CN116225040A - Automatic attitude adjustment method for aircraft based on inertial navigation system - Google Patents
Automatic attitude adjustment method for aircraft based on inertial navigation system Download PDFInfo
- Publication number
- CN116225040A CN116225040A CN202310305451.5A CN202310305451A CN116225040A CN 116225040 A CN116225040 A CN 116225040A CN 202310305451 A CN202310305451 A CN 202310305451A CN 116225040 A CN116225040 A CN 116225040A
- Authority
- CN
- China
- Prior art keywords
- jack
- aircraft
- gamma
- airplane
- roll angle
- 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 73
- 230000008569 process Effects 0.000 claims abstract description 25
- 239000013598 vector Substances 0.000 claims description 29
- 238000004422 calculation algorithm Methods 0.000 claims description 12
- 230000008859 change Effects 0.000 claims description 10
- 230000006870 function Effects 0.000 claims description 9
- 238000010801 machine learning Methods 0.000 claims description 8
- 238000012937 correction Methods 0.000 claims description 5
- 238000012549 training Methods 0.000 claims description 5
- 210000002569 neuron Anatomy 0.000 claims description 4
- 238000005096 rolling process Methods 0.000 claims description 2
- 238000012423 maintenance Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 101000912561 Bos taurus Fibrinogen gamma-B chain Proteins 0.000 description 1
- 229920002430 Fibre-reinforced plastic Polymers 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000011151 fibre-reinforced plastic Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000005286 illumination Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000007637 random forest analysis Methods 0.000 description 1
- 230000033772 system development Effects 0.000 description 1
- 238000005303 weighing 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
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The invention discloses an automatic attitude adjustment method of an aircraft based on an inertial navigation system, which comprises a debugging step and an attitude adjustment step, wherein the aircraft is adjusted to be in a horizontal attitude in the debugging process, and then the relation between the lifting heights of a left jack and a right jack and the roll angle of the aircraft is measured; measuring the relation between the lifting height of the front jack and the pitch angle of the airplane; and a polynomial fitting method is adopted to determine a relation between the lifting height and the aircraft roll angle and a relation between the lifting height and the aircraft pitch angle. In the process of funding, the roll angle of the airplane is adjusted to a target value by controlling the left jack or the right jack to be lifted; and adjusting the pitch angle to the target pitch angle by controlling the front jack. The invention can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged. The invention simplifies the attitude adjustment procedure of the aircraft, improves the working efficiency and has better practicability.
Description
Technical Field
The invention belongs to the technical field of aircraft attitude adjustment, and particularly relates to an aircraft automatic attitude adjustment method based on an inertial navigation system.
Background
In debugging and maintenance work such as aircraft weighing, the attitude of the aircraft is often required to be adjusted so as to meet the requirements. At present, in production practice, a jack is used for jacking an aircraft, tools such as a level meter and a tape measure are prepared, and the attitude of the aircraft is adjusted and determined by measuring the position relationship among a plurality of groups of level measuring points on the aircraft. However, due to factors such as the pose of the level, the precision of the measuring tape, the illumination condition and the like, the method is generally long in time consumption when the airplane is adjusted, the precision is not high, and the use scene with high requirements on the pose of the airplane cannot be well met. In addition, most of currently used jacks are lifted by manpower, and in the gesture adjusting process, the lifting height is often required to be frequently adjusted, so that the physical strength is consumed, the lifting precision is low, and the speed is low.
At present, the inertial navigation system is widely used in the fields of aerospace, guided weapons and the like, and can reflect the attitude information of airplane heading, pitching, rolling and the like in real time. The strapdown inertial navigation system has the advantages of high reliability, strong function, light weight, low cost, high precision, flexible use and the like, and has become the main stream of the current inertial navigation system development. The servo motor has the advantages of high precision, good high-speed performance, strong overload resistance, stable operation and the like, and is widely applied to systems with relatively high requirements on process precision, processing efficiency, working reliability and the like, such as machine tools, laser processing equipment, robots and the like. Therefore, the method can be used for reading the attitude information from the aircraft inertial navigation system and being used for an aircraft attitude adjustment procedure, and meanwhile, a servo motor is used for driving a jack to lift, so that the high-precision and automatic rapid adjustment of the aircraft attitude is realized.
Disclosure of Invention
The invention aims to provide an automatic attitude adjustment method for an aircraft based on an inertial navigation system, which can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged.
The invention is realized mainly by the following technical scheme:
an automatic attitude adjustment method for an aircraft based on an inertial navigation system is characterized in that a front jack is arranged below a nose of the aircraft, and a left jack and a right jack are respectively arranged below left and right wings of the aircraft; the method comprises the following steps:
step S100: debugging:
step S110: the lifting zero point heights of the front jack, the left jack and the right jack are respectively set, and then the coordinated lifting jack heights of the front jack, the left jack and the right jack are set;
step S120: the aircraft is adjusted to be in a horizontal posture, wherein |gamma| is less than or equal to epsilon γ 、|θ|≤∈ θ Gamma is the roll angle of the aircraft, theta is the pitch angle of the aircraft, epsilon γ E is the allowable error of roll angle θ Is pitch angle allowable error;
step S130: establishing a coordinate system Oxyz by taking the machine head as a coordinate origin, wherein an x-axis is an inverse heading direction, and an xOy plane is a horizontal plane; the coordinates of the front jack, the left jack and the right jack are respectively as follows: q (Q) 10 (x 10 ，y 10 ，z 10 )、Q 20 (x 20 ，y 20 ，z 20 )、Q 30 (x 30 ，y 30 ，z 30 ) And x is 20 ＝x 30 ，、y 20 +y 30 ＝0、y 10 ＝0；
Calculating the plane Q of the front jack, the left jack and the right jack 0 The normal vector of (2) is:
horizontal plane G of aircraft inertial navigation system 0 The normal vector of (2) is:
will be
Projected to the xOz plane and to the yOz plane, respectively, there are projection vectors:
at this time, plane Q 0 And plane G 0 Included angle of (a)
Plane Q 0 And plane G 0 The cosine of the included angle is:
step S140: measuring the relation between the lifting height h of the left jack and the lifting height h of the right jack and the roll angle of the airplane; measuring the relation between the lifting height h of the front jack and the pitch angle theta of the airplane;
the left jack is lifted to a height h, and the coordinates of the front jack, the left jack and the right jack are respectively as follows: q (Q) 11 (x 10 ，y 10 ，z 10 )、Q 21 (x 20 ，y 20 ，z 20 +h)、Q 31 (x 30 ，y 30 ，z 30 ) Calculating the plane Q of the front jack, the left jack and the right jack 1 Normal vector of (c):
at this time, plane G of aircraft inertial navigation system 1 Is the normal vector of (2)
Plane Q 1 And plane G 1 The included angle is->
In the case of an aircraft which is rigid, then ∈>
and />
Equal:
and comparing the normal vector changes of the front and rear aircraft inertial navigation systems, and projecting the normal vector changes to an xOz plane to obtain the cosine value of the aircraft roll angle change quantity after the lifting height h of the left jack:
the functional relation between the lifting height h of the left jack and the change quantity of the airplane roll angle can be obtained;
cosγ 2 ＝γ 2 (h)
because the airplane body is deformed in the attitude adjustment process, a correction function alpha is required to be introduced 2 (h) For the left jack, the modified functional relationship:
α 2 (h)cosγ 2 ＝γ 2 (h)
α 2 (h) Correcting a function for a roll angle;
the finishing method can obtain:
γ 2 ＝f 2 (h) (1)
wherein ,
the same can be obtained:
lifting height h of right jack and airplane roll angle gamma 3 Functional relationship between:
γ 3 ＝f 3 (h) (2)
lifting height h of front jack and pitch angle theta of airplane 1 Functional relationship between:
θ 1 ＝f 1 (h) (3)
step S200: posture adjustment:
step S210: setting the attitude of an airplane target: target roll angle gamma 0 And a target pitch angle theta 0 ；
Step S220: according to formula (1) or formula (2), the roll angle gamma of the aircraft is adjusted to a target value gamma by controlling the lifting left jack or the lifting right jack 0 ，|γ-γ 0 |≤∈ γ ；
Step S230: according to formula (3), controlling the front jack to adjust the pitch angle theta to the target pitch angle theta 0 ，|θ-θ 0 |≤∈ θ 。
In order to better implement the present invention, further, in step S140, the formula (1) is determined by using a polynomial fitting method:
step S141: fixing the lifting height h of each left jack 0 Sequentially jack up h 0 Recording the height h and the roll angle gamma after the jacking 2 Data of (2);
step S142: multiple h and gamma according to statistical records 2 Establishing h to gamma based on machine learning algorithm 2 Network model of (2), finally obtain:
γ 2 ＝a 0 +a 1 h+a 2 h 2 +...a n h n 。
in order to better implement the present invention, further, the machine learning algorithm in step S142 selects a multiple regression model or a neuron model.
In order to better implement the present invention, further, in step S142, as the training model variable increases, a tree model algorithm is selected to implement h and γ 2 And (5) establishing a corresponding relation.
In order to better realize the invention, a polynomial fitting method is further adopted to determine the formula (2) and the formula (3).
In order to better implement the present invention, further, in step S220, the step of adjusting the roll angle of the aircraft by controlling the lifting left jack according to formula (1) is as follows:
step S221: after the aircraft is jacked up in a coordinated manner, the position of the left jack is Q 20 (x 20 ，y 20 ，z 20 ) Comparing the roll angle gamma of the airplane at the moment with a target value gamma 0 Solving the formula (1) to obtain the height h of the left jack to be lifted 1 Controlling the left jack to lift for the first time;
step S222: after the left jack is controlled to lift for the first time, the roll angle gamma of the airplane at the moment is compared again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ Ending the gesture adjusting process, otherwise, solving through the formula (1) again to obtain the height h of the left jack to be lifted 2 Controlling the left jack to lift for the second time;
step S223: after the left jack is controlled to rise and fall for the second time, the roll angle gamma of the airplane at the moment is compared again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ Ending the gesture adjusting process, otherwise, controlling the lifting height h of the left jack 3, wherein ,h3 ＝h 2 2, controlling the left jack to lift for the second time;
step S224: repeating step S223, wherein the lifting height of the left jack is controlled to be half of the previous height each time, namely
Until the roll angle of the aircraft is adjusted to meet the requirement of |gamma-gamma 0 |≤∈ γ 。
In order to better implement the present invention, further, the method of adjusting the roll angle of the aircraft by controlling the lifting right jack is the same as the method of adjusting the roll angle of the aircraft by controlling the lifting left jack.
To better realize the invention, further, the pitch angle is adjusted to the target value |theta-theta by controlling the front jack 0 |≤∈ θ The same method as that of adjusting the roll angle of the aircraft by controlling the lifting left jack.
The invention has the beneficial effects that:
the invention aims to simplify the attitude adjustment procedure of the aircraft, improve the working efficiency, lighten the labor intensity of the aircraft and facilitate the operation and the use. The invention can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged. The invention simplifies the attitude adjustment procedure of the aircraft and improves the working efficiency; the invention has simple operation, convenient use and better practicability.
Drawings
FIG. 1 is a flow chart of a debug portion of the present invention;
FIG. 2 is a flow chart of the funding portion of the present invention;
fig. 3 is a flow chart of the posture adjustment by the left jack.
Detailed Description
Example 1:
an automatic attitude adjustment method for an aircraft based on an inertial navigation system is characterized in that a front jack is arranged below a nose of the aircraft, and a left jack and a right jack are respectively arranged below left and right wings of the aircraft; the method comprises the following steps:
step S100: as shown in fig. 1, debug:
step S110: the lifting zero point heights of the front jack, the left jack and the right jack are respectively set, and then the coordinated lifting jack heights of the front jack, the left jack and the right jack are set;
step S120: the aircraft is adjusted to be in a horizontal posture, wherein |gamma| is less than or equal to epsilon γ 、|θ|≤∈ θ Gamma is the roll angle of the aircraft, theta is the pitch angle of the aircraft, epsilon γ E is the allowable error of roll angle θ Is pitch angle allowable error;
step S130: establishing a coordinate system Oxyz by taking the machine head as a coordinate origin, wherein an x-axis is an inverse heading direction, and an xOy plane is a horizontal plane; the coordinates of the front jack, the left jack and the right jack are respectively as follows: q (Q) 10 (x 10 ，y 10 ，z 10 )、Q 20 (x 20 ，y 20 ，z 20 )、Q 30 (x 30 ，y 30 ，z 30 ) And x is 20 ＝x 30 ，、y 20 +y 30 ＝0、y 10 ＝0；
Calculating the plane Q of the front jack, the left jack and the right jack 0 The normal vector of (2) is:
horizontal plane G of aircraft inertial navigation system 0 The normal vector of (2) is:
will be
Projected to the xOz plane and to the yOz plane, respectively, there are projection vectors:
at this time, plane Q 0 And plane G 0 Included angle of (a)
Plane Q 0 And plane G 0 The cosine of the included angle is: />
Step S140: measuring the relation between the lifting height h of the left jack and the lifting height h of the right jack and the roll angle of the airplane; measuring the relation between the lifting height h of the front jack and the pitch angle theta of the airplane;
the left jack is lifted to a height h, and the coordinates of the front jack, the left jack and the right jack are respectively as follows: q (Q) 11 (x 10 ，y 10 ，z 10 )、Q 21 (x 20 ，y 20 ，z 20 +h)、Q 31 (x 30 ，y 30 ，z 30 ) Calculating the positions of the front jack, the left jack and the right jackIn plane Q 1 Normal vector of (c):
at this time, plane G of aircraft inertial navigation system 1 Is the normal vector of (2)
Plane Q 1 And plane G 1 The included angle is->
In the case of an aircraft which is rigid, then ∈>
and />
Equal:
and comparing the normal vector changes of the front and rear aircraft inertial navigation systems, and projecting the normal vector changes to an xOz plane to obtain the cosine value of the aircraft roll angle change quantity after the lifting height h of the left jack:
the functional relation between the lifting height h of the left jack and the change quantity of the airplane roll angle can be obtained;
cosγ 2 ＝γ 2 (h)
because the airplane body is deformed in the attitude adjustment process, a correction function alpha is required to be introduced 2 (h) For the left jack, the modified functional relationship:
α 2 (h)cosγ 2 ＝γ 2 (h)
α 2 (h) Correcting a function for a roll angle;
the finishing method can obtain:
γ 2 ＝f 2 (h) (1)
wherein ,
the same can be obtained:
lifting height h of right jack and airplane roll angle gamma 3 Functional relationship between:
γ 3 ＝f 3 (h) (2)
lifting height h of front jack and pitch angle theta of airplane 1 Functional relationship between:
θ 1 ＝f 1 (h) (3)
step S200: as shown in fig. 2, the posture is adjusted:
step S210: setting the attitude of an airplane target: target roll angle gamma 0 And a target pitch angle theta 0 ；
Step S220: according to formula (1) or formula (2), the roll angle gamma of the aircraft is adjusted to a target value gamma by controlling the lifting left jack or the lifting right jack 0 ，|γ-γ 0 |≤∈ γ ；
Step S230: according to formula (3), controlling the front jack to adjust the pitch angle theta to the target pitch angle theta 0 ，|θ-θ 0 |≤∈ θ 。
Preferably, as shown in fig. 3, in step S220, the step of adjusting the roll angle of the aircraft by controlling the lifting left jack according to formula (1) is as follows:
step S221: after the aircraft is jacked up in a coordinated manner, the position of the left jack is Q 20 (x 20 ，y 20 ，z 20 ) Comparing the roll angle gamma of the airplane at the moment with a target value gamma 0 Solving the formula (1) to obtain the height h of the left jack to be lifted 1 Controlling the left jack to lift for the first time;
step S222: controlling the left jack for the first timeAfter lifting, comparing the roll angle gamma of the airplane at the moment again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ Ending the gesture adjusting process, otherwise, solving through the formula (1) again to obtain the height h of the left jack to be lifted 2 Controlling the left jack to lift for the second time;
step S223: after the left jack is controlled to rise and fall for the second time, the roll angle gamma of the airplane at the moment is compared again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ Ending the gesture adjusting process, otherwise, controlling the lifting height h of the left jack 3, wherein ,h3 ＝h 2 2, controlling the left jack to lift for the second time;
step S224: repeating step S223, wherein the lifting height of the left jack is controlled to be half of the previous height each time, namely
Until the roll angle of the aircraft is adjusted to meet the requirement of |gamma-gamma 0 |≤∈ γ 。
Preferably, the method of adjusting roll angle of the aircraft by controlling lifting of the right jack, and the pitch angle is adjusted to a target value |θ - θ by controlling the front jack 0 |≤∈ θ The method of (a) is the same as the method of adjusting the roll angle of the aircraft by controlling the lifting left jack.
The invention can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged. The invention simplifies the attitude adjustment procedure of the aircraft and improves the working efficiency; the invention has simple operation, convenient use and better practicability.
Example 2:
in this embodiment, optimization is performed on the basis of embodiment 1, and in step S140, the polynomial fitting method is used to determine formula (1):
step S141: fixing the lifting height h of each left jack 0 Sequentially jack up h 0 Recording the height h and the roll angle gamma after the jacking 2 Data of (2);
step S142: multiple h and gamma according to statistical records 2 Establishing h to gamma based on machine learning algorithm 2 Network model of (2), finally obtain:
γ 2 ＝a 0 +a 1 h+a 2 h 2 +...a n h n 。
preferably, the machine learning algorithm in step S142 selects a multiple regression model or a neuron model. Further, in step S142, as the training model variable increases, a tree model algorithm is selected to implement h and γ 2 And (5) establishing a corresponding relation.
The invention can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged. The invention simplifies the attitude adjustment procedure of the aircraft and improves the working efficiency; the invention has simple operation, convenient use and better practicability.
Other portions of this embodiment are the same as those of embodiment 1, and thus will not be described in detail.
Example 3:
an automatic attitude adjustment system of an aircraft based on an inertial navigation system comprises the inertial navigation system (the aircraft is self-contained), an aircraft jacking device, an upper computer and the like. When the aircraft is in operation, firstly, inputting a target attitude of the aircraft in the upper computer, and using the jacking device to coordinately jack up the aircraft; the upper computer can wirelessly read the aircraft attitude information given by the inertial navigation system in real time, process the aircraft attitude data, compare the aircraft attitude data with the target attitude, calculate the actuating quantity of the jacking device and control the lifting of the jacking device. And finally, the aircraft attitude meeting the requirements is adjusted by reciprocating in this way.
The inertial navigation system is two strapdown inertial navigation systems which are positioned in corresponding equipment cabins of the aircraft, and an average value of the two inertial navigation systems is taken as an aircraft attitude angle in the attitude adjustment process so as to reduce errors.
The aircraft jacking device is composed of three jacks, namely a front jack, a left jack and a right jack, wherein one jack is supported below an aircraft nose, and the other two jacks are respectively supported below left and right wings of the aircraft according to the use requirements. The three jacks are all driven by servo motors, and can receive instructions from an upper computer to accurately control lifting.
The upper computer can wirelessly read the pitch angle and the roll angle of the airplane given by the inertial navigation system in real time, monitor the lifting height of the three jacks in real time, judge whether the current posture of the airplane meets the requirement through a built-in program, calculate the height of each jack needing to lift, and wirelessly control the movement of each jack to adjust the posture of the airplane.
The invention can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged. The invention simplifies the attitude adjustment procedure of the aircraft and improves the working efficiency; the invention has simple operation, convenient use and better practicability.
Example 4:
an automatic attitude adjustment method for an aircraft based on an inertial navigation system firstly ensures that the inertial navigation system of the aircraft is subjected to adjustment and calibration before the attitude adjustment of the aircraft is carried out. The upper computer collects the attitude angles of the airplane given by the two inertial navigation systems at the same time, and calculates the average value of the attitude angles and the average value for determining the current attitude of the airplane.
The invention is divided into two stages of debugging and application, and comprises the following specific steps:
1. debugging
In order to enable the system to work more efficiently, debugging work is needed before the system is formally put into use so as to better meet the attitude adjustment work of the aircraft. The debugging steps are as follows:
1. and connecting the upper computer with maintenance interfaces of two inertial navigation systems on the aircraft by using a data cable, opening the aircraft attitude adjustment software, and clicking a maintenance and debugging button.
2. Setting the lifting zero point height h of the jack 10 、h 20 、h 30 : the jack is raised by clicking the "forward", "left rise", "right rise" buttons, respectively. When each jack is contacted with the jacking block, the button for setting the jacking zero point height is clicked.
h 10 -front jack lifting zero height (mm);
h 20 -left jack lifting zero height (mm);
h 30 -right jack lifting zero height (mm).
3. Setting a jack-up height h for coordinated jacking of a jack 11 、h 21 、h 31 : clicking a zero clearing button to clear the lifting height value of each jack; and continuously clicking the buttons of 'forward lifting', 'left lifting', 'right lifting', jacking the aircraft to a height meeting the requirement in a coordinated manner, and clicking the button of 'setting the jacking height of the coordinated manner'.
h 11 -front jack coordinated jacking height (mm);
h 21 -the left jack is coordinated with the jacking height (mm);
h 31 -right jack co-ordinated jacking lifting height (mm).
4. Adjusting the aircraft to a horizontal attitude indicated by the inertial navigation system: the lifting height of each jack is adjusted by clicking the buttons of 'forward lifting', 'forward descending', 'left lifting', 'right lifting', respectively. And (3) observing the gesture of the airplane displayed on the screen, and adjusting the airplane to the horizontal gesture indicated by the inertial navigation system, namely: the ' gamma ' is less than or equal to ' E γ 、｜θ｜≤∈ θ 、(∈ γ 、∈ θ Can be calculated according to the size of the airplane body and the precision requirement of the posture adjustment). Clicking the 'set horizontal zero' button, a new set of jacking height values of each jack will appear on the screen, and all are 0mm.
Gamma-roll angle of aircraft (°;
θ—pitch angle of aircraft (°);
∈ γ -roll angle tolerance (°);
∈ θ pitch angle tolerance (°).
Establishing a fixed coordinate system Oxyz, wherein the machine head is provided with a coordinate origin, an x-axis is a reverse heading direction, and an xOy plane is a horizontal plane.
Let the coordinates of the three jack blocks at this time be Q 10 (x 10 ，y 10 ，z 10 )、Q 20 (x 20 ，y 20 ，z 20 )、Q 30 (x 30 ，y 30 ，z 30 ) Each coordinate value is known, the dimensional tolerance of the airplane and the mounting position error of each ejector block are ignored, and x is calculated according to the geometrical relationship of the airplane body 20 ＝x 30 ，、y 20 +y 30 ＝0、y 10 ＝0。
Q 10 -a front jack block;
Q 20 -a left jack block;
Q 30 -right jack block.
Thereby calculating the plane Q of the three jack blocks 0 Normal vector of (2)
Let the horizontal plane of the inertial navigation system be G 0 Normal vector
wherein ,aG0 、b G0 、c G0 The attitude angle of the aircraft indicated by the inertial navigation system can be obtained.
Will be
Projected to xOz plane and yOz plane respectively, with projection vector
At this time, plane Q 0 And plane G 0 Cosine of the included angle of (2)
5. As shown in fig. 1, the effect on the aircraft roll angle γ after the left jack elevation height h is measured.
By clicking "leftLifting and lowering buttons to enable the left jack to lift by the height h. At this time, the coordinates of the three jack blocks are Q 11 (x 10 ，y 10 ，z 10 )、Q 21 (x 20 ，y 20 ，z 20 +h)、Q 31 (x 30 ，y 30 ，z 30 )。
Q 11 -a front jack block;
Q 21 -a left jack block;
Q 31 -right jack block.
Calculating the plane Q of the three jack blocks 1 Normal vector of (2)
Let the inertial navigation system level be G 1 Normal vector
wherein ,aG1 、b G1 、c G1 The attitude angle of the aircraft indicated by the inertial navigation system can be obtained.
Will be
Projection onto xOz plane, with projection vector +.>
Assuming the aircraft is rigid, then plane Q 1 And plane G 1 Is not changed, i.e
And comparing the normal vector change of the horizontal plane of the inertial navigation system before and after lifting and projecting the normal vector change to the xOz plane, so as to obtain the cosine value of the aircraft roll angle change after the lifting height h of the left jack:
from this, the functional relation between the lifting height h of the left jack and the change of the aircraft roll angle can be obtained
cosγ 2 ＝γ 2 (h)
Because the airplane body is deformed in the attitude adjustment process, a correction function alpha is required to be introduced 2 (h) A. The invention relates to a method for producing a fibre-reinforced plastic composite For the left jack, the modified functional relation is that
α 2 (h)cosγ 2 ＝γ 2 (h)
α 2 (h) -roll angle correction function.
Can be arranged to obtain
γ 2 ＝f 2 (h) (1)
wherein
Preferably, the formula (1) is determined using a polynomial fitting method, as follows:
(1) fixing the lifting height h of each jack 0 Sequentially jack up h 0 Recording the height h and the roll angle gamma after the jacking 2 Is a data of (a) a data of (b).
(2) As shown in Table 1, statistics are recorded multiple times h and γ 2 Establishing h to gamma based on machine learning algorithm 2 And performs training and prediction of the model. The machine learning algorithm may be a multiple regression model or a neuron model.
(3) Finally obtain
γ 2 ＝a 0 +a 1 h+a 2 h 2 +...a n h n 。
(4) In the future, the h and gamma can be realized by adopting tree model algorithms such as random forests and the like along with the increase of training model variables 2 And (5) establishing a corresponding relation.
TABLE 1
| h | γ 2 |
| h 0 | k 1 |
| 2h 0 | k 2 |
| ...... | ...... |
| nh 0 | k n |
By clicking the "left up" or "left down" button, the aircraft is restored to a horizontal attitude.
6. Repeating step 5, fitting
Functional relationship between right jack elevation h and aircraft roll angle γ:
γ 3 ＝f 3 (h) (2)
functional relation between lifting height h of front jack and pitch angle θ of aircraft:
θ 1 ＝f 1 (h) (3)
7. clicking a 'complete work' button, putting down the airplane, clicking a 'save data' button, exiting the software, and disconnecting the data cable.
2. Application of
After the debugging is completed, as shown in fig. 2, the following steps are used in the system:
1. and connecting the upper computer with a corresponding maintenance interface on the aircraft by using a data cable, opening the aircraft attitude adjustment software, and clicking an attitude adjustment button.
2. Jacking each jack to the jacking zero point height: clicking an initial jacking button to jack up the front jack, the left jack and the right jack to the jacking zero point height h respectively 10 、h 20 、h 30 。
3. Jacking each jack to a coordinated jacking height: clicking a 'coordinated jacking' button to coordinate and jack up the airplane. The coordinated jacking heights of the front jack, the left jack and the right jack are respectively h 11 、h 21 、h 31 。
4. Setting the attitude of an airplane target: clicking the button for setting target attitude can input the target roll angle gamma of the airplane on the screen 0 And pitch angle theta 0 。
5. As shown in fig. 3, the aircraft is adjusted to a target attitude: clicking the button for starting gesture adjustment, the system starts the gesture adjustment of the airplane.
First, the roll angle of the aircraft is adjusted to a target value, i.e., |gamma-gamma, by lifting the left (or right) jack 0 |≤∈ γ 。
(1) Taking a left jack as an example, after the aircraft is jacked up in a coordinated manner, the position of a jack block of the left jack is Q 20 (x 20 ，y 20 ，z 20 ). Comparing the roll angle gamma of the airplane with a target value gamma 0 From the formula (1), the height h of the left jack to be lifted can be solved 1 And controls the jack to actuate.
(2) After the first lifting, the roll angle gamma of the airplane is compared with the target value gamma again 0 If meeting |gamma-gamma 0 |≤∈θ γ Ending the gesture adjusting process; if not, solving the height h of the left jack to be lifted according to the formula (1) 2 And controls the jack to actuate.
(3) After the second lifting, the roll angle gamma of the airplane is compared again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ ThenEnding the gesture adjusting process; if not, controlling the lifting height h of the left jack 3, wherein h3 ＝h 2 /2。
(4) Repeating the step (3), wherein the lifting height of the left jack is controlled to be half of the previous lifting height each time, namely
Until the roll angle of the airplane is adjusted to meet the requirement of |gamma-gamma 0 |≤∈ γ 。
Similarly, the pitch angle of the airplane can be adjusted to a target value, i.e. the angle of the angle is |theta-theta, by controlling the lifting of the front jack according to the formula (3) 0 |≤∈ θ . So far, the aircraft has been adjusted to the target attitude.
6. The weight, the gravity center, the attitude and other data of the airplane can be selected and stored according to the working requirements.
7. Clicking the 'complete work' button, putting down the airplane, exiting the software, and disconnecting the data cable.
The invention can realize high-precision and automatic attitude adjustment of the aircraft and lighten the working strength of the aircraft; in the attitude adjusting process, redundant components are not required to be placed on the surface of the airplane, so that the surface structure of the airplane is prevented from being damaged. The invention simplifies the attitude adjustment procedure of the aircraft and improves the working efficiency; the invention has simple operation, convenient use and better practicability.
The foregoing description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and any simple modification, equivalent variation, etc. of the above embodiment according to the technical matter of the present invention fall within the scope of the present invention.
Claims (8)
1. An automatic attitude adjustment method for an aircraft based on an inertial navigation system is characterized in that a front jack is arranged below a nose of the aircraft, and a left jack and a right jack are respectively arranged below left and right wings of the aircraft; the method comprises the following steps:
step S100: debugging:
step S110: the lifting zero point heights of the front jack, the left jack and the right jack are respectively set, and then the coordinated lifting jack heights of the front jack, the left jack and the right jack are set;
step S120: the aircraft is adjusted to be in a horizontal posture, wherein |gamma| is less than or equal to epsilon γ 、|θ|≤∈ θ Gamma is the roll angle of the aircraft, theta is the pitch angle of the aircraft, epsilon γ E is the allowable error of roll angle θ Is pitch angle allowable error;
step S130: establishing a coordinate system Oxyz by taking the machine head as a coordinate origin, wherein an x-axis is an inverse heading direction, and an xOy plane is a horizontal plane; the coordinates of the front jack, the left jack and the right jack are respectively as follows: q (Q) 10 (x 10 ，y 10 ，z 10 )、Q 20 (x 20 ，y 20 ，z 20 )、Q 30 (x 30 ，y 30 ，z 30 ) And x is 20 ＝x 30 ，、y 20 +y 30 ＝0、y 10 ＝0；
Calculating the plane Q of the front jack, the left jack and the right jack 0 The normal vector of (2) is:
horizontal plane G of aircraft inertial navigation system 0 The normal vector of (2) is:
will be
Projected to the xOz plane and to the yOz plane, respectively, there are projection vectors:
at this time, plane Q 0 And plane G 0 Included angle of (a)
Plane Q 0 And plane G 0 The cosine of the included angle is:
step S140: measuring the relation between the lifting height h of the left jack and the lifting height h of the right jack and the roll angle of the airplane; measuring the relation between the lifting height h of the front jack and the pitch angle theta of the airplane;
the left jack is lifted to a height h, and the coordinates of the front jack, the left jack and the right jack are respectively as follows: q (Q) 11 (x 10 ，y 10 ，z 10 )、Q 21 (x 20 ，y 20 ，z 20 +h)、Q 31 (x 30 ，y 30 ，z 30 ) Calculating the plane Q of the front jack, the left jack and the right jack 1 Normal vector of (c):
at this time, plane G of aircraft inertial navigation system 1 Is the normal vector of (2)
Plane Q 1 And plane G 1 The included angle is->
In the case of an aircraft which is rigid, then ∈>
and />
Equal:
and comparing the normal vector changes of the front and rear aircraft inertial navigation systems, and projecting the normal vector changes to an xOz plane to obtain the cosine value of the aircraft roll angle change quantity after the lifting height h of the left jack:
the functional relation between the lifting height h of the left jack and the change quantity of the airplane roll angle can be obtained;
cosγ 2 ＝γ 2 (h)
because the airplane body is deformed in the attitude adjustment process, a correction function alpha is required to be introduced 2 (h) For the left jack, the modified functional relationship:
α 2 (h)cosγ 2 ＝γ 2 (h)
α 2 (h) Correcting a function for a roll angle;
the finishing method can obtain:
γ 2 ＝f 2 (h) (1)
wherein ,
the same can be obtained:
lifting height h of right jack and airplane roll angle gamma 3 Functional relationship between:
γ 3 ＝f 3 (h) (2)
lifting height h of front jack and pitch angle theta of airplane 1 Functional relationship between:
θ 1 ＝f 1 (h) (3)
step S200: posture adjustment:
step S210: setting the attitude of an airplane target: order of (A)Mark transverse rolling angle gamma 0 And a target pitch angle theta 0 ；
Step S220: according to formula (1) or formula (2), the roll angle gamma of the aircraft is adjusted to a target value gamma by controlling the lifting left jack or the lifting right jack 0 ，|γ-γ 0 |≤∈ γ ；
Step S230: according to formula (3), controlling the front jack to adjust the pitch angle theta to the target pitch angle theta 0 ，|θ-θ 0 |≤∈ θ 。
2. The method for automatically adjusting the attitude of the aircraft based on the inertial navigation system according to claim 1, wherein in the step S140, the formula (1) is determined by using a polynomial fitting method:
step S141: fixing the lifting height h of each left jack 0 Sequentially jack up h 0 Recording the height h and the roll angle gamma after the jacking 2 Data of (2);
step S142: multiple h and gamma according to statistical records 2 Establishing h to gamma based on machine learning algorithm 2 Network model of (2), finally obtain:
γ 2 ＝a 0 +a 1 h+a 2 h 2 +...a n h n 。
3. the method for automatically adjusting the attitude of an aircraft based on an inertial navigation system according to claim 2, wherein the machine learning algorithm in step S142 is a multiple regression model or a neuron model.
4. The method for automatically adjusting the attitude of an aircraft based on an inertial navigation system according to claim 2, wherein in the step S142, as the training model variable increases, a tree model algorithm is selected to realize h and γ 2 And (5) establishing a corresponding relation.
5. The method for automatically adjusting the attitude of the aircraft based on the inertial navigation system according to any one of claims 2 to 4, wherein the formula (2) and the formula (3) are determined by adopting a polynomial fitting method.
6. An automatic attitude adjustment method for an aircraft based on an inertial navigation system according to any one of claims 1 to 4, wherein in step S220, the step of adjusting the roll angle of the aircraft by controlling lifting of the left jack according to formula (1) is as follows:
step S221: after the aircraft is jacked up in a coordinated manner, the position of the left jack is Q 20 (x 20 ，y 20 ，z 20 ) Comparing the roll angle gamma of the airplane at the moment with a target value gamma 0 Solving the formula (1) to obtain the height h of the left jack to be lifted 1 Controlling the left jack to lift for the first time;
step S222: after the left jack is controlled to lift for the first time, the roll angle gamma of the airplane at the moment is compared again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ Ending the gesture adjusting process, otherwise, solving through the formula (1) again to obtain the height h of the left jack to be lifted 2 Controlling the left jack to lift for the second time;
step S223: after the left jack is controlled to rise and fall for the second time, the roll angle gamma of the airplane at the moment is compared again to the target value gamma 0 If meeting |gamma-gamma 0 |≤∈ γ Ending the gesture adjusting process, otherwise, controlling the lifting height h of the left jack 3, wherein ,h3 ＝h 2 2, controlling the left jack to lift for the second time;
step S224: repeating step S223, wherein the lifting height of the left jack is controlled to be half of the previous height each time, namely
Until the roll angle of the aircraft is adjusted to meet the requirement of |gamma-gamma 0 |≤∈ γ 。
7. The method for automatically adjusting the attitude of the aircraft based on the inertial navigation system according to claim 6, wherein the method for adjusting the roll angle of the aircraft by controlling the lifting right jack is the same as the method for adjusting the roll angle of the aircraft by controlling the lifting left jack.
8. The method for automatically adjusting the attitude of an aircraft based on an inertial navigation system according to claim 6, wherein the pitch angle is adjusted to a target value |θ - θ by controlling a front jack 0 |≤∈ θ The same method as that of adjusting the roll angle of the aircraft by controlling the lifting left jack.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310305451.5A CN116225040A (en) | 2023-03-27 | 2023-03-27 | Automatic attitude adjustment method for aircraft based on inertial navigation system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310305451.5A CN116225040A (en) | 2023-03-27 | 2023-03-27 | Automatic attitude adjustment method for aircraft based on inertial navigation system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116225040A true CN116225040A (en) | 2023-06-06 |
Family
ID=86580614
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310305451.5A Pending CN116225040A (en) | 2023-03-27 | 2023-03-27 | Automatic attitude adjustment method for aircraft based on inertial navigation system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116225040A (en) |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070282529A1 (en) * | 2006-05-31 | 2007-12-06 | Honeywell International Inc. | Rapid self-alignment of a strapdown inertial system through real-time reprocessing |
| CN101858754A (en) * | 2010-03-30 | 2010-10-13 | 浙江大学 | Inertial navigation level measurement method applied to airplane general assembly |
| US20120226395A1 (en) * | 2011-03-03 | 2012-09-06 | Thales | Method and system for determining the attitude of an aircraft by multi-axis accelerometric measurements |
| CN106843245A (en) * | 2016-12-01 | 2017-06-13 | 北京京东尚科信息技术有限公司 | A kind of UAV Attitude control method, device and unmanned plane |
| JP2019140536A (en) * | 2018-02-09 | 2019-08-22 | 株式会社トプコン | Gimbal mechanism for unmanned aircraft |
| CN110726420A (en) * | 2019-09-11 | 2020-01-24 | 北京航空航天大学 | Strapdown inertial navigation attitude adjusting device and adjusting method thereof |
| CN111207745A (en) * | 2020-02-20 | 2020-05-29 | 北京星际导控科技有限责任公司 | Inertia measurement method suitable for vertical gyroscope of large maneuvering unmanned aerial vehicle |
| CN111498142A (en) * | 2020-05-06 | 2020-08-07 | 南京航空航天大学 | Aircraft avionics finished product installation and calibration method |
| CN112896551A (en) * | 2021-05-08 | 2021-06-04 | 成都飞机工业（集团）有限责任公司 | Auxiliary calibration method for installation of aircraft avionics equipment |
| CN113189901A (en) * | 2021-04-08 | 2021-07-30 | 成都立航科技股份有限公司 | High-precision high-integration heavy intelligent jacking system and method for airplane |
| US20210261246A1 (en) * | 2020-02-26 | 2021-08-26 | Subaru Corporation | Aircraft and flight controller for aircraft |
| CN115435817A (en) * | 2022-11-07 | 2022-12-06 | 开拓导航控制技术股份有限公司 | MEMS inertial navigation installation error calibration method, storage medium and control computer |
-
2023
- 2023-03-27 CN CN202310305451.5A patent/CN116225040A/en active Pending
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070282529A1 (en) * | 2006-05-31 | 2007-12-06 | Honeywell International Inc. | Rapid self-alignment of a strapdown inertial system through real-time reprocessing |
| CN101858754A (en) * | 2010-03-30 | 2010-10-13 | 浙江大学 | Inertial navigation level measurement method applied to airplane general assembly |
| US20120226395A1 (en) * | 2011-03-03 | 2012-09-06 | Thales | Method and system for determining the attitude of an aircraft by multi-axis accelerometric measurements |
| CN106843245A (en) * | 2016-12-01 | 2017-06-13 | 北京京东尚科信息技术有限公司 | A kind of UAV Attitude control method, device and unmanned plane |
| JP2019140536A (en) * | 2018-02-09 | 2019-08-22 | 株式会社トプコン | Gimbal mechanism for unmanned aircraft |
| CN110726420A (en) * | 2019-09-11 | 2020-01-24 | 北京航空航天大学 | Strapdown inertial navigation attitude adjusting device and adjusting method thereof |
| CN111207745A (en) * | 2020-02-20 | 2020-05-29 | 北京星际导控科技有限责任公司 | Inertia measurement method suitable for vertical gyroscope of large maneuvering unmanned aerial vehicle |
| US20210261246A1 (en) * | 2020-02-26 | 2021-08-26 | Subaru Corporation | Aircraft and flight controller for aircraft |
| CN111498142A (en) * | 2020-05-06 | 2020-08-07 | 南京航空航天大学 | Aircraft avionics finished product installation and calibration method |
| CN113189901A (en) * | 2021-04-08 | 2021-07-30 | 成都立航科技股份有限公司 | High-precision high-integration heavy intelligent jacking system and method for airplane |
| CN112896551A (en) * | 2021-05-08 | 2021-06-04 | 成都飞机工业（集团）有限责任公司 | Auxiliary calibration method for installation of aircraft avionics equipment |
| CN115435817A (en) * | 2022-11-07 | 2022-12-06 | 开拓导航控制技术股份有限公司 | MEMS inertial navigation installation error calibration method, storage medium and control computer |
Non-Patent Citations (3)
| Title |
|---|
| 邓乐武;舒武静;: "一种基于全站仪的飞机惯导参数原位检测方法", 新技术新工艺, no. 08, 25 August 2016 (2016-08-25), pages 75 - 78 * |
| 邓传远;刘春;谢皓;张国强;: "基于PID自适应卡尔曼的惯导姿态算法", 传感器与微系统, no. 04, 9 April 2020 (2020-04-09), pages 137 - 140 * |
| 陈柯勋, 邱伟: "一种实用的飞行器捷联惯性导航算法", 《太原理工大学学报》, vol. 51, no. 5, 30 September 2020 (2020-09-30), pages 764 - 770 * |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4347386B2 (en) | Processing robot program creation device | |
| CN102458779B (en) | Robot calibration apparatus and method for same | |
| CN111590581A (en) | Positioning compensation method and device for robot | |
| CN105751518B (en) | A kind of FDM3D printer and its automatic leveling Method of printing and system | |
| CN112859935B (en) | Leveling control method for multi-point supporting platform | |
| CN102773524A (en) | Hole making method with alignment based on machine vision | |
| CN108151660A (en) | The measurement equipment of a kind of aircraft components butt-joint clearance and scale, method and system | |
| CN111914354A (en) | Pre-trimming method and device for allowance of lower opening of ship block before carrying and storage medium | |
| CN113814974B (en) | Six-joint mechanical arm motion control debugging method | |
| CN112091255A (en) | Calculation method for distribution interval of hole-making positioning deviation sources and installation parameters of measuring camera | |
| CN114161411B (en) | Visual-based multi-legged robot kinematics parameter calibration method | |
| CN116225040A (en) | Automatic attitude adjustment method for aircraft based on inertial navigation system | |
| CN116214531B (en) | Path planning method and device for industrial robot | |
| CN113668546A (en) | Construction method for automatic slope repairing of excavator | |
| CN109397293B (en) | Ground level error modeling and compensating method based on mobile robot | |
| CN115164752B (en) | Self-adaptive measurement equipment and method for gap and step difference of butt joint of large part | |
| CN112631342B (en) | Large ocean module sliding shipment cooperative operation method | |
| CN111546379A (en) | Sensor layout method for monitoring operating state of industrial robot | |
| CN114800529B (en) | Industrial robot error compensation method based on fixed-length memory window increment learning | |
| CN115290295A (en) | High-speed wind tunnel interstage separation and grid force measurement test control system and application method | |
| CN109737902B (en) | Industrial robot kinematics calibration method based on coordinate measuring instrument | |
| CN111754567B (en) | Comprehensive compensation method for static and dynamic errors in grinding and polishing processing of aircraft composite member robot | |
| CN115816465B (en) | Geological radar survey line selection and follow-up control method and system for tunnel detection | |
| CN109870253A (en) | A kind of aircraft assembling process stress monitor method based on profile measurement | |
| CN114998422B (en) | High-precision rapid three-dimensional positioning system based on error compensation model |
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 |