order to achieve the above purpose, the embodiments of the present application adopt the following technical solutions:
in a first aspect, an embodiment of the present application provides an aircraft control method, including the following steps:
acquiring flight data of a target aircraft; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed;
carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result;
and sending the calculation result to a servo action system and an engine of the target airplane so that the servo action system and the engine complete the control of the target airplane according to the calculation result.
In one possible implementation manner of the first aspect, the calculation result includes: setting the rudder output amount of the ailerons, the rudder output amount of the rudder, the rudder output amount of the elevators and the rotating speed of the engine;
and carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result, wherein the calculation result comprises the following steps: decoupling the triaxial angular rate data to obtain decoupled angular rate data; according to a transverse channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed and the glide angle to obtain the rudder emergence amount of the aileron; according to a course channel control law, carrying out control law resolving on the decoupling angular rate data, the three-axis attitude data, the sideslip angle and the glide angle to obtain the rudder output quantity of the rudder; according to a longitudinal channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed, the glide angle and the lifting speed to obtain the rudder output amount of the elevator; and carrying out control law calculation on the maximum rotating speed of the engine according to an engine channel control law to obtain the given rotating speed of the engine.
In one possible implementation manner of the first aspect, the sending the solution result to a servo action system and an engine of the target aircraft to enable the servo action system and the engine to complete control over the target aircraft according to the solution result includes: sending the rudder output amount of the ailerons, the rudder output amount of the rudder and the rudder output amount of the elevators to a servo action system of the target aircraft; controlling the roll angle of the target aircraft by the servo action system according to the rudder output quantity of the ailerons, controlling the sideslip angle of the target aircraft according to the rudder output quantity, and controlling the lifting speed of the target aircraft according to the elevator output quantity; transmitting the transmitter speed designation to an engine of the target aircraft; so that the engine provides the flight power of the target aircraft according to the given engine rotating speed.
In one possible implementation manner of the first aspect, the lateral channel control law includes:
，
，
(ii) a The course channel control law comprises:
，
，
(ii) a The longitudinal channel control law comprises:
，
，
(ii) a The engine passage control law includes:
(ii) a Wherein the content of the first and second substances,
the amount of the aileron going out of the rudder is shown,
indicating the amount of rudder out of the rudder,
indicating the amount of rudder out of the elevator,
indicating an engine speed setting;
the roll-angle rate is shown as,
the pitch angle rate is expressed in terms of,
which is indicative of the yaw rate,
the decoupled roll rate is shown,
representing the pitch rate after decoupling,
representing the decoupled yaw rate,
the roll angle is shown to be indicative of,
the pitch angle is shown in the representation,
the speed of the ground is represented by the speed of the ground,
the angle of the side slip is indicated,
the angle of the downslide is shown,
the speed of the lifting is shown as,
which indicates the maximum rotational speed of the engine,
the roll-rate damping coefficient is expressed,
the roll rate integral coefficient is represented,
indicating that the roll rate is given,
which represents the acceleration of the force of gravity,
the roll angle scaling factor is expressed in terms of,
indicating that the roll angle is given and,
the slip angle damping coefficient is expressed as,
the yaw rate damping coefficient is expressed,
the coefficient of proportionality for the slip angle is indicated,
the coefficient of integration of the sideslip angle is expressed,
it is indicated that the slip angle is given,
a pitch rate damping coefficient is expressed,
representing the pitch rate integral coefficient of the pitch angle,
indicating that the pitch angle rate is given,
the damping coefficient of the lifting speed is shown,
the integral coefficient of the lifting speed is shown,
indicating a given lifting speed.
In a second aspect, an embodiment of the present application provides an aircraft control apparatus, including:
the flight data acquisition module is used for acquiring flight data of the target airplane; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed;
the calculation result acquisition module is used for carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result;
and the calculation result sending module is used for sending the calculation result to a servo action system and an engine of the target airplane so as to enable the servo action system and the engine to complete the control of the target airplane according to the calculation result.
In one possible implementation manner of the second aspect, the calculation result includes: setting the rudder output amount of the ailerons, the rudder output amount of the rudder, the rudder output amount of the elevators and the rotating speed of the engine; the calculation result acquisition module is specifically configured to: decoupling the triaxial angular rate data to obtain decoupled angular rate data; according to a transverse channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed and the glide angle to obtain the rudder emergence amount of the aileron; according to a course channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the sideslip angle and the glide angle to obtain the rudder output quantity of the rudder; according to a longitudinal channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed, the glide angle and the lifting speed to obtain the rudder output amount of the elevator; and carrying out control law calculation on the maximum rotating speed of the engine according to an engine channel control law to obtain the given rotating speed of the engine.
In a possible implementation manner of the second aspect, the calculation result sending module is specifically configured to: sending the rudder output amount of the ailerons, the rudder output amount of the rudder and the rudder output amount of the elevators to a servo action system of the target aircraft; controlling the roll angle of the target aircraft by the servo action system according to the rudder output quantity of the ailerons, controlling the sideslip angle of the target aircraft according to the rudder output quantity, and controlling the lifting speed of the target aircraft according to the elevator output quantity; transmitting the transmitter speed designation to an engine of the target aircraft; so that the engine provides the flight power of the target aircraft according to the given engine rotating speed.
In a third aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program, and when the computer program is loaded and executed by a processor, the computer program implements the aircraft control method provided in any one of the above first aspects.
In a fourth aspect, an embodiment of the present application provides an electronic device, including a processor and a memory, wherein,
the memory is used for storing a computer program;
the processor is configured to load and execute a computer program to cause the electronic device to perform the aircraft control method provided in any one of the above first aspects.
In a fifth aspect, embodiments of the present application provide a computer program product comprising a computer program for performing the aircraft control method as provided in any one of the above first aspects when the computer program is executed.
Compared with the prior art, the beneficial effect of this application is:
the method comprises the steps of obtaining flight data of a target aircraft; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed; carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result; and sending the calculation result to a servo action system and an engine of the target aircraft so that the servo action system and the engine complete control on the target aircraft according to the calculation result. According to the method, control law resolving is carried out through three-axis angular rate data, three-axis attitude data, flight data such as ground speed, sideslip angle, downslide angle and lifting speed and the maximum rotating speed of the engine, resolving results are sent to the servo action system and the generator, so that the servo action system and the engine can accurately control the target airplane based on the resolving results, and the technical problem of airplane stalling possibly caused by overlarge attack angle and pitch angle of the airplane in the turning process is solved.
Drawings
Fig. 1 is a schematic structural diagram of an electronic device in a hardware operating environment according to an embodiment of the present application;
fig. 2 is a schematic flow chart of an aircraft control method according to an embodiment of the present application;
fig. 3 is a schematic flow chart of control law calculation according to an embodiment of the present disclosure;
FIG. 4 is a schematic flow chart diagram illustrating another aircraft control method provided by an embodiment of the present application;
fig. 5 is a schematic structural diagram of a lateral channel controller according to an embodiment of the present disclosure;
fig. 6 is a schematic structural diagram of a course channel controller according to an embodiment of the present application;
fig. 7 is a schematic structural diagram of a vertical channel controller according to an embodiment of the present application;
FIG. 8 is a schematic structural diagram of an engine passage controller according to an embodiment of the present disclosure;
fig. 9 is a schematic block diagram of an aircraft control apparatus according to an embodiment of the present application.
The labels in the figure are: 101-processor, 102-communication bus, 103-network interface, 104-user interface, 105-memory.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of and not restrictive on the broad application.
The main solution of the embodiment of the application is as follows: an aircraft control method, an aircraft control device, an aircraft control medium, an aircraft control device and a program product are provided, wherein the aircraft control method comprises the steps of obtaining flight data of a target aircraft; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed; carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result; and sending the calculation result to a servo action system and an engine of the target aircraft so that the servo action system and the engine complete control on the target aircraft according to the calculation result.
Turning is one of the maneuvering flight modes of the airplane and is maneuvering flight behavior for hovering in a large angle in the horizontal direction and increasing the height of the airplane in the longitudinal direction. During the turning, the control of two channels of the high gradient roll angle and the high gradient change rate can be involved. In an ideal turn, the roll angle and the natural speed are kept constant, and the rapid maneuvering in the longitudinal direction and the transverse direction of the airplane is realized. Upon entering a turn, the elevators and ailerons are ruddered to maintain the altitude rate of change and the roll angle.
Therefore, in the turning process, the aircraft turns at a large rolling angle in the horizontal course, the large course adjusting speed under the inertial system is partially converted into the pitching angular speed under the machine body shafting, and the situations of overlarge attack angle and airflow separation are easy to occur; the longitudinal direction of the airplane is kept at the natural speed, the lift loss is serious because the roll angle is large, the attack angle needs to be increased in order to increase the lift, meanwhile, in order to keep the high degree change rate in the later period, the lift needs to be continuously increased, and further, the attack angle also continuously increases. And during turning, if the angles of attack and pitch exceed the boundaries, the aircraft may be caused to stall.
Therefore, the application provides a solution, firstly, acquiring flight data of a target aircraft; wherein the flight data includes: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed; carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result; and sending the calculation result to a servo action system and an engine of the target airplane so that the servo action system and the engine complete the control of the target airplane according to the calculation result. The technical problem of airplane stall possibly caused by overlarge attack angle and pitch angle of the airplane in the turning process in the prior art is solved.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an electronic device in a hardware operating environment according to an embodiment of the present application, where the electronic device may include: a processor 101, such as a Central Processing Unit (CPU), a communication bus 102, a user interface 104, a network interface 103, and a memory 105. Wherein the communication bus 102 is used for enabling connection communication between these components. The user interface 104 may comprise a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 104 may also comprise a standard wired interface, a wireless interface. The network interface 103 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 105 may be a storage device independent of the processor 101, and the Memory 105 may be a high-speed Random Access Memory (RAM) Memory, or a Non-Volatile Memory (NVM), such as at least one disk Memory; the processor 101 may be a general-purpose processor including a central processing unit, a network processor, etc., and may also be a digital signal processor, an application specific integrated circuit, a field programmable gate array or other programmable logic device, discrete gate or transistor logic, discrete hardware components.
Those skilled in the art will appreciate that the configuration shown in fig. 1 does not constitute a limitation of the electronic device and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components.
As shown in fig. 1, the memory 105, which is a storage medium, may include therein an operating system, a network communication module, a user interface module, and an airplane control device.
In the electronic device shown in fig. 1, the network interface 103 is mainly used for data communication with a network server; the user interface 104 is mainly used for data interaction with a user; the processor 101 and the memory 105 in the electronic device of the present invention may be disposed in the electronic device, and the electronic device calls the aircraft control device stored in the memory 105 through the processor 101 and executes the aircraft control method provided in the embodiment of the present application.
Referring to fig. 2, an embodiment of the present application provides an aircraft control method based on the hardware device of the foregoing embodiment, including the following steps:
s10: acquiring flight data of a target aircraft; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed;
in a specific implementation, the subject performing the flight control method may be a flight control center of the target aircraft. The target aircraft may be a manned aircraft or an unmanned aircraft, i.e., a drone. Triaxial angular rate data of the target aircraft can be measured using an inertial measurement unit, the triaxial angular rate data including: roll rate, pitch rate, and yaw rate. The inertial navigation system may be utilized to measure three-axis attitude data and ground speed of the target aircraft, the three-axis attitude data including: roll angle, pitch angle, and yaw angle. The sideslip angle, the glide angle, and the lift velocity of the target aircraft may be measured using an airspeed sensor.
S20: carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result;
in a specific implementation process, the flight data is used for obtaining a calculation result of a control servo action system through calculation, and the maximum rotating speed of the engine is used for obtaining a calculation result of the control engine through calculation.
S30: and sending the calculation result to a servo action system and an engine of the target airplane so that the servo action system and the engine complete the control of the target airplane according to the calculation result.
In a specific implementation process, the calculation result for controlling the servo actuating system is sent to the servo actuating system, and the calculation result for controlling the engine is sent to the engine.
According to the embodiment, the control law is calculated according to the three-axis angular rate data, the three-axis attitude data, the flight data such as the ground speed, the sideslip angle, the downslip angle and the lifting speed and the maximum rotating speed of the engine, the calculation result for controlling the servo action system and the engine is obtained, and the calculation result is sent to the servo action system and the generator, so that the servo action system and the engine can realize accurate control on the target airplane based on the calculation result, and the technical problem of airplane stalling possibly caused by overlarge attack angle and pitch angle of the airplane in the turning process is solved.
Referring to fig. 3, fig. 3 is a schematic flow chart of control law calculation provided in the embodiment of the present application.
In one embodiment, the calculation result includes: setting the rudder output amount of the ailerons, the rudder output amount of the rudder, the rudder output amount of the elevators and the rotating speed of the engine; step S20: and carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result, wherein the calculation result comprises the following steps:
step S201: decoupling the triaxial angular rate data to obtain decoupled angular rate data;
in a specific implementation, the three-axis angular rate data includes: roll rate, pitch rate, and yaw rate; the decoupled three-axis angular rate data includes: the decoupled roll angle rate, the decoupled pitch angle rate and the decoupled yaw angle rate. When the aircraft performs turning flight actions, a yaw rate exists, which causes coupling among a roll rate, a pitch rate and the yaw rate, and triaxial angular rate data need to be decoupled so as to improve the accuracy of aircraft control.
Step S202: according to a transverse channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed and the glide angle to obtain the rudder emergence amount of the aileron;
in a specific implementation process, the lateral channel control law refers to a channel control law of a lateral channel controller, and a corresponding lateral channel control law can be obtained according to a specific structure of the lateral channel controller.
Step S203: according to a course channel control law, carrying out control law resolving on the decoupling angular rate data, the three-axis attitude data, the sideslip angle and the glide angle to obtain the rudder output quantity of the rudder;
in the specific implementation process, the course channel control law refers to a channel control law of the course channel controller, and the corresponding course channel control law can be obtained according to the specific structure of the course channel controller.
Step S204: according to a longitudinal channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed, the glide angle and the lifting speed to obtain the rudder output amount of the elevator;
in a specific implementation process, the longitudinal channel control law refers to a channel control law of a longitudinal channel controller, and a corresponding longitudinal channel control law can be obtained according to a specific structure of the longitudinal channel controller.
Step S205: and carrying out control law calculation on the maximum rotating speed of the engine according to an engine channel control law to obtain the given rotating speed of the engine.
In a specific implementation process, the engine passage control law refers to a passage control law of an engine passage controller, and a corresponding engine passage control law can be obtained according to a specific structure of the engine passage controller.
Referring to fig. 4, fig. 4 is a schematic flow chart of another aircraft control method provided in the embodiments of the present application.
In one embodiment, S30: sending the calculation result to a servo action system and an engine of the target aircraft to enable the servo action system and the engine to complete control over the target aircraft according to the calculation result, wherein the control method comprises the following steps:
s301: sending the rudder output amount of the ailerons, the rudder output amount of the rudder and the rudder output amount of the elevators to a servo action system of the target aircraft; controlling the roll angle of the target aircraft by the servo action system according to the rudder output quantity of the ailerons, controlling the sideslip angle of the target aircraft according to the rudder output quantity, and controlling the lifting speed of the target aircraft according to the elevator output quantity;
in the specific implementation process, the roll angle of the target aircraft is controlled according to the rudder discharging amount of the ailerons, the exchange of an attack angle and a sideslip angle in the rolling process of a large slope is avoided as much as possible, the adverse effect on the target kept at the longitudinal height is avoided, and the roll angle is kept stable. And controlling the sideslip angle of the target aircraft according to the rudder output quantity of the rudder, and avoiding adverse effects on the roll angle and the side navigation angle caused by the intersection of the rolling and the side navigation in the course of the rudder. And controlling the lifting speed of the target aircraft according to the rudder output quantity of the elevator, and avoiding the pitch angle from exceeding the boundary.
S302: transmitting the transmitter speed designation to an engine of the target aircraft; so that the engine provides the flight power of the target aircraft according to the given engine rotating speed.
In the specific implementation process, the flight power of the target aircraft is increased according to the given control of the engine speed, and the energy consumption of the aircraft in the maneuvering process is reduced as much as possible.
Referring to fig. 5, fig. 5 is a schematic structural diagram of a lateral channel controller according to an embodiment of the present application. In the transverse channel controller, a control scheme that the roll angle speed based on a speed shafting is an inner ring and the roll angle is an outer loop is adopted, so that the roll speed in the maneuvering process can be limited, and the aim of stably maintaining the roll angle is fulfilled.
Referring to fig. 6, fig. 6 is a schematic structural diagram of a course channel controller according to an embodiment of the present application. A sideslip angle control loop is introduced into a heading channel controller, so that the transverse-direction nonlinear coupling factor can be eliminated at the source.
Referring to fig. 7, fig. 7 is a schematic structural diagram of a longitudinal channel controller according to an embodiment of the present application. In a longitudinal channel controller, a control strategy that a pitch angle rate is used as an inner loop and a sky-direction speed is used as an outer loop is adopted; the airspeed refers to the vertical speed of the aircraft in the local geographic coordinate system relative to the terrestrial coordinate system.
Referring to fig. 8, fig. 8 is a schematic structural diagram of an engine passage controller according to an embodiment of the present application. The engine passage controller adopts maximum throttle control to weaken the energy consumption of the airplane in the maneuvering process and realize the control of the natural speed in the turning process.
In one embodiment, the lateral channel control law comprises:
，
，
(ii) a The course channel control law comprises:
，
，
(ii) a The longitudinal channel control law includes:
，
，
(ii) a The engine passage control law includes:
(ii) a Wherein the content of the first and second substances,
the amount of the rudder emergence of the ailerons is shown,
indicating the amount of rudder out of the rudder,
indicating the amount of rudder emergence of the elevator,
indicating an engine speed set;
the roll-angle rate is shown as,
the pitch angle rate is shown in the figure,
which is indicative of the yaw rate of the vehicle,
the decoupled roll rate is shown,
representing the pitch rate after decoupling,
representing the decoupled yaw rate,
the roll angle is shown to be,
the pitch angle is expressed in terms of,
the speed of the ground is represented by the speed of the ground,
the angle of the side slip is indicated,
the angle of the downslide is shown,
the speed of the lifting is shown to be,
which indicates the maximum rotational speed of the engine,
the roll-rate damping coefficient is represented,
a roll-rate integral coefficient is expressed,
indicating that the roll rate is given,
which represents the acceleration of the force of gravity,
the roll angle proportionality coefficient is expressed,
indicating that the roll angle is given and,
the slip angle damping coefficient is expressed as,
the yaw rate damping coefficient is expressed,
the coefficient of proportionality for the slip angle is indicated,
the coefficient of integration of the slip angle is expressed,
it is indicated that the slip angle is given,
a pitch rate damping coefficient is expressed,
representing the pitch rate integral coefficient of the pitch angle,
indicating that the pitch angle rate is given,
the damping coefficient of the lifting speed is shown,
the integral coefficient of the lifting speed is shown,
indicating a given lifting speed.
In a specific implementation, the three-axis angular rate data includes: roll, pitch, and yaw rates; the decoupling angular rate data includes: the decoupled roll angle rate, the decoupled pitch angle rate and the decoupled yaw angle rate; the three-axis pose data includes: roll angle, pitch angle, and yaw angle. The rolling process of large slope like turning is easy to cause the exchange of the attack angle and the sideslip angle, and is not beneficial to the target of maintaining the longitudinal height. In the transverse channel controller, a control scheme that the rolling angle speed based on a speed shaft system is an inner ring and the rolling angle is an outer loop is adopted, so that the rolling speed in the maneuvering process can be limited, and the aim of stably maintaining the rolling angle is fulfilled. A sideslip angle control loop is introduced into the navigation channel controller, so that the transverse-course nonlinear coupling factor can be eliminated at the source. In a longitudinal channel controller, a control strategy that a pitch angle rate is used as an inner loop and a sky-direction speed is used as an outer loop is adopted; meanwhile, the engine passage controller adopts maximum throttle control to weaken the energy consumption of the airplane in the maneuvering process and realize the control of the natural speed in the turning process. The airspeed refers to the vertical speed of the aircraft in the local geographic coordinate system relative to the terrestrial coordinate system.
Referring to fig. 9, based on the same inventive concept as the previous embodiment, an embodiment of the present application further provides an aircraft control apparatus, including:
the flight data acquisition module is used for acquiring flight data of the target airplane; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed;
the calculation result acquisition module is used for performing control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result;
and the calculation result sending module is used for sending the calculation result to a servo action system and an engine of the target airplane so as to enable the servo action system and the engine to complete the control of the target airplane according to the calculation result.
In one embodiment, the solution result includes: the rudder output amount of the ailerons, the rudder output amount of the rudder, the rudder output amount of the elevators and the engine speed are given; the calculation result acquisition module is specifically configured to: decoupling the three-axis angular rate data to obtain decoupled angular rate data; according to a transverse channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed and the glide angle to obtain the rudder emergence amount of the aileron; according to a course channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the sideslip angle and the glide angle to obtain the rudder output quantity of the rudder; according to a longitudinal channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed, the glide angle and the lifting speed to obtain the rudder output amount of the elevator; and carrying out control law calculation on the maximum rotating speed of the engine according to an engine channel control law to obtain the given rotating speed of the engine.
In an embodiment, the calculation result sending module is specifically configured to: sending the rudder output amount of the ailerons, the rudder output amount of the rudder and the rudder output amount of the elevators to a servo action system of the target aircraft; controlling the roll angle of the target aircraft by the servo action system according to the rudder output quantity of the ailerons, controlling the sideslip angle of the target aircraft according to the rudder output quantity, and controlling the lifting speed of the target aircraft according to the elevator output quantity; transmitting the transmitter speed designation to an engine of the target aircraft; so that the engine provides the flight power of the target aircraft according to the given engine rotating speed.
It should be understood by those skilled in the art that the division of each module in the embodiment is only a division of a logic function, and all or part of the division may be integrated onto one or more actual carriers in actual application, and all of the modules may be implemented in a form called by a processing unit through software, may also be implemented in a form of hardware, or implemented in a form of combination of software and hardware, and it needs to be described that each module in the aircraft control apparatus in the embodiment corresponds to each step in the aircraft control method in the foregoing embodiment one to one, therefore, the specific implementation manner of the embodiment may refer to the implementation manner of the aircraft control method, and is not described herein again.
Based on the same inventive concept as in the foregoing embodiments, embodiments of the present application further provide a computer-readable storage medium, which stores a computer program, and when the computer program is loaded and executed by a processor, the aircraft control method as provided in the embodiments of the present application is implemented.
Based on the same inventive concept as the foregoing embodiments, embodiments of the present application further provide an electronic device, comprising a processor and a memory, wherein,
the memory is used for storing a computer program;
the processor is used for loading and executing the computer program, so that the electronic equipment executes the airplane control method provided by the embodiment of the application.
Furthermore, based on the same inventive concept as in the previous embodiments, embodiments of the present application also provide a computer program product comprising a computer program for executing the aircraft control method as provided by embodiments of the present application when the computer program is executed.
In some embodiments, the computer-readable storage medium may be memory such as FRAM, ROM, PROM, EPROM, EEPROM, flash, magnetic surface memory, optical disk, or CD-ROM; or may be various devices including one or any combination of the above memories. The computer may be a variety of computing devices including intelligent terminals and servers.
In some embodiments, executable instructions may be written in any form of programming language (including compiled or interpreted languages), in the form of programs, software modules, scripts or code, and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.
By way of example, executable instructions may correspond, but do not necessarily have to correspond, to files in a file system, and may be stored in a portion of a file that holds other programs or data, such as in one or more scripts stored in a hypertext Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files that store one or more modules, sub-programs, or portions of code).
By way of example, executable instructions may be deployed to be executed on one computing device or on multiple computing devices located at one site or distributed across multiple sites and interconnected by a communication network.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of other like elements in a process, method, article, or system comprising the element.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solutions of the present application or portions thereof contributing to the prior art may be embodied in the form of a software product, which is stored in a storage medium (such as a rom/ram, a magnetic disk, and an optical disk), and includes instructions for enabling a multimedia terminal device (which may be a mobile phone, a computer, a television receiver, or a network device) to execute the method according to the embodiments of the present application.
In summary, according to the aircraft control method, the aircraft control device, the aircraft control medium, the aircraft control equipment and the aircraft control program product provided by the application, the control law is calculated through the three-axis angular rate data, the three-axis attitude data, the ground speed, the sideslip angle, the downslip angle, the lifting speed and other flight data and the maximum rotating speed of the engine, so that the servo action system and the engine can realize accurate control over the target aircraft based on the calculation result, and the technical problem of aircraft stalling possibly caused by overlarge attack angle and pitch angle of the aircraft in the turning process is solved.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (10)
1. An aircraft control method, comprising the steps of:
acquiring flight data of a target aircraft; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed;
carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result;
and sending the calculation result to a servo action system and an engine of the target airplane so that the servo action system and the engine complete the control of the target airplane according to the calculation result.
2. The method of claim 1, wherein the resolving comprises: setting the rudder output amount of the ailerons, the rudder output amount of the rudder, the rudder output amount of the elevators and the rotating speed of the engine;
and carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result, wherein the calculation result comprises the following steps:
decoupling the triaxial angular rate data to obtain decoupled angular rate data;
according to a transverse channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed and the glide angle to obtain the rudder emergence amount of the aileron;
according to a course channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the sideslip angle and the glide angle to obtain the rudder output quantity of the rudder;
according to a longitudinal channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed, the glide angle and the lifting speed to obtain the rudder output amount of the elevator;
and carrying out control law calculation on the maximum rotating speed of the engine according to an engine channel control law to obtain the given rotating speed of the engine.
3. The method of claim 2, wherein the sending the solution to the servo-action system and the engine of the target aircraft to cause the servo-action system and the engine to complete the control of the target aircraft according to the solution comprises:
sending the rudder output amount of the ailerons, the rudder output amount of the rudder and the rudder output amount of the elevators to a servo action system of the target aircraft; controlling the roll angle of the target aircraft by the servo action system according to the rudder output quantity of the ailerons, controlling the sideslip angle of the target aircraft according to the rudder output quantity, and controlling the lifting speed of the target aircraft according to the elevator output quantity;
transmitting the transmitter speed designation to an engine of the target aircraft; so that the engine provides the flight power of the target aircraft according to the given engine rotating speed.
4. A method according to any one of claims 2 to 3, wherein the lateral passage control law comprises:
，
，
；
the course channel control law comprises:
，
，
；
the longitudinal channel control law includes:
，
，
；
the engine passageway control law includes:
；
wherein, the first and the second end of the pipe are connected with each other,
the amount of the rudder emergence of the ailerons is shown,
the amount of the rudder output is shown,
indicating the amount of rudder emergence of the elevator,
indicating an engine speed set;
the roll-angle rate is shown as,
the pitch angle rate is expressed in terms of,
which is indicative of the yaw rate,
the decoupled roll rate is shown,
the decoupled pitch rate is shown,
representing the decoupled yaw rate,
the roll angle is shown to be,
the pitch angle is shown in the representation,
the speed of the ground is represented by the speed of the ground,
the angle of the side slip is indicated,
the angle of the downslide is shown,
the speed of the lifting is shown to be,
which indicates the maximum rotational speed of the engine,
the roll-rate damping coefficient is represented,
the roll rate integral coefficient is represented,
indicating that the roll rate is given,
which represents the acceleration of the force of gravity,
the roll angle proportionality coefficient is expressed,
indicating that the roll angle is given and,
the slip angle damping coefficient is expressed as,
the yaw rate damping coefficient is expressed,
the coefficient of proportionality for the slip angle is indicated,
the coefficient of integration of the sideslip angle is expressed,
it is indicated that the slip angle is given,
a pitch rate damping coefficient is expressed,
representing the pitch rate integral coefficient of the pitch angle,
indicating that the pitch angle rate is given,
the damping coefficient of the lifting speed is shown,
the integral coefficient of the lifting speed is shown,
indicating a given lifting speed.
5. An aircraft control apparatus, characterized in that the apparatus comprises:
the flight data acquisition module is used for acquiring flight data of the target airplane; wherein the flight data comprises: three-axis angular rate data, three-axis attitude data, ground speed, sideslip angle, downslip angle and lifting speed;
the calculation result acquisition module is used for carrying out control law calculation according to the flight data and the maximum rotating speed of the engine to obtain a calculation result;
and the calculation result sending module is used for sending the calculation result to a servo action system and an engine of the target airplane so as to enable the servo action system and the engine to complete the control of the target airplane according to the calculation result.
6. The apparatus of claim 5, wherein the solution comprises: the rudder output amount of the ailerons, the rudder output amount of the rudder, the rudder output amount of the elevators and the engine speed are given; the calculation result acquisition module is specifically configured to:
decoupling the three-axis angular rate data to obtain decoupled angular rate data;
according to a transverse channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed and the glide angle to obtain the rudder emergence amount of the aileron;
according to a course channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the sideslip angle and the glide angle to obtain the rudder output quantity of the rudder;
according to a longitudinal channel control law, carrying out control law resolving on the decoupling angular rate data, the triaxial attitude data, the ground speed, the glide angle and the lifting speed to obtain the rudder output amount of the elevator;
and carrying out control law calculation on the maximum rotating speed of the engine according to an engine channel control law to obtain the given rotating speed of the engine.
7. The apparatus according to claim 6, wherein the calculation result sending module is specifically configured to:
sending the rudder output amount of the ailerons, the rudder output amount of the rudder and the rudder output amount of the elevators to a servo action system of the target aircraft; controlling the roll angle of the target aircraft by the servo action system according to the rudder output quantity of the ailerons, controlling the sideslip angle of the target aircraft according to the rudder output quantity, and controlling the lifting speed of the target aircraft according to the elevator output quantity;
transmitting the transmitter speed designation to an engine of the target aircraft; so that the engine provides the flight power of the target aircraft according to the given engine rotating speed.
8. A computer-readable storage medium, storing a computer program, wherein the computer program, when loaded and executed by a processor, implements an aircraft control method as claimed in any one of claims 1 to 4.
9. An electronic device comprising a processor and a memory, wherein,
the memory is used for storing a computer program;
the processor is configured to load and execute the computer program to cause the electronic device to perform the aircraft control method according to any one of claims 1 to 4.
10. A computer program product, comprising a computer program for performing the aircraft control method according to any one of claims 1-4 when the computer program is executed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211359375.8A CN115469684A (en) | 2022-11-02 | 2022-11-02 | Aircraft control method, device, medium, equipment and program product |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211359375.8A CN115469684A (en) | 2022-11-02 | 2022-11-02 | Aircraft control method, device, medium, equipment and program product |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115469684A true CN115469684A (en) | 2022-12-13 |
Family
ID=84337240
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211359375.8A Pending CN115469684A (en) | 2022-11-02 | 2022-11-02 | Aircraft control method, device, medium, equipment and program product |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115469684A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105334735A (en) * | 2015-11-13 | 2016-02-17 | 成都飞机工业（集团）有限责任公司 | Flying wing layout unmanned aerial vehicle control law based on angular rate |
| CN109634299A (en) * | 2018-11-12 | 2019-04-16 | 南京航空航天大学 | All-wing aircraft UAV Maneuver flight control method based on Multi-mode control |
| CN112158327A (en) * | 2020-08-28 | 2021-01-01 | 成都飞机工业（集团）有限责任公司 | Large-gradient disc-stabilizing maneuvering control method for unmanned aerial vehicle |
| CN112433534A (en) * | 2020-11-13 | 2021-03-02 | 南京航空航天大学 | Flying wing unmanned aerial vehicle semi-rolling reverse maneuvering flight control method |
| CN112486203A (en) * | 2020-11-18 | 2021-03-12 | 南京航空航天大学 | Flying wing unmanned aerial vehicle Hubbaster maneuvering flight control method |
-
2022
- 2022-11-02 CN CN202211359375.8A patent/CN115469684A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105334735A (en) * | 2015-11-13 | 2016-02-17 | 成都飞机工业（集团）有限责任公司 | Flying wing layout unmanned aerial vehicle control law based on angular rate |
| CN109634299A (en) * | 2018-11-12 | 2019-04-16 | 南京航空航天大学 | All-wing aircraft UAV Maneuver flight control method based on Multi-mode control |
| CN112158327A (en) * | 2020-08-28 | 2021-01-01 | 成都飞机工业（集团）有限责任公司 | Large-gradient disc-stabilizing maneuvering control method for unmanned aerial vehicle |
| CN112433534A (en) * | 2020-11-13 | 2021-03-02 | 南京航空航天大学 | Flying wing unmanned aerial vehicle semi-rolling reverse maneuvering flight control method |
| CN112486203A (en) * | 2020-11-18 | 2021-03-12 | 南京航空航天大学 | Flying wing unmanned aerial vehicle Hubbaster maneuvering flight control method |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107065901B (en) | Rotor unmanned aerial vehicle attitude control method and device and unmanned aerial vehicle | |
| EP3210886B1 (en) | Methods and apparatus to cooperatively lift a payload | |
| CN110673631B (en) | Unmanned aerial vehicle flight method and device and unmanned aerial vehicle | |
| EP2673681B1 (en) | Flight control laws for constant vector flat turns | |
| CN106843245A (en) | A kind of UAV Attitude control method, device and unmanned plane | |
| EP4068042B1 (en) | Recovery control method and apparatus for rocket, electronic device and storage medium | |
| CN108475069B (en) | Control method of agricultural unmanned aerial vehicle, flight controller and agricultural unmanned aerial vehicle | |
| CN105843249A (en) | Unmanned aerial vehicle automatic navigation system based on Pixhawk flight control and navigation method thereof | |
| US20220289376A1 (en) | Flying body, control method, and program | |
| Sheng et al. | Autonomous takeoff and landing control for a prototype unmanned helicopter | |
| CN111699451A (en) | Flight control method and device for vertical take-off and landing unmanned aerial vehicle and vertical take-off and landing unmanned aerial vehicle | |
| CN113759707B (en) | Predictive control optimization method and device for automatic driving vehicle | |
| CN111752291A (en) | Height control method and device, unmanned aerial vehicle and storage medium | |
| CN114610052A (en) | Unmanned aerial vehicle forced landing control method, device, equipment and storage medium | |
| CN115016514A (en) | Full-autonomous flight control method for takeoff, cruise and landing of bionic flapping wing aircraft | |
| CN108107902B (en) | Lateral heading attitude control method and related device | |
| CN116859967A (en) | Unmanned aerial vehicle flight control method and device, storage medium and electronic equipment | |
| CN115469684A (en) | Aircraft control method, device, medium, equipment and program product | |
| CN111240189B (en) | Anti-saturation incremental PID longitudinal guidance method and solar unmanned aerial vehicle based on same | |
| CN111897219A (en) | Optimal robust control method for transitional flight mode of tilting quad-rotor unmanned aerial vehicle based on online approximator | |
| Kang et al. | Flight test results of automatic tilt control for small scaled tilt rotor aircraft | |
| CN114167720A (en) | Tilting type three-rotor unmanned aerial vehicle trajectory tracking control method based on observer | |
| CN114228936A (en) | Material throwing control method and device and navigation equipment | |
| Kang et al. | Control law modification according to flight test of small scaled tilt rotor uav | |
| CN106843256B (en) | Satellite control method adopting position and speed double loops |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20221213 |
|
| RJ01 | Rejection of invention patent application after publication |