CN116225040B - Automatic attitude adjustment method for aircraft based on inertial navigation system - Google Patents
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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 is the roll angle allowable error, and epsilon θ is the 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 ：Q10(x10,y10,z10)、Q20(x20,y20,z20)、Q30(x30,y30,z30), and x 20＝x30,、y20+y30＝0、y10 =0 respectively;
The normal vector of the plane Q 0 where the front jack, the left jack and the right jack are positioned is calculated as follows:
the normal vector of the horizontal plane G 0 of the aircraft inertial navigation system is:
Will be Projected to the xOz plane and to the yOz plane, respectively, there are projection vectors:
at this time, the angle between the plane Q 0 and the plane G 0 is The angle cosine between plane Q 0 and plane G 0 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 ：Q11(x10,y10,z10)、Q21(x20,y20,z20+h)、Q31(x30,y30,z30), respectively to calculate the normal vector of a plane Q 1 where the front jack, the left jack and the right jack are located:
At this time, the normal vector of the horizontal plane G 1 of the aircraft inertial navigation system is The included angle between the plane Q 1 and the plane G 1 isIn (1) assuming that the aircraft is rigidAndEqual:
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;
cosγ2＝γ2(h)
Since the airplane body is deformed in the attitude adjustment process, a correction function alpha 2 (h) is required to be introduced, and for a left jack, the corrected function relation is as follows:
α2(h)cosγ2＝γ2(h)
Alpha 2 (h) is a roll angle correction function;
The finishing method can obtain:
γ2＝f2(h) (1)
Wherein,
The same can be obtained:
functional relationship between right jack elevation h and aircraft roll angle γ 3:
γ3＝f3(h) (2)
functional relation between lifting height h of front jack and pitch angle θ 1 of aircraft:
θ1＝f1(h) (3)
Step S200: posture adjustment:
Step S210: setting the attitude of an airplane target: target roll angle γ 0 and target pitch angle θ 0;
Step S220: according to formula (1) or formula (2), adjusting the roll angle gamma of the aircraft to a target value gamma 0,|γ-γ0|≤∈γ by controlling the lifting left jack or the lifting right jack;
Step S230: and (3) controlling the front jack to adjust the pitch angle theta to a target pitch angle theta 0,|θ-θ0|≤∈θ according to the formula (3).
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 0 of the left jack every time, sequentially lifting the left jack by h 0, and recording the data of the lifting height h and the roll angle gamma 2 at the moment;
Step S142: according to the numerical values of h and gamma 2 recorded by statistics, establishing a network model from h to gamma 2 based on a machine learning algorithm, and finally obtaining:
γ2＝a0+a1h+a2h2+...anhn。
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 the establishment of the corresponding relationship between h and γ 2.
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(x20,y20,z20), comparing the roll angle gamma of the aircraft at the moment with a target value gamma 0, solving by a formula (1) to obtain the height h 1 of the left jack to be lifted, and 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 a target value gamma 0, if the angle gamma-gamma 0|≤∈γ is met, the gesture adjusting process is finished, otherwise, the height h 2 of the left jack, which needs to lift, is solved through a formula (1), and the second lifting of the left jack is controlled;
Step S223: after the left jack is controlled to lift for the second time, the roll angle gamma of the airplane at the moment is again compared with a target value gamma 0, if the roll angle gamma meets |gamma-gamma 0|≤∈γ, the gesture adjusting process is finished, otherwise, the lifting height h 3 of the left jack is controlled, wherein h 3＝h2/2 controls 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 |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.
In order to better implement the present invention, further, the method of adjusting the pitch angle to the target value |θ - θ 0|≤∈θ by controlling the front jack is the same as the method 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 is the roll angle allowable error, and epsilon θ is the 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 ：Q10(x10,y10,z10)、Q20(x20,y20,z20)、Q30(x30,y30,z30), and x 20＝x30,、y20+y30＝0、y10 =0 respectively;
The normal vector of the plane Q 0 where the front jack, the left jack and the right jack are positioned is calculated as follows:
the normal vector of the horizontal plane G 0 of the aircraft inertial navigation system is:
Will be Projected to the xOz plane and to the yOz plane, respectively, there are projection vectors:
at this time, the angle between the plane Q 0 and the plane G 0 is The angle cosine between plane Q 0 and plane G 0 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 ：Q11(x10,y10,z10)、Q21(x20,y20,z20+h)、Q31(x30,y30,z30), respectively to calculate the normal vector of a plane Q 1 where the front jack, the left jack and the right jack are located:
At this time, the normal vector of the horizontal plane G 1 of the aircraft inertial navigation system is The included angle between the plane Q 1 and the plane G 1 isIn (1) assuming that the aircraft is rigidAndEqual:
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;
cosγ2＝γ2(h)
Since the airplane body is deformed in the attitude adjustment process, a correction function alpha 2 (h) is required to be introduced, and for a left jack, the corrected function relation is as follows:
α2(h)cosγ2＝γ2(h)
Alpha 2 (h) is a roll angle correction function;
The finishing method can obtain:
γ2＝f2(h) (1)
Wherein,
The same can be obtained:
functional relationship between right jack elevation h and aircraft roll angle γ 3:
γ3＝f3(h) (2)
functional relation between lifting height h of front jack and pitch angle θ 1 of aircraft:
θ1＝f1(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 γ 0 and target pitch angle θ 0;
Step S220: according to formula (1) or formula (2), adjusting the roll angle gamma of the aircraft to a target value gamma 0,|γ-γ0|≤∈γ by controlling the lifting left jack or the lifting right jack;
Step S230: and (3) controlling the front jack to adjust the pitch angle theta to a target pitch angle theta 0,|θ-θ0|≤∈θ according to the formula (3).
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(x20,y20,z20), comparing the roll angle gamma of the aircraft at the moment with a target value gamma 0, solving by a formula (1) to obtain the height h 1 of the left jack to be lifted, and 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 a target value gamma 0, if the angle gamma-gamma 0|≤∈γ is met, the gesture adjusting process is finished, otherwise, the height h 2 of the left jack, which needs to lift, is solved through a formula (1), and the second lifting of the left jack is controlled;
Step S223: after the left jack is controlled to lift for the second time, the roll angle gamma of the airplane at the moment is again compared with a target value gamma 0, if the roll angle gamma meets |gamma-gamma 0|≤∈γ, the gesture adjusting process is finished, otherwise, the lifting height h 3 of the left jack is controlled, wherein h 3＝h2/2 controls 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 |gamma-gamma 0|≤∈γ.
Preferably, the method of adjusting the roll angle of the aircraft by controlling the lifting right jack and the method of adjusting the pitch angle to the target value |θ - θ 0|≤∈θ by controlling the front jack are 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 0 of the left jack every time, sequentially lifting the left jack by h 0, and recording the data of the lifting height h and the roll angle gamma 2 at the moment;
Step S142: according to the numerical values of h and gamma 2 recorded by statistics, establishing a network model from h to gamma 2 based on a machine learning algorithm, and finally obtaining:
γ2＝a0+a1h+a2h2+...anhn。
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 establish the corresponding relationship between h and γ 2.
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 10、h20、h30 of the jack: 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, lifting the zero point height (mm) by the front jack;
h 20, lifting the zero point height (mm) by the left jack;
h 30 -the right jack rises to zero height (mm).
3. Setting a jack coordination jacking height h 11、h21、h31: 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, the front jack coordinates the jacking height (mm);
h 21, the left jack is used for jacking the lifting height (mm) in a coordinated manner;
h 31 -the right jack is used for jacking up the lifting height (mm) in a coordinated manner.
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 epsilon γ、｜θ｜≤∈θ、(∈γ、∈θ and can be calculated according to the requirements of the size and the gesture adjustment precision of the airplane body. 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 (°);
epsilon γ -roll angle tolerance (°);
Epsilon 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.
When the coordinates of the three jack blocks are Q10(x10,y10,z10)、Q20(x20,y20,z20)、Q30(x30,y30,z30),, the coordinate values are known, the dimensional tolerance of the airplane and the mounting position error of each jack block are ignored, and x 20＝x30,、y20+y30＝0、y10 =0 exists according to the geometrical relationship of the airplane body.
Q 10 -front jack block;
Q 20 -left jack block;
q 30 -right jack block.
Thereby calculating the normal vector of the plane Q 0 of the three jack blocks
Let the horizontal plane of inertial navigation system be G 0, normal vectorWherein a G0、bG0、cG0 can be obtained according to the attitude angle of the aircraft indicated by the inertial navigation system.
Will beProjected to xOz plane and yOz plane respectively, with projection vector
At this time, the angle cosine between the plane Q 0 and the plane G 0
5. As shown in fig. 1, the effect on the aircraft roll angle γ after the left jack elevation height h is measured.
The left jack is lifted by the height h by clicking the buttons of left lift and left drop. At this time, the coordinates of the three jack blocks are Q11(x10,y10,z10)、Q21(x20,y20,z20+h)、Q31(x30,y30,z30).
Q 11 -front jack block;
Q 21 -left jack block;
q 31 -right jack block.
The normal vector of the plane Q 1 of the three jack blocks can be calculated
Let the inertial navigation system level be G 1, normal vectorWherein a G1、bG1、cG1 can be obtained according to the attitude angle of the aircraft indicated by the inertial navigation system.
Will beProjected onto the xOz plane with projection vector
Assuming the aircraft is rigid, the angle between plane Q 1 and plane G 1 should be unchanged, 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
cosγ2＝γ2(h)
Since the aircraft body is deformed in the attitude adjustment process, a correction function alpha 2 (h) needs to be introduced. For the left jack, the modified functional relation is that
α2(h)cosγ2＝γ2(h)
Alpha 2 (h) -roll angle correction function.
Can be arranged to obtain
γ2＝f2(h) (1)
Wherein the method comprises the steps of
Preferably, the formula (1) is determined using a polynomial fitting method, as follows:
① And fixing the lifting height h 0 of each jack, sequentially lifting the jack by h 0, and recording the data of the lifting height h and the roll angle gamma 2.
② As shown in table 1, the values of h and γ 2 are statistically recorded a plurality of times, an input-output model of h to γ 2 based on a machine learning algorithm is established, and training and prediction of the model are performed. The machine learning algorithm may be a multiple regression model or a neuron model.
③ Finally obtain
γ2＝a0+a1h+a2h2+...anhn。
④ In the future, a tree model algorithm such as a random forest can be selected along with the increase of training model variables to realize the establishment of the corresponding relation between h and gamma 2.
TABLE 1
| h | γ2 |
| h0 | k1 |
| 2h0 | k2 |
| ...... | ...... |
| nh0 | kn |
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:
γ3＝f3(h) (2)
functional relation between lifting height h of front jack and pitch angle θ of aircraft:
θ1＝f1(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 10、h20、h30 respectively.
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 h 11、h21、h31 respectively.
4. Setting the attitude of an airplane target: clicking the "set target attitude" button can input the target roll angle gamma 0 and pitch angle theta 0 of the aircraft on the screen.
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., |γ - γ 0|≤∈γ, by lifting the left (or right) jack.
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(x20,y20,z20). By comparing the airplane roll angle gamma with the target value gamma 0, the height h 1 of the left jack to be lifted can be solved by the formula (1), and the jack actuation is controlled.
② After the first lifting, the roll angle gamma of the airplane is compared with a target value gamma 0 again, and if the roll angle gamma meets |gamma-gamma 0|≤∈θγ, the gesture adjusting process is finished; if not, solving the height h 2 of the left jack to be lifted by the formula (1), and controlling the jack to act.
③ After the second lifting, the roll angle gamma of the airplane is compared again to a target value gamma 0, and if the roll angle gamma meets the requirement of |gamma-gamma 0|≤∈γ, the gesture adjusting process is finished; if not, controlling the lifting height h 3 of the left jack, wherein h 3＝h2/2.
④ Repeating the step ③, wherein the lifting height of the left jack is controlled to be half of that of the previous time each timeUntil the aircraft roll angle is adjusted to meet |gamma-gamma 0|≤∈γ.
Similarly, the pitch angle of the aircraft can be adjusted to a target value, i.e., |theta-theta 0|≤∈θ, by controlling the lifting of the front jack according to formula (3). 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: adjusting an aircraft to a horizontal attitude, wherein Gamma is the roll angle of the aircraft, theta is the pitch angle of the aircraft,In order to allow for the roll angle error,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 ：Q10（x10,y10,z10）、Q20（x20,y20,z20）、Q30（x30,y30,z30）, and x 20=x30,、y20+y30=0、y10 =0 respectively;
The normal vector of the plane Q 0 where the front jack, the left jack and the right jack are positioned is calculated as follows:
the normal vector of the horizontal plane G 0 of the aircraft inertial navigation system is:
A G0、bG0、cG0 is calculated according to an aircraft attitude angle indicated by an inertial navigation system;
Will be Projected to the xOz plane and to the yOz plane, respectively, there are projection vectors:
At this time, the angle between the plane Q 0 and the plane G 0 is Φ 0, and the angle cosine between the plane Q 0 and the plane G 0 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 ：Q11（x10,y10,z10）、Q21（x20,y20,z20+h）、Q31（x30,y30,z30）, respectively to calculate the normal vector of a plane Q 1 where the front jack, the left jack and the right jack are located:
；
A G1、bG1、cG1 is calculated according to an aircraft attitude angle indicated by an inertial navigation system;
At this time, the normal vector of the horizontal plane G 1 of the aircraft inertial navigation system is ; The angle between plane Q 1 and plane G 1 is phi 1, and if the aircraft is rigid, then phi 0 and phi 1 are 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;
because the airplane body is deformed in the attitude adjustment process, a correction function is required to be introduced For the left jack, the modified functional relationship:
correcting a function for a roll angle;
The finishing method can obtain:
（1）
Wherein,
The same can be obtained:
functional relationship between right jack elevation h and aircraft roll angle γ 3:
（2）
functional relation between lifting height h of front jack and pitch angle θ 1 of aircraft:
（3）
Step S200: posture adjustment:
Step S210: setting the attitude of an airplane target: target roll angle γ 0 and target pitch angle θ 0;
Step S220: according to formula (1) or formula (2), the roll angle gamma of the aircraft is adjusted to the target value gamma 0 by controlling the left jack or the right jack to be lifted, ；
Step S230: according to the formula (3), the front jack is controlled to adjust the pitch angle theta to the target pitch angle theta 0,。
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 0 of the left jack every time, sequentially lifting the left jack by h 0, and recording the data of the lifting height h and the roll angle gamma 2 at the moment;
Step S142: according to the numerical values of h and gamma 2 recorded by statistics, establishing a network model from h to gamma 2 based on a machine learning algorithm, and finally obtaining:
。
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 the aircraft based on the 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 establish the corresponding relationship between h and gamma 2.
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（x20,y20,z20), comparing the roll angle gamma of the aircraft at the moment with a target value gamma 0, solving by a formula (1) to obtain the height h 1 of the left jack to be lifted, and 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 a target value gamma 0, if the roll angle gamma meets the requirement Ending the gesture adjusting process, otherwise, solving through the formula (1) to obtain the height h 2 of the left jack to be lifted, and controlling the left jack to lift for the second time;
Step S223: after the left jack is controlled to lift for the second time, the roll angle gamma of the airplane at the moment is compared again to the target value gamma 0, if the roll angle gamma meets the requirement Ending the gesture adjusting process, otherwise, controlling the lifting height h 3 of the left jack, wherein h 3=h2/2 controls 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。
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 by controlling a front jackThe same method as that of adjusting the roll angle of the aircraft by controlling the lifting left jack.
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