CN111930136B - Engineering method for flight parameter adjustment - Google Patents
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- CN111930136B CN111930136B CN202010846995.9A CN202010846995A CN111930136B CN 111930136 B CN111930136 B CN 111930136B CN 202010846995 A CN202010846995 A CN 202010846995A CN 111930136 B CN111930136 B CN 111930136B
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- 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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- 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
- G05D1/10—Simultaneous control of position or course in three dimensions
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Abstract
The invention discloses a flight parameter adjusting engineering method, which is characterized in that only one control parameter of a control loop is adjusted at a time, a parameter adjusting object is clear, the control parameter can be adjusted in time directly according to a flight phenomenon, blindness and trial do not exist, time cost and labor cost are obviously reduced, the possibility of mistaken parameter adjustment is avoided, and flight safety accidents are avoided to a certain extent; the ground personnel can adjust the instruction parameters at any time, the flight control can respond in real time, and the dynamic response performance of the control law parameters can be obtained in time; when key attitude loop parameter debugging, fly the hand participation and control, can effectively promote unmanned aerial vehicle's flight security and reliability, avoid the emergence of accident, guarantee ground personal safety and property safety.
Description
Technical Field
The invention belongs to the technical field of flight parameter adjustment, and particularly relates to an engineering method for flight parameter adjustment.
Background
The general method for controlling and regulating the parameters of the flight control system of the unmanned aerial vehicle is as follows: the flyer passes through the remote controller and realizes the switching between flyer remote control mode and the control of flying self-driving mode, and when switching into remote control mode, unmanned aerial vehicle control authority all lies in the flyer, by the control signal that the flyer directly gives unmanned aerial vehicle, generally includes: ailerons, lift and throttle, flight control does not participate in any control; when the unmanned aerial vehicle is switched to the self-driving mode, the control authority of the unmanned aerial vehicle is all in flight control, the flight control automatically carries out control instruction resolving according to the current state of the unmanned aerial vehicle and outputs the control instruction to a control plane, and a flyer does not participate in any control. Through many times of remote control/self-driving switching and many times of flight, realize the parameter debugging of all control circuit of unmanned aerial vehicle flight control system, generally include: pitch, altitude, roll, heading, and speed (different laws are usually based on different control loops, but each law is composed of multiple control loops in the longitudinal and lateral directions).
This method causes the following problems:
1. when the aircraft is in a self-driving mode, all control authorities are all flight control, the control output of the aircraft is the result of integrated operation of a plurality of control loops, when control law parameters need to be adjusted according to flight conditions, it is difficult to completely and clearly determine which control loop parameters need to be adjusted only through phenomena, and parameter adjustment of an error control loop can cause serious attitude divergence and even crash, so that safety accidents occur.
2. When the aircraft is in the self-driving mode, the parameter of any control loop is not determined to be required to be adjusted, the parameter adjusting process has trial, the accuracy of adjustment is ensured by multiple times of manual control/self-driving switching and even multiple times of erection, so that the time cost and the labor cost are greatly increased when the aircraft is in flight parameter adjustment, and the flight safety risk is further increased.
3. When the vehicle is in the self-driving mode, the dynamic response performance of the control law parameters cannot be tested due to the fact that the instruction parameters of all the control loops cannot be changed.
4. When the aircraft is in the self-driving mode, due to the fact that no control guarantee of the flying hand exists, if control law parameters are not appropriate, the gesture can be seriously oscillated and even diverged in a short time, once the remote control switching of the flying hand is not timely, the aircraft is very easy to break, and safety accidents are caused.
In order to solve the problems, a flight parameter adjusting engineering method is developed by the inventor.
Disclosure of Invention
The invention aims to provide an engineering method for adjusting flight parameters in order to solve the problems.
The invention achieves the above purpose through the following technical scheme:
an engineering method for flight parameter adjustment, comprising the following steps:
obtaining an inner ring control law, an outer ring control law and a speed loop according to the unmanned aerial vehicle control law; the speed loop is used for controlling an accelerator of the unmanned aerial vehicle;
obtaining a pitching loop and a rolling loop according to an inner ring control law, wherein the pitching loop and the rolling loop are used for controlling the flight attitude of the unmanned aerial vehicle;
obtaining an altitude loop and a course loop according to an outer ring control law, wherein the altitude loop is used for controlling the altitude of the unmanned aerial vehicle, and the course loop is used for controlling the course of the unmanned aerial vehicle;
when the self-driving mode is used for debugging the parameters of the control loop, if the current control loop is in the pitching loop debugging state, the flight control carries out pitching control loop resolving and outputs a pitching control instruction, and the roll control and the speed control are directly controlled by a flight hand;
if the aircraft is currently in the roll loop debugging state, the flight control carries out roll control loop resolving and outputs a roll control instruction, and the pitching control and the speed control are handed over to the aircraft for direct control;
if the current position is in a speed loop, an altitude loop or a course loop for debugging, all control authorities are in flight control, and the flyer does not participate in the control.
Specifically, the elevation loop is nested with the pitching loop, the course loop is nested with the rolling loop, and the parameter debugging of the elevation loop or the course loop is carried out after the parameter debugging of the pitching loop or the rolling loop is finished; and the debugging of the speed loop is carried out after the parameter debugging of the pitch loop or the roll loop is completed.
Furthermore, when the altitude loop or the heading loop is enabled, whether the pitching loop or the rolling loop is enabled is not judged, and the corresponding command is directly calculated by the outer ring.
Specifically, when debugging control loop parameters, the flight control system receives a first instruction parameter and judges whether the first instruction parameter is in the effective range of the corresponding control loop, and when the first instruction parameter is not in the effective range of the corresponding control loop or is empty, the flight control system cannot enable the control loop, otherwise, the loop is enabled; when the ground is filled with the instruction parameters of the control loops, the flight control enables the corresponding control loops to complete the flight control of the control loops.
Specifically, when the pitch loop or the roll loop is executed alone, the flyer is to participate in control; the action of the unmanned aerial vehicle executing mechanism is controlled by a flight control system and a flight control hand together, and the flight control system completes the simultaneous output of a flight control command and a flight control command.
Specifically, when the parameters of the control loop are debugged, the instruction parameter values can be changed in the execution process of a certain loop, so that the dynamic response process of the unmanned aerial vehicle can be observed.
The invention has the beneficial effects that:
1. the control parameters of one control loop are only debugged at a time, the parameter adjusting object is clear, the control parameters can be directly adjusted in time according to the flight phenomenon, blindness and trial do not exist, time cost and labor cost are obviously reduced, the possibility of mistaken parameter adjustment is avoided, and the occurrence of flight safety accidents is avoided to a certain extent.
2. The ground personnel can adjust the instruction parameters at any time, the flight control can respond in real time, and the dynamic response performance of the control law parameters can be obtained in time.
3. When key attitude loop parameter debugging, fly the hand participation and control, can effectively promote unmanned aerial vehicle's flight security and reliability, avoid the emergence of accident, guarantee ground personal safety and property safety.
Drawings
FIG. 1 is a schematic diagram of the control loop division of the present invention;
FIG. 2 is a schematic diagram of a control loop discrimination process of the present invention;
FIG. 3 is a schematic diagram of the flight control execution output process of the present invention;
FIG. 4 is a schematic diagram of the pitch angle variation during the pitch loop control of the present invention;
FIG. 5 is a schematic view of throttle/speed variation during pitch loop control in accordance with the present invention;
FIG. 6 is a schematic view of the roll angle change during the pitch loop control of the present invention;
FIG. 7 is a schematic diagram of pitch angle variation during roll loop control according to the present invention;
FIG. 8 is a schematic view of throttle/speed variation during roll loop control in accordance with the present invention;
FIG. 9 is a schematic diagram illustrating roll angle variations during a roll loop control process according to the present invention;
FIG. 10 is a schematic diagram of pitch angle variation during speed loop control in accordance with the present invention;
FIG. 11 is a schematic view of throttle/speed variation during speed loop control in accordance with the present invention;
FIG. 12 is a schematic view of roll angle variation during the speed loop control of the present invention;
FIG. 13 is a schematic view of the pitch angle variation during the altitude loop control of the present invention;
FIG. 14 is a schematic view of a height variation in the height loop control process of the present invention;
FIG. 15 is a schematic view of throttle/speed variation during the altitude loop control of the present invention;
FIG. 16 is a schematic diagram of roll angle changes during the altitude loop control of the present invention.
Detailed Description
The invention will be further described with reference to the accompanying drawings in which:
the invention realizes the purpose through the following technical scheme:
1. single loop control parameter debugging
The flight control system control law is divided into a plurality of control loops, each control loop is provided with a set of parameters, and only one control loop parameter is debugged in the remote control/self-driving switching process, so that a parameter adjusting object is determined, and parameter adjustment is facilitated.
2. Flight parameter and attitude loop parameter debugging
In order to ensure the flight safety, when the parameters of a flight attitude (inner ring) loop (mainly a pitching loop and a rolling loop) of the unmanned aerial vehicle are debugged, the flight control divides the control authority, only controls the currently debugged control loop, and the other control authorities are handed over to the flyer for control. When parameter debugging is carried out on other control (outer ring) loops (mainly including height, course and speed loops) of the unmanned aerial vehicle, the flight control still acquires all control authorities.
3. Dynamic response implementation
In the process of parameter debugging of a single control loop, command parameters are modified on line through a ground station, the dynamic response condition of the unmanned aerial vehicle is observed, and parameter adjustment is carried out.
The flight parameter adjusting engineering method comprises the following steps:
1. control loop division
As shown in fig. 1, according to the control law, the control law is divided into an inner ring and an outer ring, the inner ring controls the flight attitude of the unmanned aerial vehicle to ensure flight safety, and the outer ring controls the altitude, the course and the like of the unmanned aerial vehicle, wherein the altitude loop is nested with the pitch loop, the course loop is nested with the roll loop, and the parameter debugging of the altitude loop or the course loop can be performed after the parameter debugging of the pitch loop or the roll loop is completed. The speed loop has no other loop nesting and can be carried out after the inner loop parameter debugging is finished.
2. Control authority segmentation
When the self-driving mode is used for debugging the parameters of the control loop, if the current control loop is in the pitching loop debugging state, the flight control carries out pitching control loop resolving and outputs a pitching control instruction, and the roll control and the accelerator control are handed over to the flyer for direct control; if the aircraft is in rolling loop debugging currently, flight control carries out rolling control loop resolving and outputs rolling control instructions, and pitching control and throttle control are handed over to a flyer for direct control; if the current position is in a speed loop, an altitude loop or a course loop for debugging, all control authorities are in flight control, and the flyer does not participate in the control.
As shown in the following table:
3. control loop selection and discrimination
The selection of the control loop is manually selected and confirmed by the ground, and ground personnel can realize the selection of the current control loop by inputting related control loop instruction parameters in ground station software without other redundant methods, thereby reducing the operation amount of the ground personnel. Namely: the pitch loop can be selected by filling the pitch angle command, the velocity loop can be selected by filling the velocity command, and other loops are similar, so that ground personnel can fill the command parameters of a single control loop or a plurality of control loops at one time. When debugging each control loop, the instructions to be filled in are as follows:
| serial number | Control loop | Pitch commands | Rolling command | Throttle command | Altitude | Course instruction | |
| 1 | Pitching loop | Must fill in | Emptying the container | Emptying the container | Emptying the container | Emptying the container | |
| 2 | Rolling loop | Emptying the container | Must fill in | Emptying the container | Emptying the container | Emptying the container | |
| 3 | Speed loop | Must fill | Must fill in | Must fill in | Emptying the container | Emptying the container | |
| 4 | Altitude circuit | - | Two filling one | Must fill | Must fill in | Two filling one | |
| 5 | Course loop | Two filling one | - | Must fill | Two filling one | Must fill in |
Note: in the table above, ground personnel have definite instruction parameter input when the pitching loop, the rolling loop and the speed loop are debugged, and the rolling instruction and the course instruction are filled with one instruction when the height loop is debugged; similarly, when the air route loop is debugged, the pitching instruction and the height instruction are filled with one instruction.
The flight control system enables the control loop by judging whether the instruction parameter of the corresponding control loop is in an effective range, the flight control cannot enable the control loop when the value filled in the ground is not in the effective range or is empty, and otherwise, the control loop is enabled; when the ground is filled with the instruction parameters of the control loops, the flight control enables the corresponding control loops to complete the flight control of the control loops. It is worth mentioning that: because the altitude loop is the outer loop of the pitching loop and the course loop is the outer loop of the rolling loop, when the altitude loop or the course loop is enabled, whether the pitching loop or the rolling loop is enabled is not judged any more, and the corresponding instruction is directly calculated by the outer loop. Therefore, the unmanned aerial vehicle can respond to different control loops by combining different instruction parameters, and the purpose of parameter adjustment is achieved.
As shown in fig. 2, a schematic view of a control loop discrimination process is shown;
the method specifically comprises the following steps:
step 1: the flight control system judges the current mode, if the flight control system is in the remote control mode, the flight control system directly acquires the control quantity from the receiver, and if the flight control system is in the self-driving mode, the next step is executed;
step 2: the flight control system judges the current stage, if the current stage is in other stages, corresponding programs are executed, and if the current stage is in a parameter adjusting stage, the next step is executed;
and step 3: the flight control system acquires a ground instruction parameter and clears the flag byte to 0;
and 4, step 4: the flight control system judges the validity of the height instruction, if the height instruction is valid, the flag byte bit0 is set to be 1, and a height control loop is executed; if the pitch instruction is invalid, judging the validity of the pitch instruction;
and 5: if the pitching instruction is effective, setting 1 to the flag byte bit3, and executing a pitching control loop; if the flag byte is invalid, the flag byte is not operated;
step 6: the flight control system judges the validity of the course instruction, if the course instruction is valid, the flag byte bit1 is set to be 1, and a course control loop is executed; if the rolling instruction is invalid, judging the validity of the rolling instruction;
and 7: if the rolling instruction is effective, setting 1 to the flag byte bit4 and executing a rolling control loop; if the flag byte is invalid, the flag byte is not operated;
and 8: the flight control system judges the validity of the speed instruction, if the speed instruction is valid, the flag byte bit2 is set to be 1, and a speed control loop is executed; if the flag byte is invalid, the flag byte is not operated;
and step 9: and (5) judging whether all the instructions are judged completely by the flight control system, if so, acquiring the lifting/aileron/accelerator instructions of the self-driving, and if not, executing the steps from the step 5 again.
4. Flying hand intervention and control output
When the pitching loop or the rolling loop is executed independently, the flyer participates in control, the action of the unmanned aerial vehicle executing mechanism is controlled by the flight control system and the flyer together, the flight control system outputs a flight control instruction and a flight control instruction at the same time, and the specific implementation mode is as follows: in the execution output link, the control quantity of a rocker of the remote controller is collected, and is converted into the output quantity of the execution mechanism and distributed to each execution mechanism through corresponding operation together with the command automatically generated by flight control. If the unmanned aerial vehicle belongs to a hybrid control type, the flight control system also needs to complete the coupling of the flight control remote control quantity and the flight control instruction and then output the coupling to the execution mechanism.
As shown in fig. 3, a schematic diagram of an output process of flight control execution is shown;
the following steps are specifically shown;
step 1: the flight control system judges the current mode, directly outputs the control quantity if the flight control system is in the remote control mode, and executes the next step if the flight control system is in the self-driving mode;
step 2: the flight control system judges the current stage, if the current stage is in other stages, the obtained control instruction is converted into the output quantity of the execution mechanism, and if the current stage is in a parameter adjusting stage, the next step is executed;
and step 3: the flight control system judges the flag byte;
and 4, step 4: if only bit3 is 1, acquiring a flight control pitch instruction calculated by self-driving, and acquiring the roll and accelerator amount of the remote controller; if only bit4 is 1, acquiring a flight control roll instruction calculated by self-driving, and acquiring the pitch and accelerator amount of the remote controller; if other bits are effective, acquiring flight control pitching, rolling and throttle instructions calculated by the self-driving;
and 5: and 4, converting each instruction in the step 4 into an output quantity of an execution mechanism.
5. Instruction parameter adjustment
When the parameters of the control loop are debugged, the instruction parameter values can be manually changed on the ground in the execution process of a loop, so that the dynamic response process of the unmanned aerial vehicle can be observed conveniently. Such as: and adjusting the pitch angle instruction from 3 degrees to 10 degrees, namely observing the dynamic response of the unmanned aerial vehicle under the pitch loop parameter, and adjusting the control law parameters in real time according to the response condition.
The following are specific examples of the debugging of each loop in the present application:
1. pitching loop commissioning
As shown in fig. 4-6, in the pitch loop debugging process at 154s-167.4s, the black dotted line is mode switching, and when the black dotted line is greater than 0, the self-driving mode is adopted, and the flight control has the pitch loop control authority; when equal to 0, in remote control mode, the flyer has full control authority. The pitch loop command parameter is changed from 3 to 10 at about 159.6 s.
When the unmanned aerial vehicle is switched into a self-driving (pitching loop), the difference between the pitch angle and a set value is not large, and the control surface is positioned near the middle position (0 degrees and 0 degree is not enough to enable the unmanned aerial vehicle to keep flying), so that the unmanned aerial vehicle lowers the head, the flight control gradually pulls up the elevator along with the continuous reduction of the pitch angle, and the pitch angle gradually starts to increase and gradually converges; after the command parameter is adjusted to 10 degrees, the pitch angle is converged in the range of 7.3-11.6 degrees and gradually converged to 10.2 degrees, and the dynamic response is rapid and stable, so that the pitch loop parameter is suitable.
2. Roll loop commissioning
As shown in fig. 7-9, in the roll loop commissioning process at 210s-222.3s, the flight control has roll loop control authority, and the roll angle command parameter is adjusted from 0 ° to-30 ° at about 217.8 s.
During self-driving, the difference between the roll angle and the set value is 23 degrees (fig. 9, right roll), so that the flight control controls the left roll of the unmanned aerial vehicle, the roll angle is reduced slightly smoothly along with the continuous reduction of the roll angle, the roll angle is about 0 degree at 211.3s (about 1.3s after self-driving is cut), but due to the existence of integral, the aileron still has instructions, so that the unmanned aerial vehicle is continuously controlled to roll left, and the unmanned aerial vehicle gradually starts to converge after 215.8 s; when the command is adjusted to-30 degrees, the roll angle oscillates within the range of-34 degrees to 28.6 degrees, and the roll loop test is still available.
3. Speed loop debugging
As shown in FIGS. 10-12, in the speed loop debugging process at 254.1s-264.3s, the flight control has all control authorities, and the speed command is 38m/s in the whole speed loop debugging process.
When the unmanned aerial vehicle is driven in, the speed is 45m/s, the difference between the speed and the set value is 7m/s, the throttle receives oil from the trim value of 60%, so that the unmanned aerial vehicle decelerates, the amplitude of the throttle is gradually kept and starts to increase along with the continuous reduction of the speed, the change range of the throttle is 25% -52%, the speed is converged to 36.5m/s, and a speed loop is available.
4. Altitude loop commissioning
As shown in FIGS. 13-16, in the altitude loop debugging process at 296.3s-308.6s, the flight control has all control authority, and the altitude command parameter is adjusted from 100m to 120m at about 299.7 s.
When the unmanned plane is switched in and self-driving, the altitude is 10m different from the set value, so that the flight control automatically generates an inner ring pitch angle instruction of-30 degrees (an amplitude limit of-30 degrees), the pitch angle is about-8 degrees, so that the unmanned plane lowers head, the altitude is also reduced under the influence of rolling because the roll angle is about 20 degrees when the unmanned plane is switched in and self-driving, under the combination of the two, the altitude is rapidly reduced, after the altitude is reduced to be below 100m, the pitch angle instruction generated by the flight control reaches 30 degrees, so that the unmanned plane has head-up, the head-up causes speed loss, so that the accelerator is gradually increased to 92 percent at most (figure 15), and the altitude is about 116m when the unmanned plane is switched in and self-driving. The height loop is available.
The foregoing illustrates and describes the principles, general features, and advantages of the present invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (6)
1. An engineering method for flight parameter adjustment is characterized by comprising the following steps:
obtaining an inner ring control law, an outer ring control law and a speed loop according to the unmanned aerial vehicle control law; the speed loop is used for controlling an accelerator of the unmanned aerial vehicle;
obtaining a pitching loop and a rolling loop according to an inner ring control law, wherein the pitching loop and the rolling loop are used for controlling the flight attitude of the unmanned aerial vehicle;
obtaining an altitude loop and a course loop according to an outer ring control law, wherein the altitude loop is used for controlling the altitude of the unmanned aerial vehicle, and the course loop is used for controlling the course of the unmanned aerial vehicle;
when the self-driving mode is used for debugging the parameters of the control loop, if the current control loop is in the pitching loop debugging state, the flight control carries out pitching control loop resolving and outputs a pitching control instruction, and the roll control and the speed control are directly controlled by a flight hand;
if the aircraft is currently in the roll loop debugging state, the flight control carries out roll control loop resolving and outputs a roll control instruction, and the pitching control and the speed control are handed over to the aircraft for direct control;
if the current position is in a speed loop, an altitude loop or a course loop for debugging, all control authorities are in flight control, and the flyer does not participate in the control;
according to the control law, the control law is divided into an inner ring and an outer ring, the inner ring controls the flight attitude of the unmanned aerial vehicle, a pitching loop is nested in a height loop, and a rolling loop is nested in a course loop; after the parameter debugging of the pitching loop or the rolling loop is finished, the parameter debugging of the altitude loop or the course loop can be carried out; the speed loop has no nesting of other loops and can be carried out after the inner loop parameter debugging is finished;
the debugging of the control loop is carried out according to the sequence of an inner ring, an accelerator and a rear outer ring.
2. The engineering method for regulating parameters in flight according to claim 1, characterized in that: the height loop is nested with the pitch loop, the course loop is nested with the roll loop, and the parameter debugging of the height loop or the course loop is carried out after the parameter debugging of the pitch loop or the roll loop is finished; and the debugging of the speed loop is carried out after the parameter debugging of the pitch loop or the roll loop is completed.
3. The engineering method for flight parameter adjustment according to claim 2, characterized in that: when the altitude loop or the course loop is enabled, whether the pitching loop or the rolling loop is enabled is not judged any more, and the corresponding command is directly calculated by the outer ring.
4. The engineering method for flight parameter adjustment according to claim 1, wherein when debugging the control loop parameters, the flight control system receives the first instruction parameter and determines whether the first instruction parameter is within the effective range of the corresponding control loop, and when the first instruction parameter is not within the effective range of the corresponding control loop or is empty, the flight control does not enable the control loop, and otherwise, the control loop is enabled; when the ground is filled with the instruction parameters of the control loops, the flight control enables the corresponding control loops to complete the flight control of the control loops.
5. The engineering method for regulating parameters in flight according to claim 1, characterized in that: when the pitching loop or the rolling loop is independently executed, the flyer participates in the control; the action of the unmanned aerial vehicle executing mechanism is controlled by a flight control system and a flight control hand together, and the flight control system completes the simultaneous output of a flight control command and a flight control command.
6. The engineering method for regulating parameters in flight according to claim 1, characterized in that: when the parameters of the control loop are debugged, the instruction parameter values can be changed in the execution process of a certain loop, and the instruction parameter values are used for observing the dynamic response process of the unmanned aerial vehicle.
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