KR101746794B1 - Apparatus and method for controlling roll trim of aircraft - Google Patents

Apparatus and method for controlling roll trim of aircraft Download PDF

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KR101746794B1
KR101746794B1 KR1020150090524A KR20150090524A KR101746794B1 KR 101746794 B1 KR101746794 B1 KR 101746794B1 KR 1020150090524 A KR1020150090524 A KR 1020150090524A KR 20150090524 A KR20150090524 A KR 20150090524A KR 101746794 B1 KR101746794 B1 KR 101746794B1
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roll
aircraft
command
trim
gain
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KR1020150090524A
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KR20170001081A (en
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고기옥
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한국항공우주산업 주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/02—Initiating means
    • B64C13/16—Initiating means actuated automatically, e.g. responsive to gust detectors
    • 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
    • G05D1/0083—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots to help an aircraft pilot in the rolling phase
    • 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

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  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

The present invention relates to an apparatus and method for controlling a roll trim of an aircraft, and more particularly, to an apparatus and method for controlling a roll trim of an aircraft which automatically maintains a roll posture angle of an aircraft without manipulating a pilot by automatically controlling the roll trim of the aircraft ≪ / RTI >
The apparatus for controlling a roll trim of an aircraft according to the present invention is applied to an apparatus for controlling a roll trim of an aircraft equipped with a roll axis controller and includes a roll posture angle subtractor and a control command generator. Roll attitude Each subtractor inputs the roll attitude command applied to the aircraft and the current roll attitude angle of the aircraft, and outputs the difference value between the two values. Also, the control command generator receives the difference value output from the attitude angle subtractor and the current roll change rate of the aircraft, calculates the product of the difference value output from the subtracter and the preset roll command gain, the product of the roll change rate and the predetermined stabilization gain And generates an automatic roll trim command based on these products.

Description

TECHNICAL FIELD [0001] The present invention relates to a roll trim control apparatus and a control method for an aircraft,

The present invention relates to an apparatus and method for controlling a roll trim of an aircraft, and more particularly, to an apparatus and method for controlling a roll trim of an aircraft which automatically maintains a roll posture angle of an aircraft without manipulating a pilot by automatically controlling the roll trim of the aircraft ≪ / RTI >

Three axes are formed at right angles to each other, including the axis passing through the fuselage, and the aircraft moves around the three axes. It is common to use rudder, flaperon, elevator, etc. to control the movement of an aircraft about three axes.

1 is a conceptual diagram showing three axes of an aircraft and rudder, flaperon, and elevator for steering the three axes. Referring to FIG. 1, the rotation of the aircraft in the direction of the A axis (referred to as yaw axis) is controlled by the rudder 10, and the rotation of the B axis (referred to as a 'roll axis' The directional rotation is controlled by the flapper 20 and the rotation in the C-axis (pitch axis) direction is controlled by the elevator 30.

Generally, the maneuvering of the ruder 10, the flapper 20 and the elevator 30 is manually performed by the pilot. In the case of a fighter that is operated asymmetrically for a long period of time , The use of a weapon mounted on one wing during flight), there is a problem in that pilots are continuously required to maintain the roll attitude angle, thereby increasing the fatigue of the pilot.

In implementing an automatic control device capable of solving such a problem, a method of adaptively operating in consideration of the operational state of an aircraft needs to be adopted, which increases the complexity of implementation.

A prior art document disclosing a method for controlling an axis passing through a fuselage of an aircraft in consideration of the flight altitude and speed of the aircraft is disclosed in Korean Patent No. 10-1379092.

However, this method does not solve the problem of stabilizing the roll attitude angle in an asymmetric shaped aircraft.

1. Registration No. 10-1379092 (March 31, 2014)

SUMMARY OF THE INVENTION The present invention has been made in order to solve such conventional problems, and it is an object of the present invention to provide an apparatus and method for controlling a roll trim of an aircraft that automatically controls a roll trim of an aircraft, .

Another object of the present invention is to provide an apparatus for controlling a roll trim of an aircraft that solves problems in implementation by providing a database storing a roll command gain and a stabilization gain according to the flight altitude and speed of an aircraft.

Other objects of the present invention will become readily apparent from the following description of the embodiments.

According to another aspect of the present invention, there is provided an apparatus for controlling a roll trim of an aircraft including a roll axis controller, the apparatus comprising: A roll posture angle subtracter for inputting a current roll posture angle of the aircraft and outputting a difference value between the roll posture angle command and the current roll posture angle; Generating a control command for generating an automatic roll trim command based on a product of the difference value and a current roll change rate of the aircraft and a product of the difference value and a preset roll command gain and a product of the roll change rate and a predetermined stabilization gain, And the automatic roll trim command may be a signal input to the roll axis controller to control the roll axis of the aircraft.

The apparatus further includes a storage unit that stores a database of a roll command gain and a stabilization gain that are designed according to the flight altitude and the speed of the aircraft, and the storage unit stores the current flying height of the aircraft And a roll command gain and a stabilization gain according to the current flying height and the speed may be selected from the database and provided to the control command generator.

Also, the aircraft's roll trim control device may operate when there is no pressure on the roll stick by the pilots of the aircraft.

In addition, the roll trim control device of the aircraft may operate when the current roll change rate of the aircraft is 5 deg / sec or less.

In addition, the roll trim control device of the aircraft may operate when the speed of the aircraft is 150 knots or more.

In addition, the roll trim control device of the aircraft may operate when the navigation device of the aircraft is normal.

In addition, the roll trim control device of the aircraft may operate when the landing equipment of the aircraft is not operating.

In addition, the roll trim control device of the aircraft may not operate when the pilot has lost the steering ability or is set not to operate the trim.

According to another aspect of the present invention, there is provided a method of controlling an aircraft including a roll axis controller, the method comprising the steps of: a) Outputting a difference value of the current roll posture angle of the aircraft; b) generating an automatic roll trim command based on a product of the difference value and a predetermined roll command gain and a product of a current stabilization gain and a current roll change rate of the aircraft; and c) inputting the automatic roll trim command to the roll axis controller to control the roll axis of the aircraft.

The method may further include setting the roll command gain and the stabilization gain according to the flight altitude and the speed of the aircraft before the step a).

As described above, it is possible to provide an apparatus and method for controlling a roll trim of an aircraft, which includes logic for controlling the roll trim of an aircraft, so that the roll posture angle of the aircraft is maintained without the pilot's operation.

Also, it is possible to provide an apparatus and a control method for a roll trim of a highly reliable aircraft by calculating the parameters for controlling the roll trim of the aircraft according to the flight altitude and the speed, and providing it to the database.

The present invention also provides a database for storing control variables according to the flight altitude and speed of an aircraft, thereby providing an apparatus for controlling the roll trim of an aircraft that solves the problems in implementation.

1 is a conceptual diagram showing three axes of the aircraft and rudder, flapper, and elevator.
2 is a block diagram of an aircraft equipped with an apparatus for controlling roll trim of an aircraft according to an embodiment of the present invention.
3 is a block diagram of an aircraft equipped with an apparatus for controlling the roll trim of an aircraft according to another embodiment of the present invention.
4 is a block diagram illustrating a control command generation unit of an aircraft roll trim control apparatus according to an embodiment of the present invention.
5 is a schematic diagram of a MATLAB simulink model for designing a roll command gain and a stabilization gain for an aircraft roll trim control apparatus according to an embodiment of the present invention.
FIG. 6 is a result of a roll command gain and a stabilization gain obtained using a MATLAB simulink model for an aircraft roll trim control apparatus according to an embodiment of the present invention.
7 is a graph showing the results of the roll command gain and the stabilization gain obtained using the MATLAB simulink model prepared according to an embodiment of the present invention.
8 is a flowchart of a method for controlling the roll trim of an aircraft according to an embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that the invention is not intended to be limited to the particular embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

Like reference numerals are used for like elements in describing each drawing. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

First, terms used in the following will be defined.

Roll trim means that the aircraft is in mechanical equilibrium with the roll axis.

The roll orientation angle indicates the position of the wing of the aircraft in the direction of rotation of the roll axis, and may be the angle between the yaw axis and the wing.

The roll change rate indicates the degree to which the position of the wing of the aircraft varies with time in the direction of rotation of the roll axis, and the unit is equal to the angular velocity deg / sec.

The displacement command means a command for controlling the rudder, the flapper, and the elevator. When the displacement command is inputted to the aircraft, the rudder, the flapper and the elevator are driven.

The roll axis controller is a device for determining the roll attitude angle of the aircraft by receiving a command for the roll attitude angle by a method such as a pressure applied to the roll stick by the pilot, and is a rudder, a flaperon, an elevator elevator and so on.

The automatic roll trim command refers to a command that is generated to control the roll trim in the roll trim control device of the aircraft according to the present invention and is input to the roll axis controller.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Fighters equipped with armaments in wings are operated asymmetrically for long periods of time, and thus efforts are required to keep the roll angle constant for pilots. The applicant of the present invention has conducted studies to solve such a problem, and as a result, found that a control device considering flight altitude and speed is required, and the present invention has been accomplished.

FIG. 2 is a block diagram of an aircraft equipped with an apparatus for controlling a roll trim of an aircraft according to an embodiment of the present invention, FIG. 3 is a block diagram of an aircraft equipped with an apparatus for controlling roll trim of an aircraft according to another embodiment of the present invention to be.

Referring to FIGS. 2 and 3, the aircraft roll trim control apparatus 100 may include a roll attitude angle subtractor 110, a control command generating unit 120, and a storage unit 130.

The roll attitude angle subtractor 110 receives the roll attitude angle command applied to the aircraft and the roll attitude angle of the aircraft, and outputs the difference value between the roll attitude angle command and the current roll attitude angle.

The control command generator 120 receives the difference value and the current roll change rate of the aircraft, and calculates a product of the difference value and a predetermined roll command gain multiplied by the roll change rate and a predetermined stabilization gain. Based on the two values that are then computed, an automatic roll trim command can be generated.

The storage unit 130 may include a database for the roll command gain and the stabilization gain designed according to the flight altitude and speed of the aircraft. Also, the storage unit 130 receives the current flight altitude and the speed of the aircraft, and provides the roll command gain and the stabilization gain according to the current flight altitude and speed to the control command generation unit in the database .

The process of generating the automatic roll trim command by the control command generator 120 and the process of designing the roll command gain and the stabilization gain stored in the database of the storage unit 130 will be described later for convenience of explanation.

The roll trim control apparatus 100 of the aircraft inputs the automatic roll trim command generated in the roll axis controller 200 and the roll axis controller 200 controls the rudder, flapper and elevator in accordance with the inputted automatic roll trim command It is possible to input a displacement command to the aircraft 300 for control.

The aircraft 300 that receives the displacement command drives the ruder, the flapper and the elevator provided in the airframe, and the aircraft 300 can gradually reach the steady state. The gas of the aircraft 300 which has finally reached the steady state can be automatically controlled in the roll trim at the roll orientation angle applied to the aircraft.

The roll trim control device 100 of the aircraft has a function of automatically maintaining the horizontal roll of the aircraft or the roll roll angle desired by the pilot, and may be suitably operated according to the state of the aircraft or the intention of the pilot. When the function of the roll trim control device 100 is operated in an inappropriate state, an undesired flying state may be caused, so that a situation in which the function of the roll trim control device 100 is to be operated needs to be defined in advance.

The operation of the roll trim controller 100 of the aircraft should be stopped when the pilot of the aircraft intends to change the roll posture angle directly. Therefore, it should be operated only when there is no pressure applied to the roll stick. However, even if the pilot does not apply pressure to the roll stick, the pressure on the roll stick can be sensed by the movement of the airplane due to the weight of the roll stick itself. Accordingly, it may be desirable that the aircraft's roll trim control apparatus 100 is operated even if a pressure of about 0.1 pounds or less is detected on the roll stick.

Also, it is desirable that the aircraft roll trim control apparatus 100 operates when the current roll change rate is 5 deg / sec or less because rate sensor noise should be considered. Here, the rate sensor noise means that noise due to disturbance of the electrical noise of the sensor itself, structural vibration noise, and air generated during operation is transmitted to the control device.

If the speed of the aircraft is greater than 150 knots, the difference between the roll command gain and the stabilization gain becomes too large when the speed of the aircraft is less than 140 knots, This is because there is a possibility that the rate of change becomes excessively sensitive.

In addition, it is preferable that the apparatus for controlling the roll trim of the aircraft 100 operates when the navigation apparatus of the aircraft is normal and the landing equipment of the aircraft is not operating. In the case where the navigation apparatus is abnormal, 300 is inaccurate because the roll change rate or the roll attitude angle inputted from the player 300 is inaccurate.

It is desirable that the aircraft's roll trim control device 100 does not operate when the pilot has lost control or set the trim to not operate, because there is a risk that the operation of the emergency escape device would be hindered.

Hereinafter, a description will be given of a process of generating an automatic roll trim command in the control command generator 120 and a design of the roll command gains and the stabilization gains stored in the database of the storage unit 130. [

4 is a block diagram of a control command generator in the apparatus for controlling roll trim of an aircraft according to an embodiment of the present invention. Referring to FIG. 4, the control command generator 120 may include a roll command gain multiplier 121, a stabilization gain multiplier 122, and an integrator 123.

The control command generation unit 120 generates an automatic roll trim command based on the difference between the applied roll orientation angle command and the roll orientation angle of the aircraft and the rate of roll change of the aircraft. From the viewpoint of controlling the roll attitude angle, the difference value is an element to be proportionally amplified in relation to the roll command gain, and since the roll change rate is an element to be fed back in relation to the stabilization gain, The control command generation unit 120 of FIG.

Here, the roll command gain multiplier 121 generates a value obtained by multiplying the difference between the roll posture angle command and the roll posture angle of the aircraft by the roll command gain, and the stabilization gain multiplier 122 multiplies the roll change rate by the stabilization gain . The integrator 123 integrates a value generated by the roll command multiplier 121 and a value obtained by subtracting the value generated by the stabilization gain multiplier 122 to generate an automatic roll trim command. (123) is needed to remove the residual deviation to generate a sophisticated roll trim command.

In order to design the roll command gain and the stabilization gain, the aircraft 300 and the roll axis controller 200 are modeled so that the roll trim controller 100, the roll axis controller 200, The function should be derived first. The input of the transfer function may be an applied roll attitude angle, and the output may be a roll change rate of the aircraft.

According to a conventionally known technique, the roll mode of the aircraft 300 including the roll axis controller 200 can be modeled as shown in Equation (1).

[Equation 1]

Figure 112015061700408-pat00001

here

Figure 112015061700408-pat00002
Is a constant value determined according to the flight altitude and speed of the aircraft 300.

5 is a schematic diagram of a MATLAB simulink model for designing a roll command gain and a stabilization gain for an aircraft roll trim control apparatus according to an embodiment of the present invention.

The roll trim controller 100, the roll axis controller 200, and the aircraft 300 of the aircraft by applying the result of modeling the aircraft 300 according to Equation 1 and the control command generator 120 embodied in FIG. Is the same as the MATLAB Simulink model shown in FIG.

. Referring to FIG. 5, the input is the applied roll attitude angle and the output is the transfer function, which is the roll change rate of the aircraft, as shown in Equation (2).

&Quot; (2) "

Figure 112015061700408-pat00003

here,

Figure 112015061700408-pat00004
Is a roll command gain,
Figure 112015061700408-pat00005
Is the stabilization gain.

Equation (2) is expressed as a third-order linear system and damping, which is a factor for controller design,

Figure 112015061700408-pat00006
) And frequency (Frequency,
Figure 112015061700408-pat00007
) Is expressed by Equation (3).

&Quot; (3) "

Figure 112015061700408-pat00008

Equation (3) and a new primary system factor

Figure 112015061700408-pat00009
To introduce
Figure 112015061700408-pat00010
,
Figure 112015061700408-pat00011
,
Figure 112015061700408-pat00012
,
Figure 112015061700408-pat00013
Can be expressed as Equations (4), (5) and (6).

&Quot; (4) "

Figure 112015061700408-pat00014

&Quot; (5) "

Figure 112015061700408-pat00015

&Quot; (6) "

Figure 112015061700408-pat00016

here,

Figure 112015061700408-pat00017
Must have a positive value. If it has a negative value, the characteristics of the overall roll trim control may fall into an unstable state.

As above

Figure 112015061700408-pat00018
Depending on the
Figure 112015061700408-pat00019
,
Figure 112015061700408-pat00020
Can be obtained. The process of designing the roll command gain and the stabilization gain as described above is not limited to the control command generator 120 specified in FIG. 4. The control command generator 120 specified in another control method such as PID and PD It can be applied.

In addition,

Figure 112015061700408-pat00021
Wow
Figure 112015061700408-pat00022
Which is to be considered when designing the control gain of the motor,
Figure 112015061700408-pat00023
To
Figure 112015061700408-pat00024
It can not be brought to a certain level or more. The reason is that
Figure 112015061700408-pat00025
Is a feedback sensor, it uses a rate sensor value because the sensor value can have a null bias or error of up to 1 deg / sec due to hardware characteristics. In other words, if the pilot wants to maintain the desired roll position due to null bias or error,
Figure 112015061700408-pat00026
The error is caused by the ratio of
Figure 112015061700408-pat00027
To
Figure 112015061700408-pat00028
It can not be brought to a certain level or more. As a result of experimentation on the ground, the null bias value (obtained from the three rate sensor values) measured by the rate sensor was about 0.3 deg / sec. When the measured value was this level
Figure 112015061700408-pat00029
The roll position error of about 1 deg can be obtained.

FIG. 6 is a result of a roll command gain and a stabilization gain obtained using a MATLAB simulink model for an aircraft roll trim control apparatus according to an embodiment of the present invention. In Equation (1)

Figure 112015061700408-pat00030
Is a constant value determined according to the flight altitude and speed of the aircraft 300, the data pair consisting of the two elements of the roll command gain and the stabilization gain is the flight altitude (denoted ALT in Fig. 6) and the speed (Denoted by Mach or VCAS)
Figure 112015061700408-pat00031
,
Figure 112015061700408-pat00032
) Is designed as shown in FIG. here
Figure 112015061700408-pat00033
Were chosen with reasonable values for design convenience.

As described above, the roll command gain and the stabilization gain designed according to the flight altitude and the speed of the aircraft can be stored in the storage unit 130 as a database. The database stored in the storage unit 130 can be used when the aircraft is in operation. Since the roll command gain and the stabilization gain are provided in a database, the aircraft does not have to process complicated calculations during operation, There is an advantage of simplification. Maintenance, repair, and upgrading of the roll trim control apparatus 100 of an aircraft can also be facilitated.

7 is a graph showing the results of the roll command gain and the stabilization gain obtained using the MATLAB simulink model prepared according to an embodiment of the present invention. It can be seen that the roll command gain and stabilization gain do not change when the aircraft's flight altitude and speed are above a certain value. Accordingly, if the aircraft's roll-trim control device 100 is set to operate only when the flight altitude and speed of the aircraft is greater than a predetermined value, the roll trim controller 100 of the aircraft, .

8 is a flowchart of a method for controlling the roll trim of an aircraft according to an embodiment of the present invention.

Referring to FIG. 8, a method for controlling a roll trim of an aircraft according to an exemplary embodiment of the present invention includes setting a roll command gain and a stabilization gain according to the flight altitude and speed of an aircraft (S10) (S20) of outputting a difference value between the current roll attitude angle of the aircraft and the current roll attitude angle of the aircraft, generating an automatic roll trim command based on the product of the difference value and the preset roll command gain and the product of the current roll change rate of the aircraft and the predetermined stabilization gain (S30), and inputting the automatic roll trim command to the roll axis controller to control the roll axis of the aircraft (S40).

At this time, the step of setting the roll command gain and the stabilization gain according to the flight altitude and the speed of the aircraft may be performed using the database of the roll command gain and the stabilization gain of the storage unit 130. [

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but on the contrary, Various modifications may be made by those skilled in the art without departing from the scope of the present invention.

10: Rudder
20: Flapper Ron
30: Elevator
100: Roll trim control device of aircraft
110: roll attitude subtractor
120: Control command generation unit
121: Roll command gain multiplier
122: Stabilization gain multiplier
123: integrator
130:
200: Roll axis controller
300: aircraft

Claims (10)

An apparatus for controlling a roll trim of an aircraft equipped with a roll axis controller,
A roll posture angle subtracter for inputting a roll posture angle command applied to the aircraft and a current roll posture angle of the aircraft, and outputting a difference value between the roll posture angle command and the current roll posture angle;
The difference value and the current roll change rate of the aircraft are input to the roll axis controller, and the difference is multiplied by the roll command gain to integrate the value obtained by multiplying the current roll change rate by the stabilization gain, A control command generator for generating an automatic roll trim command which is a signal for controlling the roll axis of the aircraft; And
And a storage unit including the roll command gain designed in accordance with the flight height and speed of the aircraft and the database for the stabilization gain,
Wherein the storage unit receives the current flight altitude and speed of the aircraft and selects the roll command gain and the stabilization gain from the database according to the current flight altitude and speed and provides the command command to the control command generation unit A device for controlling the roll trim of an aircraft.
delete The method according to claim 1,
The apparatus of claim 1,
Characterized in that it operates when there is no pressure applied by the pilot of the aircraft to the roll stick.
The method according to claim 1,
The apparatus of claim 1,
And when the current roll change rate of the aircraft is 5 deg / sec or less.
The method according to claim 1,
The apparatus of claim 1,
Wherein the operation is performed when the speed of the aircraft is 150 knots or more.
The method according to claim 1,
The apparatus of claim 1,
Wherein the control unit operates when the navigation apparatus of the aircraft is normal.
The method according to claim 1,
The apparatus of claim 1,
And when the landing equipment of the aircraft is not operating.
The method according to claim 1,
The apparatus of claim 1,
And the pilot does not operate when the pilot loses the steering force or the trim is set not to operate.
. A control method for an aircraft having a roll axis controller,
a) outputting a difference between a roll attitude angle command applied to the aircraft by the roll attitude subtractor and a current roll attitude angle of the aircraft;
b) generating an automatic roll trim command by integrating the value obtained by multiplying the difference value by the roll command gain by the control command generator minus the value obtained by multiplying the current roll change rate of the aircraft by the stabilization gain; And
c) controlling the roll axis of the aircraft by inputting the automatic roll trim command generated by the control command generator to the roll axis controller,
Wherein the roll command gain and the stabilization gain include a storage unit including the roll command gain and the stabilization gain database designed according to the flight altitude and speed of the aircraft, Wherein the control command generator is provided with a control command generation unit for generating a control signal for controlling the roll trim of the aircraft. delete
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Cited By (3)

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Publication number Priority date Publication date Assignee Title
CN108427427A (en) * 2018-03-16 2018-08-21 北京控制工程研究所 A kind of spacecraft is to earth's surface oriented object posture angle computational methods
KR20210004616A (en) * 2019-07-05 2021-01-13 한국항공우주산업 주식회사 Air vehicle control system and its methods to minimize loss due to the use of integrator
WO2022037376A1 (en) * 2020-08-21 2022-02-24 深圳市道通智能航空技术股份有限公司 Method for protecting unmanned aerial vehicle, and unmanned aerial vehicle

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108427427A (en) * 2018-03-16 2018-08-21 北京控制工程研究所 A kind of spacecraft is to earth's surface oriented object posture angle computational methods
CN108427427B (en) * 2018-03-16 2021-03-26 北京控制工程研究所 Method for calculating attitude angle of spacecraft to earth surface orientation target
KR20210004616A (en) * 2019-07-05 2021-01-13 한국항공우주산업 주식회사 Air vehicle control system and its methods to minimize loss due to the use of integrator
KR102239484B1 (en) 2019-07-05 2021-04-14 한국항공우주산업 주식회사 Air vehicle control system and its methods to minimize loss due to the use of integrator
WO2022037376A1 (en) * 2020-08-21 2022-02-24 深圳市道通智能航空技术股份有限公司 Method for protecting unmanned aerial vehicle, and unmanned aerial vehicle

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