CN116909307A - High-maneuvering motion control method for aircraft - Google Patents
High-maneuvering motion control method for aircraft Download PDFInfo
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Abstract
The invention provides a control method for high maneuvering movement of an aircraft, which can ensure the stable movement of the aircraft to be controlled in a designated track while being adjusted in the running process of the aircraft. According to the method, the motion characteristics of the aircraft are specifically analyzed, the corresponding control method is provided, the balance point corresponding to the high maneuver motion of the aircraft is obtained through the analysis of the dynamic model of the aircraft, and the aircraft is controlled to track the balance point of the high maneuver to realize the high maneuver motion of the aircraft. The method combines the physical parameters of the aircraft and the environmental working conditions to develop the controller, and the calibration of the control parameters has clear theoretical basis, so that the high maneuver control of the aircraft is simple, convenient and feasible, and the anti-interference capability of the control system is enhanced.
Description
Technical Field
The invention relates to the technical field of aircraft motion control, in particular to a high-maneuvering motion control method of an aircraft.
Background
The aircraft often needs to realize some high maneuver in operation, and the aircraft is generally in critical steady state under this operating mode, and the very easy unstability that leads to because of control mistake, high maneuver motion control algorithm development just becomes the difficulty.
The existing development method needs to carry out a large number of simulation calculations and simulation experiments, and a group of PID control parameter tables are found out through gradual linearization so as to realize the high maneuvering control of the aircraft. The development method has long calibration period, high cost and poor anti-interference capability.
Disclosure of Invention
In view of the above, the invention provides a control method for high maneuvering motion of an aircraft, which can ensure the stable motion of the aircraft to be controlled in a designated track while being adjusted in the running process of the aircraft.
In order to achieve the above purpose, the technical scheme of the invention is as follows:
a high maneuvering control method of an aircraft includes that an aircraft moving up in a plane has a low-speed movement mode and a high maneuvering movement mode, and the aircraft running under the working condition establishes two differential equations of flight movement of the aircraft; the two motion modes solve two balance points, wherein the balance point corresponding to the low-speed motion mode is positioned at a point which is close to the origin in the phase plane, and the balance point of the high-mobility motion mode is positioned at a position far from the origin; drawing a flight diagram of a specific aircraft, carrying out force balance and moment balance in the plane of the aircraft, establishing a first-order differential equation of the aircraft about alpha and gamma, drawing an alpha-gamma phase diagram, and calculating motion balance points of two modes; wherein, alpha is defined as an included angle between a composite velocity V of the aircraft and a longitudinal velocity Vx under an aircraft body coordinate system, the composite velocity V is vector composite of the longitudinal velocity Vx and a lateral velocity Vy, and gamma is a pitch angle velocity of the aircraft; designing a high maneuver motion balance point tracking control algorithm and arranging the algorithm on a specific aircraft, controlling the thrust of the aircraft in actual motion control, and realizing the tracking of the high maneuver balance point of the aircraft through the adjustment of Fx and Fy so as to realize the high maneuver motion of the aircraft and ensure the stability of a system; where Fx is the longitudinal component of the thrust in the aircraft body coordinate system and Fy is the longitudinal component of the thrust in the aircraft body coordinate system.
In the nose down attitude adjustment control of the aircraft, a high maneuvering balance point of the aircraft is calculated according to the flying speed, the attitude, the mass and the inertia of the aircraft at the initial moment of the aircraft and the wind speed and the air density of the environment, and the balance point is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft measured by sensing and the expected value is minimized as a control target.
In the control of the launching motion gesture of the aircraft, a high maneuvering motion balance point of the aircraft is calculated according to the flying acceleration, gesture, mass and inertia of the aircraft at the initial moment of the aircraft and the wind speed and air density of the environment, and the balance point is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft measured by sensing and the expected value is minimized as a control target.
In the adjustment control of the nose-down turning gesture of the aircraft, a high maneuvering motion balance point of the aircraft is calculated according to the flight acceleration, the gesture, the mass and the inertia of the aircraft at the initial moment of the aircraft and the wind speed and the air density of the environment, and the balance point is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft measured by sensing and an expected value is minimized as a control target.
In the control of the adjustment of the pull-up and turn-around postures of the aircraft, the balance point of the high maneuvering movement of the aircraft is calculated according to the flight acceleration, the posture, the mass and the inertia of the aircraft, the wind speed and the air density of the environment when the aircraft is at the initial moment, and the balance point is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft measured by sensing and the expected value is minimum as a control target.
Advantageous effects
1. According to the method, the motion characteristics of the aircraft are specifically analyzed, the corresponding control method is provided, the balance point corresponding to the high maneuver motion of the aircraft is obtained through the analysis of the dynamic model of the aircraft, and the aircraft is controlled to track the balance point of the high maneuver to realize the high maneuver motion of the aircraft. The method combines the physical parameters of the aircraft and the environmental working conditions to develop the controller, and the calibration of the control parameters has clear theoretical basis, so that the high maneuver control of the aircraft is simple, convenient and feasible, and the anti-interference capability of the control system is enhanced.
2. According to the method, the balance point corresponding to the high maneuver of the aircraft is obtained through analysis of the dynamic model of the aircraft, and the aircraft is controlled to track the balance point of the high maneuver so as to realize the high maneuver of the aircraft.
3. The method combines the physical parameters of the aircraft and the environmental working conditions to develop the controller, and the calibration of the control parameters has clear theoretical basis, so that the high maneuver control of the aircraft is simple, convenient and feasible, and the anti-interference capability of the control system is enhanced.
Drawings
FIG. 1 is a schematic illustration of an aerial flight balance point analysis of an aircraft according to the present invention;
FIG. 2 is a schematic illustration of an aerial flight force analysis of an aircraft according to the present invention;
FIG. 3 is a schematic view of nose down attitude adjustment of an aircraft according to the present invention;
FIG. 4 is a schematic view of the attitude adjustment of the firing motion of the aircraft of the present invention;
FIG. 5 is a schematic view of a nose down and turn attitude adjustment of an aircraft according to the present invention;
fig. 6 is a schematic illustration of the pull-up and turn-around attitude adjustment of an aircraft of the present invention.
Detailed Description
The invention will now be described in detail by way of example with reference to the accompanying drawings.
The invention provides a control method for high maneuvering movement of an aircraft, which solves the problem that the aircraft always needs to quickly and agilely realize adjustment of direction and gesture in the running process and simultaneously ensures the control requirement of stable movement in a designated track.
The aerial flight balance point of the aircraft is shown in fig. 1, and the aircraft which moves in a plane in a pulling way has two movement modes: 1) A low speed motion mode (left in fig. 1); 2) High maneuver mode (right in fig. 1).
As shown in fig. 1, the course angle vector of the aircraft is substantially tangential to its motion trajectory in the low-speed motion mode, while the course angle vector of the aircraft has a larger angle with the tangent of its motion trajectory curve in the high-maneuver motion mode. In addition, another significant difference between the two modes of motion is that the aircraft requires a larger radius of motion to achieve turn-around operation in the low speed mode of motion, while the aircraft can complete turn-around operation in the high maneuver mode at a smaller radius of motion. An aircraft operating under such conditions may establish the kinetic equation of its flight motion as follows:
wherein, alpha is defined as the included angle between the composite velocity V of the aircraft and the longitudinal velocity Vx under the coordinate system of the aircraft body, and the composite velocity V is the vector composite of the longitudinal velocity Vx and the lateral velocity Vy. Gamma is the pitch rate of the aircraft. An aircraft moving up can express its motion from these two differential equations. The dynamic characteristics of such a two first-order differential equation dynamic system can be observed from its phase diagram. A corresponding set of first order differential equations, such as the above equations, may be established for specific aircraft physical parameters. Two equilibrium points can be resolved for the two motion modes of fig. 1, the equilibrium point for the low speed motion mode (αeq1, γeq1), and the equilibrium point for the high maneuver mode (αeq2, γeq2). The two balance points are solutions corresponding to algebraic equation sets after the derivative of the first-order differential equation set is zero. The balance point corresponding to the low-speed movement mode is located at a point, which is close to the original point, in the phase plane, is a stable balance point, the movement control difficulty is small, and when the aircraft is located in an area near the balance point, the aircraft automatically moves towards the balance point, and the system is in a stable state. The balance point of the high maneuvering mode is located far from the origin, and is generally a saddle point in the phase diagram, namely an unstable balance point, and control needs to be added to ensure the stability of the system near the point. The representation of these two equilibrium points is shown in figure 1. For a particular aircraft, the flight diagram is shown in fig. 2, where the aircraft is subjected to gravity Fg at a time T1 and also to air resistance, where Fax is the longitudinal component of air resistance in the aircraft body coordinates, fay is the lateral component of air resistance in the aircraft body coordinates, and the aircraft is also subjected to thrust by the propeller, where Fx is the longitudinal component of thrust in the aircraft body coordinates and Fy is the longitudinal component of thrust in the aircraft body coordinates. The force balance and moment balance in the plane of the aircraft can be carried out, a first-order differential equation of the aircraft about alpha and gamma can be established, an alpha-gamma phase diagram is drawn, and the motion balance points of the two modes are calculated. The high maneuvering balance point tracking control algorithm can be further designed and deployed on a specific aircraft. In actual motion control, the magnitude and direction of the thrust of the aircraft can be controlled (or the magnitudes of Fx and Fy are respectively controlled), and the tracking of the high maneuvering balance points (alpha eq2 and gamma eq 2) of the aircraft is realized through the adjustment of Fx and Fy so as to realize the high maneuvering action of the aircraft and ensure the stability of a system.
In particular, the high maneuver control of the aircraft proposed by the present invention can be used for various typical maneuver controls, the specific implementation examples being as follows:
1. aircraft dive attitude adjustment control
As shown in fig. 3, the aircraft is in a flat flight state at time T0, after which the aircraft needs to complete a dive maneuver, and finish the adjustment of the attitude of the aircraft from horizontal forward to vertical upward in a short period of the dive process, that is, as shown in the figure, the aircraft needs to realize the dive motion track of the centroid thereof through thrust control from time T0 to time T4, and simultaneously realize the gradual adjustment of the attitude thereof from horizontal to vertical. This high maneuver also corresponds to a certain high maneuver balance point combination of the aircraft behind it. The high maneuvering balance point (alpha eq2, gamma eq 2) of the aircraft can be calculated according to the flying speed, attitude and other states of the aircraft, mass, inertia and other physical parameters of the aircraft at the initial moment T0, and the wind speed, air density and the like of the environment (to determine the aerodynamic drag of the aircraft), and the balance point (expected aircraft motion state) can be tracked through the control of the thrust of the aircraft, so that the deviation between the sensed and measured aircraft (alpha T, gamma T) state and an expected value is minimum as a control target.
2. Aircraft firing motion attitude adjustment control
As shown in fig. 4, the aircraft is in a vertically upward state at time T0, the aircraft needs to complete the launching action at the later time, and quickly adjust the flying attitude from vertical upward to horizontal after being launched, that is, as shown in the figure, the aircraft needs to realize the launching movement arc track of the centroid of the aircraft through thrust control from time T0 to time T5, and simultaneously realize the quick adjustment of the attitude from vertical to horizontal. This high maneuver also corresponds to a certain high maneuver balance point combination of the aircraft behind it. The high maneuvering balance point (alpha eq2, gamma eq 2) of the aircraft can be calculated according to the state of the aircraft such as the flying acceleration and the attitude, the physical parameters such as the mass and the inertia, and the like, and the wind speed and the air density of the environment (to determine the aerodynamic drag of the aircraft) at the initial moment T0 of the aircraft, and the balance point (expected aircraft motion state) is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft (alpha T, gamma T) measured by sensing and the expected value is minimum as a control target.
3. Aircraft dive turning attitude adjustment control
As shown in fig. 5, the aircraft is in a flat flight state at the time T0, and the aircraft needs to complete turning action at the later time, namely as shown in the figure, the aircraft needs to realize the dive rolling arc track of the centroid of the aircraft through thrust control from the time T0 to the time T7, and meanwhile, the rapid adjustment of the gesture of the aircraft is changed from forward flat flight to backward flat flight. This high maneuver also corresponds to a certain high maneuver balance point combination of the aircraft behind it. The high maneuvering balance point (alpha eq2, gamma eq 2) of the aircraft can be calculated according to the state of the aircraft such as the flying acceleration and the attitude, the physical parameters such as the mass and the inertia, and the like, and the wind speed and the air density of the environment (to determine the aerodynamic drag of the aircraft) at the initial moment T0 of the aircraft, and the balance point (expected aircraft motion state) is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft (alpha T, gamma T) measured by sensing and the expected value is minimum as a control target.
4. Aircraft pull-up turn-around attitude adjustment control
As shown in fig. 6, the aircraft is in a flat flight state at the time T0, and the aircraft needs to complete turning action at the later time, that is, as shown in the figure, the aircraft needs to realize the upward rolling arc track of the centroid of the aircraft through thrust control from the time T0 to the time T7, and meanwhile, the rapid adjustment of the gesture of the aircraft is changed from forward flat flight to backward flat flight. This high maneuver also corresponds to a certain high maneuver balance point combination of the aircraft behind it. The high maneuvering balance point (alpha eq2, gamma eq 2) of the aircraft can be calculated according to the state of the aircraft such as the flying acceleration and the attitude, the physical parameters such as the mass and the inertia, and the like, and the wind speed and the air density of the environment (to determine the aerodynamic drag of the aircraft) at the initial moment T0 of the aircraft, and the balance point (expected aircraft motion state) is tracked through the control of the thrust of the aircraft, so that the deviation between the state of the aircraft (alpha T, gamma T) measured by sensing and the expected value is minimum as a control target.
In summary, the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (5)
1. A control method for high maneuver movement of an aircraft is characterized in that the aircraft moving upwards in a plane has a low-speed movement mode and a high maneuver movement mode, and the aircraft running under the working condition establishes two differential equations of the flight movement of the aircraft; the two motion modes solve two balance points, wherein the balance point corresponding to the low-speed motion mode is positioned at a point which is close to the origin in the phase plane, and the balance point of the high-mobility motion mode is positioned at a position far from the origin; drawing a flight diagram of a specific aircraft, carrying out force balance and moment balance in the plane of the aircraft, establishing a first-order differential equation of the aircraft about alpha and gamma, drawing an alpha-gamma phase diagram, and calculating motion balance points of two modes; wherein, alpha is defined as an included angle between a composite velocity V of the aircraft and a longitudinal velocity Vx under an aircraft body coordinate system, the composite velocity V is vector composite of the longitudinal velocity Vx and a lateral velocity Vy, and gamma is a pitch angle velocity of the aircraft; designing a high maneuver motion balance point tracking control algorithm and arranging the algorithm on a specific aircraft, controlling the thrust of the aircraft in actual motion control, and realizing the tracking of the high maneuver balance point of the aircraft through the adjustment of Fx and Fy so as to realize the high maneuver motion of the aircraft and ensure the stability of a system; where Fx is the longitudinal component of the thrust in the aircraft body coordinate system and Fy is the longitudinal component of the thrust in the aircraft body coordinate system.
2. The method of claim 1, wherein in the aircraft nose down attitude adjustment control, a high maneuver balance point of the aircraft is calculated according to the flying speed, attitude and mass, inertia of the aircraft at the initial time, and the wind speed and air density of the environment, and the balance point is tracked by controlling the thrust of the aircraft, so that the deviation of the sensed and measured aircraft state from the expected value is minimized as a control target.
3. The method of claim 1, wherein in the aircraft firing motion attitude adjustment control, a high maneuver balance point of the aircraft is calculated based on the aircraft's flight acceleration, attitude and mass, inertia, and the ambient wind speed, air density at the initial time of the aircraft, and the balance point is tracked by the control of the aircraft's thrust such that the deviation of the sensed aircraft's state from the desired value is minimized as a control target.
4. A method according to claim 1 or 2, characterized in that in the aircraft dive attitude adjustment control, the aircraft high maneuver balance point is calculated based on the aircraft's flight acceleration, attitude and mass, inertia, and the ambient wind speed, air density at the initial moment of time, and is tracked by the aircraft thrust control so that the deviation of the sensed aircraft state from the desired value is minimized as the control target.
5. A method according to claim 1 or 2, characterized in that in the aircraft pull-up and turn-around attitude adjustment control, the aircraft high maneuver balance point is calculated based on the aircraft's flight acceleration, attitude and mass, inertia, and the ambient wind speed, air density at the initial moment, and the balance point is tracked by the control of the aircraft thrust so that the deviation of the sensed aircraft state from the desired value is minimized as the control target.
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| US20230214546A1 (en) * | 2021-12-31 | 2023-07-06 | Beijing Institute Of Technology | Method and System for Global Stabilization Control of Hypersonic Vehicle |
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