CN116176870B - Solid attitude and orbit control power system for aircraft - Google Patents
Solid attitude and orbit control power system for aircraft Download PDFInfo
- Publication number
- CN116176870B CN116176870B CN202310271854.2A CN202310271854A CN116176870B CN 116176870 B CN116176870 B CN 116176870B CN 202310271854 A CN202310271854 A CN 202310271854A CN 116176870 B CN116176870 B CN 116176870B
- Authority
- CN
- China
- Prior art keywords
- control engine
- attitude control
- engine
- attitude
- aircraft
- 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.)
- Active
Links
- 239000007787 solid Substances 0.000 title claims abstract description 26
- 238000005096 rolling process Methods 0.000 claims abstract description 57
- 238000004364 calculation method Methods 0.000 claims abstract description 30
- 230000007246 mechanism Effects 0.000 claims abstract description 12
- 230000006978 adaptation Effects 0.000 claims abstract description 8
- 238000000034 method Methods 0.000 claims description 12
- 230000008569 process Effects 0.000 claims description 11
- 238000012545 processing Methods 0.000 claims description 11
- 238000006073 displacement reaction Methods 0.000 claims description 6
- 229920006395 saturated elastomer Polymers 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 3
- 230000004927 fusion Effects 0.000 abstract description 4
- 230000002401 inhibitory effect Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 238000004088 simulation Methods 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000006872 improvement Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64G—COSMONAUTICS; VEHICLES OR EQUIPMENT THEREFOR
- B64G1/00—Cosmonautic vehicles
- B64G1/22—Parts of, or equipment specially adapted for fitting in or to, cosmonautic vehicles
- B64G1/24—Guiding or controlling apparatus, e.g. for attitude control
- B64G1/242—Orbits and trajectories
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64G—COSMONAUTICS; VEHICLES OR EQUIPMENT THEREFOR
- B64G1/00—Cosmonautic vehicles
- B64G1/22—Parts of, or equipment specially adapted for fitting in or to, cosmonautic vehicles
- B64G1/24—Guiding or controlling apparatus, e.g. for attitude control
- B64G1/244—Spacecraft control systems
Landscapes
- Engineering & Computer Science (AREA)
- Remote Sensing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Radar, Positioning & Navigation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The invention provides a solid attitude and orbit control power system for an aircraft, belongs to the technical field of attitude control of the aircraft, and solves the problem that the rolling angle and the yaw angle cannot be controlled simultaneously in the prior art. The device comprises a attitude control engine module positioned at the tail of the aircraft and a controller. Wherein 6 attitude control engines are arranged in the attitude control engine module. The second attitude control engine and the fifth attitude control engine are used for controlling the pitch angle of the aircraft; the first attitude control engine, the third attitude control engine, the fourth attitude control engine and the sixth attitude control engine are combined and used for controlling the roll angle and the yaw angle of the aircraft. After receiving the navigation resolving instruction, the controller respectively performs attitude control calculation of the rolling channel and the yaw channel, sequentially performs fusion and stretching treatment on attitude control calculation results, further performs adaptation treatment of the actuating mechanism on the stretching result, and controls the actuating mechanism to perform corresponding attitude control operation according to the adaptation treatment result. The system can realize simultaneous control of rolling and yaw.
Description
Technical Field
The invention relates to the technical field of attitude control of aircrafts, in particular to a solid attitude and orbit control power system for an aircraft.
Background
The existing solid attitude and orbit control power system is suitable for adopting a PWM control mode once ignition is not closed and the thrust is not adjustable, and the impulse equivalent principle is practically applied. The rolling angle and yaw angle control of the system mostly adopts a time-sharing control scheme commonly used in the industry so as to avoid the occurrence of disturbance moment, and the control scheme of a specific rolling angle and yaw angle is shown in figure 1.
The reusable carrier re-entry segment reaction control system study mentions in section 4.3.2 a step selection which, when nozzle multiplexing occurs, is degenerated to a step axis selection, i.e. to the time-sharing control scheme mentioned above.
The existing time-sharing control scheme is mutually exclusive to the rolling channel and the yaw channel, namely, the rolling and the yaw cannot be controlled simultaneously. When there is a control demand for both channels, the roll channel is usually first ensured. When the rolling channel is controlled, the yaw channel is in an uncontrolled state. When the roll channel has no control demand or the required control force is small, the control of the roll channel is abandoned and the yaw channel is controlled in a steering manner. It is generally set that when the control force required for the roll channel is smaller than the set value, the roll channel is abandoned from control, and thus the roll channel cannot realize the small torque control. After controlling the roll channel for 3 seconds, the roll angle dead drop is large when the yaw channel is controlled, as shown in fig. 2. The first 3 seconds are to ensure the roll angle accuracy, the yaw angle is temporarily in an uncontrolled state, as shown in fig. 3. In addition, in fig. 2 and 3, the dead zone and the saturation zone of the engine start-stop are not considered, and if the dead zone of 15ms and the saturation zone of 45ms are considered, the attitude control of the aircraft is more divergent.
Disclosure of Invention
In view of the above analysis, the present invention aims to provide a solid attitude and orbit control power system for an aircraft, which is used for solving the problem that the rolling angle and the yaw angle cannot be controlled simultaneously in the prior art.
In one aspect, embodiments of the present invention provide a solid attitude and orbit control power system for an aircraft, including an attitude and orbit control engine module located at the tail of the aircraft, and a controller; wherein,,
6 attitude control engines are arranged in the attitude control engine module; the second attitude control engine and the fifth attitude control engine are positioned on a straight line I perpendicular to the axis of the aircraft and are used for controlling the pitch angle of the aircraft; the first attitude control engine and the third attitude control engine are positioned on a second straight line perpendicular to the first straight line, the sixth attitude control engine and the fourth attitude control engine are positioned on a third straight line perpendicular to the first straight line and parallel to the second straight line, and the third attitude control engine and the fourth attitude control engine are combined to control the roll angle and the yaw angle of the aircraft;
the controller is used for respectively carrying out attitude control calculation of the rolling channel and the yaw channel after receiving the navigation resolving instruction; the starting time of the first attitude control engine, the third attitude control engine, the fourth attitude control engine and the sixth attitude control engine in the attitude control calculation result are sequentially fused and widened, and the widening result is further subjected to the adapting treatment of an executing mechanism so as to inhibit the attitude control divergence phenomenon of a saturated region in the starting process of the attitude control engine; and controlling the executing mechanism to execute corresponding attitude control operation according to the adapting processing result.
The beneficial effects of the technical scheme are as follows: by respectively performing attitude control calculation on the rolling channel and the yaw channel, the rolling channel and the yaw channel are fused into one control period to be simultaneously controlled, so that the efficiency, response and robustness of the control system are improved. By widening the opening time of the attitude control engine and inhibiting the saturation region attitude control divergence phenomenon in the opening process of the attitude control engine, the dead zone thrust output of less than 15ms can be realized, namely the low thrust control of the attitude control engine is realized. After the scheme is used, when spray pipe multiplexing occurs, the step selection is not degraded into the step selection.
Based on the further improvement of the system, the solid attitude rail control power system also comprises a rail control engine module positioned in the middle of the aircraft; wherein,,
4 track-controlled engines are arranged in the track-controlled engine module; the first rail control engine and the third rail control engine are positioned on a straight line IV perpendicular to the axis of the aircraft and are used for realizing displacement control in the Y-axis direction of the aircraft under a transmission coordinate system; the second rail control engine and the fourth rail control engine are positioned on a line five perpendicular to a line four and are used for realizing displacement control of the Z-axis direction of the aircraft under the emission coordinate system; and the intersection point of the first straight line and the second straight line is positioned on the central axis of the aircraft;
in the emission coordinate system, the origin is positioned at the emission point of the aircraft, the forward direction of the X axis is along the emission aiming direction of the aircraft, the Y axis is perpendicular to the horizontal plane at the emission point, the forward direction of the Y axis is directed upwards, and the Z axis, the X axis and the Y axis form a right-hand coordinate system.
Further, a combination of the first attitude control engine and the sixth attitude control engine, and a combination of the third attitude control engine and the fourth attitude control engine are used for controlling the yaw angle of the aircraft;
the combination of the first attitude control engine and the fourth attitude control engine and the combination of the third attitude control engine and the sixth attitude control engine are used for controlling the roll angle of the aircraft.
Further, the controller executes the following control program to complete the attitude control calculation function of the rolling channel:
after receiving the navigation resolving instruction, performing attitude control calculation of the rolling channel through the following formula to obtain a control moment M which is required to be output by the rolling channel in the period xc ，
M xc ＝(5×Δ γ +ω x )×28×2，
In the formula delta γ Representing the roll angle deviation, ω, of the present period x A roll angle speed representing the present period;
identifying the control moment M which should be output by the rolling channel in the present period xc If the thrust F is larger than 0, executing the next step, if so, further obtaining the thrust F which the first attitude control engine should contribute to meeting the rolling channel requirement through the following formula xzk1 Thrust F to be contributed by fourth attitude control engine xzk4 ，
Identifying the control moment M which should be output by the rolling channel in the present period xc If not, the control of the rolling channel is not considered in the period, if so, the thrust F which is required to be contributed by the third attitude control engine when the requirement of the rolling channel is met is further obtained through the following formula xzk3 Thrust F to be contributed by six-attitude control engine xzk6 ，
The starting time of the attitude control engine which should contribute to the thrust is calculated by the following formula, wherein,in order to meet the requirement of the rolling channel, the starting time of the first gesture control engine is increased>In order to meet the starting time of the third gesture control engine when the rolling channel requirement is met, the engine is in a +.>In order to meet the starting time of the fourth gesture control engine when the rolling channel requirement is met, the engine is in a +.>In order to meet the starting time of the six-gesture control engine when the rolling channel is required,
or,
further, the controller executes the following control program to complete the attitude control calculation function of the yaw channel:
after receiving the navigation resolving instruction, performing attitude control calculation on the yaw channel through the following formula to obtain a control moment M which should be output by the yaw channel in the period yc ，
M yc ＝(3×Δ Ψ +ω y )×28×2，
In the formula delta Ψ Represents yaw angle deviation, ω, of the present period y A yaw rate representing the present period;
identifying the control moment M which should be output by the yaw channel in the period yc Whether or not is greater than 0, if not, executeAnd going to the next step, if yes, obtaining the thrust F which the attitude control engine should contribute by the following formula yzk1 Thrust F to be contributed by six-attitude control engine yzk6 ，
Identifying the control moment M which should be output by the yaw channel in the period yc If not, the yaw channel control is not considered in the period, and if so, the thrust F which is required to be contributed by the third attitude control engine when the yaw channel requirement is met is further obtained through the following formula yzk3 Thrust F to be contributed by fourth attitude control engine yzk4 ，
Calculating the starting time of the attitude control engine which should contribute to the thrust through the following formula, wherein t yzk1 To meet the requirement of a yaw passage, the starting time of the first attitude control engine is t yzk3 To meet the requirement of a yaw passage, the starting time of the third attitude control engine is t yzk In order to meet the requirement of a yaw passage, the starting time of the fourth attitude control engine is t yzk6 In order to meet the requirement of the yaw passage, the starting time of the No. six attitude control engine,
or,
further, the controller performs the following control program to complete the function of fusing the calculation results of the control:
judging whether the overload used attitude control engine exists or not through the conditions in the following formula,
when all the conditions are identified to be satisfied, judging that the attitude control engine used by overload does not exist, and determining the actual starting time t of the attitude control engine I according to the following formula zk1 Actual start time t of three-position control engine zk3 Actual start time t of fourth attitude control engine zk4 Actual start time t of six-gesture control engine zk6 ，
When the conditions are not all satisfied, determining that the conditions are not satisfiedThe residual opening time of the i-type attitude control engine used for overload after guaranteeing the rolling channel is determined by the following formula>
The control requirement of the yaw passage is adjusted through the following formula, and the opening time of the No. i attitude control engine when the yaw passage requirement is metOn-time of engine on same side as the i-type attitude control engine +.>Consistent, i + j=7, to avoid introducing additional disturbance torque,
according to yaw passage after adjustment of control requirementsThe actual starting time t of the first attitude control engine is obtained by the numerical value through the following formula zk1 Actual start time t of three-position control engine zk3 Actual start time t of fourth attitude control engine zk4 Actual start time t of six-gesture control engine zk6 ，
Further, the controller executes the following control program to complete the widening function of the control calculation result:
identifying whether the actual starting time of the first attitude control engine meets t zk1 >0 and t zk1 <15, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk Actual start time t of three-position control engine zk3 The following adjustment is made to obtain the adjusted opening time t zk1 ’、t zk3 ' replace the original on time t zk1 、t zk3 ，
t zk1 ’＝t zk1 +15，t zk3 ’＝t zk +15；
Identifying whether the actual starting time of the three-number attitude control engine meets t zk3 >0 and t zk3 <15, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 Actual start time t of three-position control engine zk3 The following adjustment is made to obtain the adjusted opening time t zk1 ’、t zk3 ' replace the original on time t zk1 、t zk3 ，
t zk ’＝t zk1 +15，t zk3 ’＝t zk3 +15；
Identifying whether the actual starting time of the fourth gesture control engine meets t zk4 >0 and t zk <15, if not, executing the next step, if yes, performing the actual start time t of the fourth gesture control engine zk4 Actual start time t of six-gesture control engine zk6 The following adjustment is made to obtain the adjusted opening time t zk4 ’、t zk6 ' replace the original on time t zk 、t zk6 ，
t zk4 ’＝t zk +15，t zk6 ’＝t zk6 +15；
Identifying whether the actual starting time of the six-gesture control engine meets t zk >0 and t zk6 <15, if not, maintaining the opening time of each attitude control engine unchanged, and if so, performing actual opening time t on the fourth attitude control engine zk4 Actual start time t of six-gesture control engine zk The following adjustment is made to obtain the adjusted opening time t zk ’、t zk ' replace the original on time t zk4 、t zk6 ，
t zk4 ’＝t zk4 +15，t zk ’＝t zk +15。
Further, the controller executes the following control program to complete the adaptation processing of the executing mechanism on the widening result so as to complete the function of inhibiting the divergence phenomenon of the attitude control of the saturated region in the starting process of the attitude control engine:
identifying the actual starting time t of the first-size attitude control engine in the unfolding result zk1 Whether or not t is satisfied zk1 >45, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 The following adjustments are made,
t zk1 ＝60，
identifying the actual starting time t of the three-position control engine in the unfolding result zk3 Whether or not t is satisfied zk3 >45, if not, executing the next step, if yes, performing actual start time t of the third gesture control engine zk3 The following adjustments are made,
t zk3 ＝60，
identifying the actual starting time t of the four-position control engine in the unfolding result zk4 Whether or not t is satisfied zk4 >45, if not, executing the next step, if yes, performing actual start time t of the fourth gesture control engine zk4 The following adjustments are made,
t zk4 ＝60，
identifying the actual starting time t of the six-gesture control engine in the unfolding result zk6 Whether or not t is satisfied zk6 >45, if not, finishing the adapting process, and if so, performing the actual start time t of the six-gesture control engine zk6 The following adjustments are made,
t zk6 ＝60。
further, the first attitude control engine, the second attitude control engine, the third attitude control engine, the fourth attitude control engine, the fifth attitude control engine and the sixth attitude control engine are all positioned in the same plane; and, in addition, the processing unit,
the first and third gesture control engines are symmetrical about a straight line, and the sixth and fourth gesture control engines are symmetrically distributed about the straight line.
Further, the distance of line two from the aircraft axis is equal to the distance of line three from the aircraft axis.
Compared with the prior art, the invention has at least one of the following beneficial effects:
1. by judging the load condition of each attitude control engine, the rolling channel and the yaw channel are fused into one control period to be controlled simultaneously, so that the efficiency, response and robustness of the control system are improved, and the simultaneous control of the rolling channel and the yaw channel is realized.
2. By widening the opening time of the attitude control engine to exceed the dead time and opening the opposite side engine to offset the extra thrust, the dead time thrust output of less than 15ms can be realized, and the small thrust control is realized.
3. The asymmetric opening of the attitude control engine inevitably causes interference moment, and the scheme effectively utilizes the interference moment for controlling the moment through fusion and stretching treatment and further carrying out the adaptation treatment of an actuating mechanism on the stretching result. That is, with the present solution, the step selection does not degrade into the split selection when nozzle multiplexing occurs.
The summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the invention, nor is it intended to be used to limit the scope of the invention.
Drawings
The foregoing and other objects, features and advantages of the invention will be apparent from the following more particular descriptions of exemplary embodiments of the invention as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout the exemplary embodiments of the invention.
FIG. 1 illustrates a prior art roll angle, yaw angle control scheme;
FIG. 2 shows a prior art roll angle status schematic;
FIG. 3 shows a prior art yaw angle state diagram;
FIG. 4 shows a schematic diagram of the operation of a attitude control engine in a solid attitude control power system according to example 1;
FIG. 5 illustrates a roll angle and yaw angle control scheme for an aircraft from the solid attitude and orbit control power system of example 1;
FIG. 6 shows a schematic diagram of the operation of a rail-controlled engine in a solid attitude rail-controlled power system according to example 2;
FIG. 7 shows the roll angle semi-physical simulation results (multiple measurements) of an aircraft after use of the solid attitude and orbit control power system of example 2;
fig. 8 shows the yaw angle semi-physical simulation results (multiple measurements) of an aircraft after using the solid attitude and orbit control power system of example 2.
Reference numerals:
1-a first attitude control engine; 2-a second attitude control engine; 3-third attitude control engine; 4-fourth attitude control engine; 5-fifth gesture control engine; 6-six gesture control engine; a number 1 rail control engine; 2# -a second rail control engine; a No. 3 rail-controlled engine; a No. 4 rail-controlled engine.
Detailed Description
Embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While embodiments of the present invention are illustrated in the drawings, it should be understood that the present invention may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The term "comprising" and variations thereof as used herein means open ended, i.e., "including but not limited to. The term "or" means "and/or" unless specifically stated otherwise. The term "based on" means "based at least in part on". The terms "one example embodiment" and "one embodiment" mean "at least one example embodiment. The term "another embodiment" means "at least one additional embodiment". The terms "first," "second," and the like, may refer to different or the same object. Other explicit and implicit definitions are also possible below.
Example 1
In one embodiment of the invention, a solid attitude and orbit control power system for an aircraft is disclosed, comprising an attitude and orbit control engine module at the tail of the aircraft, and a controller.
Wherein 6 attitude control engines are arranged in the attitude control engine module, as shown in fig. 4. The second attitude control engine 2 and the fifth attitude control engine 5 are positioned on a straight line I perpendicular to the axis of the aircraft and are used for controlling the pitch angle of the aircraft.
The first attitude control engine 1 and the third attitude control engine 3 are positioned on a second straight line perpendicular to the first straight line, the sixth attitude control engine 6 and the fourth attitude control engine 4 are positioned on a third straight line perpendicular to the first straight line and parallel to the second straight line, and the third attitude control engine and the fourth attitude control engine are combined to control the roll angle and the yaw angle of the aircraft.
The controller is used for respectively carrying out attitude control calculation of the rolling channel and the yaw channel after receiving the navigation resolving instruction; the starting time of the first attitude control engine, the third attitude control engine, the fourth attitude control engine and the sixth attitude control engine in the attitude control calculation result are sequentially fused and widened, and the widening result is further subjected to the adapting treatment of an executing mechanism so as to inhibit the attitude control divergence phenomenon of a saturated region in the starting process of the attitude control engine; and, controlling the executing mechanism to execute corresponding attitude control operation (ignition start of the first attitude control engine 1, the third attitude control engine 3, the fourth attitude control engine 4 and the sixth attitude control engine 6) according to the adapting processing result, as shown in fig. 5.
Optionally, the combination of the first and sixth gesture control engines 1, 6, the third and fourth gesture control engines 3, 4 is used for controlling yaw angle, and the combination of the first and fourth gesture control engines 1, 4, the third and sixth gesture control engines 3, 6 is used for controlling roll angle.
The key point of the scheme of the embodiment is that the first gesture control engine 1, the third gesture control engine 3, the fourth gesture control engine 4 and the sixth gesture control engine 6 are controlled in a combined mode.
The attitude control calculation result comprises the thrust and the opening time which are respectively contributed by an attitude control engine I, an attitude control engine III, an attitude control engine IV and an attitude control engine VI.
Compared with the prior art, the solid attitude and orbit control power system provided by the embodiment performs attitude control calculation on the rolling channel and the yaw channel respectively, and fuses the rolling channel and the yaw channel into one control period to control simultaneously, so that the efficiency, response and robustness of the control system are improved. By widening the opening time of the attitude control engine and inhibiting the saturation region attitude control divergence phenomenon in the opening process of the attitude control engine, the dead zone thrust output of less than 15ms can be realized, namely the low thrust control of the attitude control engine is realized. After the scheme is used, when spray pipe multiplexing occurs, the step selection is not degraded into the step selection.
Example 2
The improvement on the basis of the embodiment 1, the solid attitude rail control power system further comprises a rail control engine module positioned in the middle of the aircraft.
Wherein, 4 track-controlled engines are arranged in the track-controlled engine module, as shown in fig. 6. The first rail control engine 1# and the third rail control engine 3# are positioned on a straight line IV perpendicular to the axis of the aircraft and are used for realizing displacement control in the Y-axis direction of the aircraft under a transmission coordinate system; the second track control engine 2# and the fourth track control engine 4# are positioned on a straight line five perpendicular to the straight line four and are used for realizing displacement control of the Z-axis direction of the aircraft under the emission coordinate system; and the intersection point of the first straight line and the second straight line is positioned on the central axis of the aircraft.
The transmitting coordinate system is a dynamic coordinate system, the origin is located at the transmitting point of the aircraft and is fixedly connected with the transmitting point, the forward direction of the X axis is along the transmitting aiming direction of the aircraft, the Y axis is perpendicular to the horizontal plane at the transmitting point, the forward direction of the Y axis is directed upwards, and the Z axis, the X axis and the Y axis form a right-hand coordinate system.
In addition, the emission coordinate system can be replaced by an orbit coordinate system, in the orbit coordinate system, the origin is positioned at the mass center of the aircraft, the X axis is along the advancing direction of the aircraft, the Y axis is along the negative normal direction of the orbit of the aircraft, and the Z axis, the X axis and the Y axis form a right-hand coordinate system.
The solid attitude and orbit control power system of the embodiment divides attitude and orbit control calculation into two parts, and a rolling channel and a yaw channel are respectively calculated to obtain two sets of switch instructions. And generating a final control instruction through a pose control result fusion and widening module. With 60ms as a pulse width modulation period, a 15 second dead zone and a 45 second saturation zone are set for each of the on and off of the gesture engine. I.e. on time (ms) t=0, [15,45], 60.
Preferably, the combination of the first and sixth attitude control engines 1 and 6 and the combination of the third and fourth attitude control engines 3 and 4 are used for controlling the yaw angle of the aircraft.
Preferably, the combination of the first and fourth attitude control engines 1 and 4 and the combination of the third and sixth attitude control engines 3 and 6 are used for controlling the roll angle of the aircraft.
Preferably, the controller performs the following control program to complete the attitude control calculation function of the roll channel:
s1, after receiving a navigation resolving instruction, rolling a channel through the following formulaAttitude control calculation is carried out to obtain a control moment M which is output by the rolling channel in the present period xc (the moment that should be applied to the aircraft in the X-axis direction for the purpose of attitude control of the roll channel in this cycle),
M xc ＝(5×Δ γ +1×ω x )×28×2，
in the formula delta γ Representing the roll angle deviation, ω, of the present period x A roll angle speed representing the present period; 28×2 is the property of the controlled object; 5 is a proportional coefficient, 1 is a differential coefficient, 28 is F 1346 ×L 1346 Of (F) 1346 Represents the total thrust force L generated when the first, third, fourth and sixth gesture control engines are started 1346 Representing equivalent force arms of the first, third, fourth and sixth attitude control engines;
s2, identifying the control moment M which is required to be output in the period of the rolling channel xc If the thrust F is larger than 0, executing the next step, if so, further obtaining the thrust F which the first attitude control engine should contribute to meeting the rolling channel requirement through the following formula xzk1 Thrust F to be contributed by fourth attitude control engine xzk4 ，
S3, identifying the control moment M which is required to be output in the period of the rolling channel xc If not, the control of the rolling channel is not considered in the period, if so, the thrust F which is required to be contributed by the third attitude control engine when the requirement of the rolling channel is met is further obtained through the following formula xzk3 Thrust F to be contributed by six-attitude control engine xzk6 ，
S4, calculating the starting time of the attitude control engine which is required to contribute to the thrust through the following formula, wherein t yzk1 In order to meet the requirement of the yaw passage, the opening time of the first attitude control engine is controlled,in order to meet the requirement of a yaw passage, the starting time of a third attitude control engine is>In order to meet the requirement of a yaw passage, the starting time of a fourth attitude control engine is>In order to meet the requirement of the yaw passage, the starting time of the No. six attitude control engine,
or,
preferably, the controller performs the following control program to complete the attitude control calculation function of the yaw path:
s1, after receiving a navigation resolving instruction, performing attitude control calculation on a yaw channel through the following formula to obtain a control moment M which should be output by the yaw channel in the period yc (the moment in the Y-axis direction that should be applied to the aircraft for the purpose of attitude control of the yaw path in this cycle),
M yc ＝(3×Δ Ψ +ω y )×28×2，
in the formula delta Ψ Represents yaw angle deviation, ω, of the present period y A yaw rate representing the present period;
s2, identifying the control moment M which should be output by the yaw channel in the period yc If the thrust F is larger than 0, executing the next step, if so, further obtaining the thrust F which the first attitude control engine should contribute to meeting the requirement of the yaw passage through the following formula yzk1 Thrust F to be contributed by six-attitude control engine yzk6 ，
S3, identifying the control moment M which should be output by the yaw channel in the period yc If not, the yaw channel control is not considered in the period, and if so, the thrust F which is required to be contributed by the third attitude control engine when the yaw channel requirement is met is further obtained through the following formula yzk3 Thrust F to be contributed by fourth attitude control engine yzk4 ，
And S4, calculating the starting time of the attitude control engine which should contribute to the thrust through the following formula, wherein,to meet the requirement of yaw passage, the starting time of the first attitude control engine is->In order to meet the requirement of a yaw passage, the starting time of a third attitude control engine is>In order to meet the requirement of a yaw passage, the starting time of a fourth attitude control engine is>To meet the requirement of yaw passage, the start time of the six-position control engine
Or,
the above stepsIn steps S4,the requirements of the rolling channel on the starting time of the first gesture control engine are respectively +.>The yaw channel requires the opening time of the first attitude control engine, and the rest amounts are the same. Because it is calculated separately so that there are two values. These two values are fused, adjusted, and discarded later.
Preferably, the controller performs the following control program to complete the function of fusing the calculation results of the control:
s5, judging whether the attitude control engine used by overload exists or not through the conditions in the following formula,
s6, when all the conditions are met, judging that the attitude control engine used by overload does not exist, and determining the actual starting time t of the attitude control engine I according to the following formula zk1 Actual start time t of three-position control engine zk3 Actual start time t of fourth attitude control engine zk4 Actual start time t of six-gesture control engine zk6 ，
S7, when the conditions are identified to be not all satisfied, determining that the conditions are not satisfied60, i=1, 3, 4, 6, and preferably guaranteeing the rolling passage, the remaining opening time +_of the i-number attitude control engine used for overload after guaranteeing the rolling passage is determined by the following formula>
S8, adjusting the control requirement of the yaw channel through the following formula, wherein the opening time of the I-type attitude control engine when the requirement of the yaw channel is metOn-time of engine on same side as the i-type attitude control engine +.>Consistent, i + j=7, to avoid introducing additional disturbance torque,
i.e. when i=1, 3, 4, 6, j=6, 4, 3, 1. I.e. i+j=7;
the remaining on time is to be notedThe maximum available time for the yaw path that engine number i can provide must be less than the yaw path control requirement. Therefore, step S7 preferably satisfies the control requirement of the roll channel, and in step S8, the two engines are adjusted synchronously so as not to additionally introduce disturbance torque to the roll channel.
S9, according to the yaw channel after adjustment and control requirementsThe actual starting time t of the first attitude control engine is obtained by the numerical value through the following formula zk Actual start time t of three-position control engine zk3 Actual start time t of fourth attitude control engine zk When the six-gesture control engine is actually startedInterval t zk ，
After the processing of steps S1 to S9, it is still insufficient because there may be a case where the engine on time is less than 15ms dead zone although the simultaneous control of two channels is realized.
Preferably, the controller performs the following control program to complete the widening function of the control calculation result:
s10, identifying whether the actual starting time of the first-order attitude control engine meets t zk >0 and t zk <15, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 Actual start time t of three-position control engine zk The following adjustment is made (the actual opening time of the first engine is increased to be larger than the dead time, and the time for opening the opposite-side engine is also increased equally to offset the additional thrust force), so as to obtain the adjusted opening time t zk1 ’、t zk3 ' replace the original on time t zk1 、t zk3 ，
t zk1 ’＝t zk1 +15，t zk3 ’＝t zk3 +15；
S11, identifying whether the actual starting time of the three-position control engine meets t zk3 >0 and t zk3 <15, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 Actual start time t of three-position control engine zk3 The following adjustment is made (the actual opening time of the third engine is increased to be larger than the dead time, and the time for opening the opposite side engine is increased equally to offset the additional thrust) to obtain the adjusted opening time t zk1 ’、t zk3 ' replace the original on time t zk1 、t zk3 ，
t zk1 ’＝t zk +15，t zk3 ’＝t zk +15；
S12, identifying No. four attitude control enginesWhether the actual on-time of (c) satisfies t zk4 >0 and t zk4 <15, if not, executing the next step, if yes, performing the actual start time t of the fourth gesture control engine zk4 Actual start time t of six-gesture control engine zk6 The following adjustment is made (the actual opening time of the fourth engine is increased to be larger than the dead time, and the time for opening the opposite side engine is increased equally to offset the additional thrust) to obtain the adjusted opening time t zk4 ’、t zk6 ' replace the original on time t zk4 、t zk6 ，
t zk4 ’＝t zk4 +15，t zk6 ’＝t zk6 +15；
S13, identifying whether the actual starting time of the six-gesture control engine meets t zk6 >0 and t zk6 <15, if not, maintaining the opening time of each attitude control engine unchanged, and if so, performing actual opening time t on the fourth attitude control engine zk Actual start time t of six-gesture control engine zk6 The following adjustment is made (the actual opening time of the No. six engine is increased to be larger than the dead time, and the time for opening the opposite side engine is also increased equally to offset the additional thrust force), so as to obtain the adjusted opening time t zk4 ’、t zk ' replace the original on time t zk4 、t zk ，
t zk ’＝t zk4 +15，t zk6 ’＝t zk6 +15。
In summary, when the opening time of a certain attitude control engine does not meet the shortest opening time, the opening time is increased by 15ms, and meanwhile, in order to offset the influence of the prolonged opening time, the opening time of the opposite side engine is prolonged by 15ms.
Through the processing of steps S10 to S13, there has been no case where the attitude control engine should be turned on but the on time is less than 15ms. Thus, the adaptation process of the actuator is finally performed.
The disturbance torque is effectively utilized for torque control by the processing of steps S5 to S13. I.e. after the use of the scheme of steps S5-S13, the occurrence of disturbing moments can be avoided. It is common practice in the industry to time-share control of the roll and yaw paths to avoid disturbing moments.
Preferably, the controller executes the following control program to complete the adapting process of the executing mechanism on the widening result, so as to complete the function of inhibiting the divergence phenomenon of the saturated region attitude control in the process of starting the attitude control engine:
s14, identifying the actual starting time t of the first-order attitude control engine in the unfolding result zk1 Whether or not t is satisfied zk1 >45, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk The following adjustments are made,
t zk1 ＝60，
s15, identifying actual starting time t of three-size attitude control engine in unfolding result zk3 Whether or not t is satisfied zk3 >45, if not, executing the next step, if yes, performing actual start time t of the third gesture control engine zk3 The following adjustments are made,
t zk3 ＝60，
s16, identifying the actual starting time t of the fourth gesture control engine in the unfolding result zk Whether or not t is satisfied zk4 >45, if not, executing the next step, if yes, performing actual start time t of the fourth gesture control engine zk4 The following adjustments are made,
t zk4 ＝60，
s17, identifying actual starting time t of six-gesture control engine in unfolding result zk6 Whether or not t is satisfied zk6 >45, if not, finishing the adapting process, and if so, performing the actual start time t of the six-gesture control engine zk6 The following adjustments are made,
t zk6 ＝60。
so far, the scheme ends.
Preferably, the first attitude control engine 1, the second attitude control engine, the third attitude control engine 3, the fourth attitude control engine 4, the fifth attitude control engine 5 and the sixth attitude control engine 6 are all positioned in the same plane. The first and third gesture control engines 1 and 3 are symmetric about a straight line, and the sixth and fourth gesture control engines 6 and 4 are also symmetric about a straight line.
Preferably, the distance of line two from the aircraft axis is equal to the distance of line three from the aircraft axis.
In implementation, the mass of the aircraft target adopted in the embodiment is about 40kg, and the thrust of a single attitude control engine is 28N. The device has the advantages of small mass, high dynamic performance and extremely high control difficulty, and is extremely difficult to realize the gesture control by the prior art.
After the solid attitude and orbit control power system provided by the embodiment is applied, 5% of deviation of model mass, moment of inertia, mass center deviation and thrust deviation are respectively carried out, and the total number of the deviation is 1 reference trajectory and 16 limit trajectory. Simulation results the attitude tracking was good, and as shown in fig. 7-8, both the roll angle and yaw angle were well tracked. It should be noted that, in the semi-physical simulation, the control command issue period is 5ms, that is, the on time of all the engines can only be one of 0, 15, 20, 25, 30, 35, 40, 45, 60. After the scheme is applied, the design robustness of the original control system is enhanced.
Compared with the prior art, the solid attitude and orbit control power system for the aircraft has the following beneficial effects:
1. by judging the load condition of each attitude control engine, the rolling channel and the yaw channel are fused into one control period to be controlled simultaneously, so that the efficiency, response and robustness of the control system are improved, and the simultaneous control of the rolling channel and the yaw channel is realized.
2. By widening the opening time of the attitude control engine to exceed the dead time and opening the opposite side engine to offset the extra thrust, the dead time thrust output of less than 15ms can be realized, and the small thrust control is realized.
3. The asymmetric opening of the attitude control engine inevitably causes interference moment, and the scheme effectively utilizes the interference moment for controlling the moment through fusion and stretching treatment and further carrying out the adaptation treatment of an actuating mechanism on the stretching result. That is, with the present solution, the step selection does not degrade into the split selection when nozzle multiplexing occurs.
The foregoing description of embodiments of the invention has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or the improvement of the prior art, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (7)
1. A solid attitude and orbit control power system for an aircraft, which is characterized by comprising an attitude and orbit control engine module positioned at the tail of the aircraft and a controller; wherein,,
6 attitude control engines are arranged in the attitude control engine module; the second attitude control engine and the fifth attitude control engine are positioned on a straight line I perpendicular to the axis of the aircraft and are used for controlling the pitch angle of the aircraft; the first attitude control engine and the third attitude control engine are positioned on a second straight line perpendicular to the first straight line, the sixth attitude control engine and the fourth attitude control engine are positioned on a third straight line perpendicular to the first straight line and parallel to the second straight line, and the combination of the first attitude control engine and the sixth attitude control engine and the combination of the third attitude control engine and the fourth attitude control engine are used for controlling the yaw angle of the aircraft; the combination of the first attitude control engine and the fourth attitude control engine, and the combination of the third attitude control engine and the sixth attitude control engine are used for controlling the roll angle of the aircraft;
the controller is used for respectively carrying out attitude control calculation of the rolling channel and the yaw channel after receiving the navigation resolving instruction; the starting time of the first attitude control engine, the third attitude control engine, the fourth attitude control engine and the sixth attitude control engine in the attitude control calculation result are sequentially fused and widened, and the widening result is further subjected to the adapting treatment of an executing mechanism so as to inhibit the attitude control divergence phenomenon of a saturated region in the starting process of the attitude control engine; and controlling the executing mechanism to execute corresponding attitude control operation according to the adapting processing result;
further, the controller executes the following control program to complete the attitude control calculation function of the rolling channel:
after receiving the navigation resolving instruction, performing attitude control calculation of the rolling channel through the following formula to obtain a control moment M which is required to be output by the rolling channel in the period xc ，
M xc ＝(5×Δ γ +ω x )×28×2，
In the formula delta γ Representing the roll angle deviation, ω, of the present period x A roll angle speed representing the present period;
identifying the control moment M which should be output by the rolling channel in the present period xc If the thrust F is larger than 0, executing the next step, if so, further obtaining the thrust F which the first attitude control engine should contribute to meeting the rolling channel requirement through the following formula xzk1 Thrust F to be contributed by fourth attitude control engine xzk4 ，
Identifying the control moment M which should be output by the rolling channel in the present period xc If not, the control of the rolling channel is not considered in the period, if so, the thrust F which is required to be contributed by the third attitude control engine when the requirement of the rolling channel is met is further obtained through the following formula xzk3 Thrust F to be contributed by six-attitude control engine xzk6 ，
The starting time of the attitude control engine which should contribute to the thrust is calculated by the following formula, wherein,in order to meet the requirement of the rolling channel, the starting time of the first gesture control engine is increased>In order to meet the starting time of the third gesture control engine when the rolling channel requirement is met, the engine is in a +.>In order to meet the starting time of the fourth gesture control engine when the rolling channel requirement is met, the engine is in a +.>In order to meet the starting time of the six-gesture control engine when the rolling channel is required,
or,
and, in addition, the processing unit,
further, the controller executes the following control program to complete the attitude control calculation function of the yaw channel:
after receiving the navigation resolving instruction, performing attitude control calculation on the yaw channel through the following formula to obtain a control moment M which should be output by the yaw channel in the period yc ，
M yc ＝(3×Δ Ψ +ω y )×28×2，
In the formula delta Ψ Represents yaw angle deviation, ω, of the present period y A yaw rate representing the present period;
identifying the control moment M which should be output by the yaw channel in the period yc If the thrust F is larger than 0, executing the next step, if so, further obtaining the thrust F which the first attitude control engine should contribute to meeting the requirement of the yaw passage through the following formula yzk1 Thrust F to be contributed by six-attitude control engine yzk6 ，
Identifying the control moment M which should be output by the yaw channel in the period yc If not, the yaw channel control is not considered in the period, and if so, the thrust F which is required to be contributed by the third attitude control engine when the yaw channel requirement is met is further obtained through the following formula yzk3 Thrust F to be contributed by fourth attitude control engine yzk4 ，
The starting time of the attitude control engine which should contribute to the thrust is calculated by the following formula, wherein,to meet the requirement of yaw passage, the starting time of the first attitude control engine is->In order to meet the requirement of a yaw passage, the starting time of a third attitude control engine is>In order to meet the requirement of a yaw passage, the starting time of a fourth attitude control engine is>In order to meet the requirement of the yaw passage, the starting time of the No. six attitude control engine,
or,
2. the solid state rail control power system for an aircraft of claim 1, further comprising a rail control engine module located in a central portion of the aircraft; wherein,,
4 track-controlled engines are arranged in the track-controlled engine module; the first rail control engine and the third rail control engine are positioned on a straight line IV perpendicular to the axis of the aircraft and are used for realizing displacement control in the Y-axis direction of the aircraft under a transmission coordinate system; the second rail control engine and the fourth rail control engine are positioned on a line five perpendicular to a line four and are used for realizing displacement control of the Z-axis direction of the aircraft under the emission coordinate system; and the intersection point of the first straight line and the second straight line is positioned on the central axis of the aircraft;
in the emission coordinate system, the origin is positioned at the emission point of the aircraft, the forward direction of the X axis is along the emission aiming direction of the aircraft, the Y axis is perpendicular to the horizontal plane at the emission point, the forward direction of the Y axis is directed upwards, and the Z axis, the X axis and the Y axis form a right-hand coordinate system.
3. The solid state rail control power system for an aircraft of claim 2, wherein the controller performs the following control program to perform the function of fusing the control calculations:
judging whether the overload used attitude control engine exists or not through the conditions in the following formula,
when all the conditions are identified to be satisfied, judging that the attitude control engine used by overload does not exist, and determining the actual starting time t of the attitude control engine I according to the following formula zk1 Actual start time t of three-position control engine zk3 Actual start time t of fourth attitude control engine zk4 Actual start time t of six-gesture control engine zk6 ，
When the conditions are not all satisfied, determining that the conditions are not satisfiedThe residual opening time of the i-type attitude control engine used for overload after guaranteeing the rolling channel is determined by the following formula>
The control requirement of the yaw passage is adjusted through the following formula, and the opening time of the No. i attitude control engine when the yaw passage requirement is metOn-time of engine on same side as the i-type attitude control engine +.>Consistent, i + j=7, to avoid introducing additional disturbance torque,
according to yaw passage after adjustment of control requirementsThe actual starting time t of the first attitude control engine is obtained by the numerical value through the following formula xk1 Actual start time t of three-position control engine zk3 Actual start time t of fourth attitude control engine zk4 No. sixActual opening time t of attitude control engine zk6 ，
4. A solid state rail control power system for an aircraft according to claim 3, wherein the controller performs a widening function of the control calculation result by executing a control program of:
identifying whether the actual starting time of the first attitude control engine meets t zk1 > 0 and t zk1 <15, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 Actual start time t of three-position control engine zk3 The following adjustment is made to obtain the adjusted opening time t zk1 ’、t zk3 ' replace the original on time t zk1 、t zk3 ，
t zk1 ’＝t zk1 +15，t zk3 ’＝t zk3 +15；
Identifying whether the actual starting time of the three-number attitude control engine meets t zk3 > 0 and t zk3 <15, if not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 Actual start time t of three-position control engine zk3 The following adjustment is made to obtain the adjusted opening time t zk1 ’、t zk3 ' replace the original on time t zk1 、t zk3 ，
t zk1 ’＝t zk1 +15，t zk3 ’＝t zk3 +15；
Identifying whether the actual starting time of the fourth gesture control engine meets t zk4 > 0 and t zk4 <15, if not, executing the next step, if yes, performing the actual start time t of the fourth gesture control engine zk4 Opening time t of six-gesture control engine zk6 The following adjustment is made to obtain the adjusted opening time t zk4 ’、t zk6 ' replace original switchStart time t zk4 、t zk6 ，
t zk4 ’＝t zk4 +15，t zk6 ’＝t zk6 +15；
Identifying whether the actual starting time of the six-gesture control engine meets t zk6 > 0 and t zk6 <15, if not, maintaining the opening time of each attitude control engine unchanged, and if so, performing actual opening time t on the fourth attitude control engine zk4 Actual start time t of six-gesture control engine zk6 The following adjustment is made to obtain the adjusted opening time t zk4 ’、t zk6 ' replace the original on time t zk4 、t zk6 ，
t zk4 ’＝t zk4 +15，t zk6 ’＝t zk6 +15。
5. The solid state attitude and orbit control power system for an aircraft according to claim 4, wherein the controller performs the following control procedure to perform the adaptation of the widening result to the actuator to perform the function of suppressing the saturation region attitude control divergence phenomenon during the attitude control engine start-up:
identifying the actual starting time t of the first-size attitude control engine in the unfolding result zk1 Whether or not t is satisfied zk1 If not, executing the next step, if yes, controlling the actual starting time t of the engine by the gesture I zk1 The following adjustments are made,
t zk1 ＝60，
identifying the actual starting time t of the three-position control engine in the unfolding result zk3 Whether or not t is satisfied zk3 If not, executing the next step, if yes, actually starting the third gesture control engine for the time t zk3 The following adjustments are made,
t zk3 ＝60，
identifying the actual starting time t of the four-position control engine in the unfolding result zk4 Whether or not t is satisfied zk4 If not, executing the next step, if yes, actually starting the engine for the fourth gesture control time t zk4 The following adjustments are made,
t zk4 ＝60，
identifying the actual starting time t of the six-gesture control engine in the unfolding result zk6 Whether or not t is satisfied zk6 If not, finishing the adaptation processing, and if so, performing actual starting time t on the six-gesture control engine zk6 The following adjustments are made,
t zk6 ＝60。
6. the solid state attitude and orbit control power system for aircraft according to claim 5, wherein the first, second, third, fourth, fifth and sixth attitude control engines are all located in the same plane; and, in addition, the processing unit,
the first and third gesture control engines are symmetrical about a straight line, and the sixth and fourth gesture control engines are symmetrically distributed about the straight line.
7. The solid state rail control power system for an aircraft of claim 6, wherein the distance of line two from the aircraft axis is equal to the distance of line three from the aircraft axis.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310271854.2A CN116176870B (en) | 2023-03-20 | 2023-03-20 | Solid attitude and orbit control power system for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310271854.2A CN116176870B (en) | 2023-03-20 | 2023-03-20 | Solid attitude and orbit control power system for aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116176870A CN116176870A (en) | 2023-05-30 |
| CN116176870B true CN116176870B (en) | 2023-09-19 |
Family
ID=86442475
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310271854.2A Active CN116176870B (en) | 2023-03-20 | 2023-03-20 | Solid attitude and orbit control power system for aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116176870B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2759974A1 (en) * | 1997-02-21 | 1998-08-28 | Matra Marconi Space France | Inertial wheel-stabilised satellite angular speed measuring method |
| CN104590588A (en) * | 2014-12-04 | 2015-05-06 | 哈尔滨工业大学 | Flexible satellite attitude orbit coupling control method based on isolation allowance method and pulse width fusion strategy |
| CN105843239A (en) * | 2016-04-06 | 2016-08-10 | 北京理工大学 | Attitude control thruster layout optimization method for combined spacecraft |
| CN112550768A (en) * | 2020-12-14 | 2021-03-26 | 北京航天自动控制研究所 | High-precision angular velocity control method under short-time large-boundary interference |
| CN113110535A (en) * | 2021-03-16 | 2021-07-13 | 北京控制工程研究所 | Spacecraft attitude control method under multi-constraint condition |
| CN114852377A (en) * | 2022-04-28 | 2022-08-05 | 湖北航天技术研究院总体设计所 | Method and device for controlling redundant quota of solid vector thruster |
| CN114872933A (en) * | 2022-04-28 | 2022-08-09 | 湖北航天技术研究院总体设计所 | Multi-valve cooperative control method, device and system for solid vector thruster |
| CN114967723A (en) * | 2022-06-15 | 2022-08-30 | 哈尔滨工业大学 | High-precision attitude control method for navigation body with supercavity appearance |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6432903B2 (en) * | 2014-09-26 | 2018-12-05 | 三菱重工業株式会社 | Vertical take-off and landing aircraft and control method of vertical take-off and landing aircraft |
-
2023
- 2023-03-20 CN CN202310271854.2A patent/CN116176870B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2759974A1 (en) * | 1997-02-21 | 1998-08-28 | Matra Marconi Space France | Inertial wheel-stabilised satellite angular speed measuring method |
| CN104590588A (en) * | 2014-12-04 | 2015-05-06 | 哈尔滨工业大学 | Flexible satellite attitude orbit coupling control method based on isolation allowance method and pulse width fusion strategy |
| CN105843239A (en) * | 2016-04-06 | 2016-08-10 | 北京理工大学 | Attitude control thruster layout optimization method for combined spacecraft |
| CN112550768A (en) * | 2020-12-14 | 2021-03-26 | 北京航天自动控制研究所 | High-precision angular velocity control method under short-time large-boundary interference |
| CN113110535A (en) * | 2021-03-16 | 2021-07-13 | 北京控制工程研究所 | Spacecraft attitude control method under multi-constraint condition |
| CN114852377A (en) * | 2022-04-28 | 2022-08-05 | 湖北航天技术研究院总体设计所 | Method and device for controlling redundant quota of solid vector thruster |
| CN114872933A (en) * | 2022-04-28 | 2022-08-09 | 湖北航天技术研究院总体设计所 | Multi-valve cooperative control method, device and system for solid vector thruster |
| CN114967723A (en) * | 2022-06-15 | 2022-08-30 | 哈尔滨工业大学 | High-precision attitude control method for navigation body with supercavity appearance |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116176870A (en) | 2023-05-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Li et al. | Formation UAV flight control using virtual structure and motion synchronization | |
| Horie et al. | Optimal fighter pursuit-evasion maneuvers found via two-sided optimization | |
| CN104635741B (en) | Control System for Reusable Launch Vehicle reenters attitude control method | |
| CN104252133B (en) | Longitudinal control law smooth switching method of unmanned aerial vehicle | |
| Kumar et al. | Non-singular terminal sliding mode guidance and control with terminal angle constraints for non-maneuvering targets | |
| Livermore et al. | Deviated pure-pursuit-based optimal guidance law for imposing intercept time and angle | |
| CN104898682A (en) | Reentry attitude fault-tolerant control method for hypersonic aircraft | |
| CN111898201B (en) | High-precision autonomous attack guiding method for fighter in air combat simulation environment | |
| CN116176870B (en) | Solid attitude and orbit control power system for aircraft | |
| Guo et al. | Improved adaptive integral-sliding-mode fault-tolerant control for hypersonic vehicle with actuator fault | |
| CN105159311A (en) | Design method of automatic pilot for strapdown seeker | |
| Feng et al. | Control allocation algorithm for over-actuated electric vehicles | |
| CN106227968B (en) | A kind of spacecraft sustainer Burnout optimization method | |
| CN106406096A (en) | Coupling utilization coordination control method suitable for transversal and lateral maneuvering of aircraft | |
| CN104914873B (en) | A kind of coupling process of rail control engine | |
| CN107491082A (en) | Spacecraft Attitude Control mixing executing agency optimal control method | |
| CN115268503B (en) | Multi-aircraft three-dimensional cooperative guidance method for removing singularity | |
| CN116820114A (en) | Rudder deflection prevention system for continuous large overload maneuver of target and design and use method thereof | |
| Oki et al. | Time-optimal manipulator control of a free-floating space robot with constraint on reaction torque | |
| Lathasree et al. | Design of nonlinear flight controller for fighter aircraft | |
| Xing et al. | Segmented optimal guidance with constraints on terminal angle of attack and impact angle | |
| Yang et al. | Integrated guidance and control of agile missiles using the finite-sdre approach | |
| Zhou et al. | Indirect robust control of agile missile via Theta-D technique | |
| Zheng et al. | Model predictive static programming rendezvous trajectory generation of unmanned aerial vehicles | |
| Kurnell et al. | Model predictive impedance control for orbital replacement unit installation by a cubesat servicer |
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 | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |