CN114047784A - Aircraft control method, aircraft control device, aircraft and computer-readable storage medium - Google Patents
Aircraft control method, aircraft control device, aircraft and computer-readable storage medium Download PDFInfo
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Abstract
The embodiment of the application discloses an aircraft control method, an aircraft control device, an aircraft and a computer readable storage medium, wherein the method comprises the following steps: acquiring a yaw damping control command, a coordinated turning control command and a rolling angle of a target aircraft; determining a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction and the roll angle; and controlling the target aircraft according to the rudder deflection command. In the aircraft control method disclosed by the embodiment of the application, in the process of obtaining the rudder deflection instruction by utilizing the coordinated turning control instruction and the yaw damping control instruction, the influence brought by external interference is corrected by utilizing the roll angle while considering the roll angle, so that the finally obtained rudder deflection instruction can more stably control the aircraft to finish landing.
Description
Technical Field
The present invention relates to the field of aircraft control, and in particular, to an aircraft control method, an aircraft control device, an aircraft, and a computer-readable storage medium.
Background
Yaw dampers (YD for short) and coordinated turning (TC for short) are lateral flight control functions on an aircraft. The yaw damper YD can provide dutch roll damping, the stability of the airplane is kept by controlling the rudder, the coordinated turning means that the flight direction of the airplane is continuously changed in the horizontal plane, the coupling influence of the roll motion and the yaw motion is ensured to be minimum, namely the sideslip angle is 0, and the final rudder control command is obtained by combining commands respectively output by the yaw damper and the coordinated turning.
Yaw dampers and coordinated turning enable smooth control of the aircraft during normal flight scenarios, however, in scenarios where external disturbances are severe, such as crosswind landing, inappropriate rudder deflection commands may be given, resulting in the aircraft developing a low altitude, high grade.
Disclosure of Invention
Embodiments of the present application provide an aircraft control method, an aircraft control device, an aircraft, and a computer-readable storage medium, which can solve the technical problem that an aircraft forms a low altitude and a large slope due to an inappropriate rudder deflection instruction given by a yaw damper and a coordinated turning function caused by interference of external wind speed and wind direction changes when the aircraft lands in crosswind.
In order to solve the above technical problem, an embodiment of the present application discloses the following technical solutions:
an aircraft control method comprising:
acquiring a yaw damping control command, a coordinated turning control command and a rolling angle of a target aircraft;
determining a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction and the roll angle;
and controlling the target aircraft according to the rudder deflection command.
In another possible implementation manner of the present application, the step of determining a rudder deflection command according to the yaw damping control command, the coordinated turning control command, and the roll angle includes:
setting the weight of the coordinated turning control instruction according to the magnitude relation between the rolling angle and a preset rolling angle threshold value;
and weighting the coordinated turning control instruction and the yaw damping control instruction according to the weight to obtain a rudder deflection instruction.
In another possible implementation manner of the present application, the preset roll angle threshold includes a first roll angle threshold and a second roll angle threshold; the first roll angle threshold is less than the second roll angle threshold;
the step of setting the weight of the coordinated turning control instruction according to the magnitude relation between the roll angle and the preset roll angle threshold value comprises the following steps:
if the roll angle is smaller than or equal to the first roll angle threshold value, setting a preset first weight as the weight of the coordinated turning control instruction;
if the roll angle is larger than or equal to the second roll angle threshold value, setting a preset second weight as the weight of the coordinated turning control instruction;
and if the roll angle is larger than the first roll angle threshold and smaller than the second roll angle threshold, setting the weight of the coordinated turning control instruction according to the roll angle.
In another possible implementation manner of the present application, the step of setting the weight of the coordinated turning control command according to the roll angle includes:
inquiring a preset table to obtain target weight corresponding to the roll angle;
setting the target weight as a weight of the coordinated turn control command.
In another possible implementation manner of the present application, the step of obtaining a yaw damping control command, a coordinated turning control command, and a roll angle of the target aircraft includes:
acquiring the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle of the target aircraft;
calculating a yaw rate reference value and a sideslip angle change rate of the target aircraft according to the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle;
inputting the yaw rate reference value into a preset coordinated turning control law, and outputting a coordinated turning control instruction of the target aircraft;
and inputting the sideslip angle change rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
In another possible implementation manner of the present application, before the inputting the sideslip angle change rate into a preset yaw damping control law and outputting a yaw damping control command of the target aircraft, the method further includes:
acquiring the flight height of the target aircraft;
comparing the flying height with a preset height threshold value;
and if the flying height is larger than the preset height threshold value, executing the step of inputting the sideslip angle change rate into a preset yaw damping control law and outputting a yaw damping control instruction of the target aircraft.
In another possible implementation manner of the present application, after the step of comparing the flying height with a preset height threshold, the method further includes:
and if the flying height is smaller than or equal to the preset height threshold value, inputting the difference value between the yaw rate reference value and the yaw rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
The embodiment of the present application further provides an aircraft control device, including:
the acquisition module is used for acquiring a yaw damping control instruction, a coordinated turning control instruction and a rolling angle of the target aircraft;
the calculation module is used for determining a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction and the roll angle;
and the control module is used for controlling the target aircraft according to the rudder deflection instruction.
The embodiment of the present application further provides an aircraft, where the aircraft includes a processor, a memory, and an aircraft control program stored in the memory and capable of running on the processor, and the processor executes the aircraft control program to implement the steps in the aircraft control method described above.
The embodiment of the present application further provides a computer-readable storage medium, where an aircraft control program is stored on the computer-readable storage medium, and the aircraft control program is executed by a processor to implement the steps in the aircraft control method described above.
The embodiment of the invention provides an aircraft control method, which can correct the influence brought by external interference by taking the roll angle into consideration simultaneously in the process of obtaining a rudder deflection instruction by utilizing a coordinated turning control instruction and a yaw damping control instruction, so that the finally obtained rudder deflection instruction can more stably control an aircraft to finish landing.
Drawings
In order to more clearly illustrate the technical solution of the embodiments of the present invention, the drawings of the embodiments will be briefly described below, and it is apparent that the drawings in the following description relate only to some embodiments of the present invention and are not limiting thereof, wherein:
fig. 1 is a schematic view of an implementation scenario of an aircraft control method provided in an embodiment of the present application;
FIG. 2 is a flow chart illustrating steps of a method for controlling an aircraft according to an embodiment of the present disclosure;
fig. 3 is a flowchart illustrating steps of determining a rudder deflection command according to an embodiment of the present disclosure;
FIG. 4 is a flowchart of a step of determining weights based on roll angle magnitude according to an embodiment of the present disclosure;
FIG. 5 is a flowchart illustrating a further step of weighting roll angles according to embodiments of the present application;
FIG. 6 is a flowchart illustrating a step of obtaining a control command according to an embodiment of the present disclosure;
FIG. 7 is a flowchart illustrating steps for determining yaw damping control commands based on altitude according to an embodiment of the present application;
FIG. 8 is a logic diagram of an aircraft control method provided by an embodiment of the present application;
FIG. 9 is a functional block diagram of an aircraft control device according to an embodiment of the present disclosure;
fig. 10 is a schematic structural diagram of an aircraft control device according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any inventive step, are within the scope of the present invention.
In the embodiments of the present application, the word "exemplary" is used to mean "serving as an example, instance, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. The following description is presented to enable any person skilled in the art to make and use the invention. In the following description, details are set forth for the purpose of explanation. It will be apparent to one of ordinary skill in the art that the present invention may be practiced without these specific details. In other instances, well-known structures and processes are not shown in detail to avoid obscuring the description of the invention with unnecessary detail. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed in the embodiments herein.
The embodiments of the present application provide an aircraft control method, an aircraft control device, an aircraft, and a computer-readable storage medium, which are described in detail below.
The aircraft control method provided by the application is mainly applied to airplanes, and certainly not excluded from being applied to other aircrafts requiring similar functions. However, for the sake of simplifying the description, only an airplane is described as the main target aircraft of the present application, and after reading the technical solution of the present application, those skilled in the art can reasonably popularize and apply the present application to other aircraft.
First, to facilitate understanding of the aircraft control method proposed in the present application, a brief explanation will be given for the yaw damper and the coordinated turning mentioned in the background and the problems thereof. The method comprises the following specific steps:
the yaw damping function is to maintain the stability of the airplane on the vertical axis of the airplane caused by the Holland rolling and airflow bumping, a common yaw damping control command is realized based on the sideslip angle change rate of the airplane, and specifically, the calculation formula of the yaw damping control command is as follows
Wherein KbetaThe parameter generally determined during the test flight of the aircraft is generally related to the true airspeed of the aircraft, i.e., it takes a different value depending on the true airspeed of the aircraft, and
i.e. the aforementioned rate of change of the sideslip angle of the aircraft, which can generally be used for the lateral acceleration N of the aircraftyYaw rate r, roll angle
Pitch angle theta and true air velocity VTASThe calculation formula is as follows:
similarly, the function of the coordinated turning is to ensure that the coupling influence of the rolling motion and the yawing motion is minimum when the aircraft maneuvers in the horizontal plane, namely the sideslip angle is zeroturnrrefIn which K isturnAnd KbetaSimilarly, it is meant that the parameter determined during the test flight of the aircraft is generally related to the true airspeed of the aircraft, i.e., takes on different values depending on the true airspeed of the aircraft. And rrefI.e. the aforementioned reference yaw rate of the aircraft, which may generally make use of the roll angle of the aircraft
And vacuum velocity VTASThe calculation formula is as follows:
in general, the final rudder deflection command of the airplane is obtained by summing the two commands, namely the yaw damping control command and the coordinated turning control command. However, in the practical application process, it is found that under different flight scenes such as high altitude, low altitude, crosswind landing, single-wheel touchdown and the like, the existing coordinated turning and yaw damping often gives out an inappropriate control command, so that the finally summed rudder deflection command is inappropriate, and the stable flight of the airplane is influenced. For example, in a crosswind landing scene, when an aircraft generates a small roll angle due to external crosswind interference, an improper control instruction is given by the intervention of turning coordination at the moment, and a control rudder deflects, so that the gradient of the aircraft is increased, a low altitude large gradient is easily caused, and the flight safety is influenced. In the background, the present application provides a new aircraft control method to realize smooth flight control of an aircraft in different scenarios.
As shown in fig. 1, fig. 1 is a schematic view of an implementation scenario of an aircraft control method provided in an embodiment of the present application. The details are as follows.
In the embodiment of the present application, the aircraft control method is mainly deployed in a programmed manner in the control end of the target aircraft, that is, in the aircraft control device 300. Specifically, the aircraft control device 300 mainly involves two control sections, namely, the yaw damping control section 100 and the coordinated turning control section 200 in fig. 1, wherein the yaw damping control section 100 is mainly used for outputting a yaw damping control command according to the acquired flight parameters, and the coordinated turning control section 200 is mainly used for outputting a coordinated turning control command according to the acquired flight parameters.
Further, the aircraft control device outputs a final rudder deflection command according to the yaw damping control command and the coordinated turning control command, and the rudder deflection command is utilized to complete the control of the target aircraft.
Based on the implementation scene schematic diagram of the aircraft control method, a plurality of step flow charts of the aircraft control method are provided.
As shown in fig. 2, fig. 2 is a flowchart illustrating steps of an aircraft control method according to an embodiment of the present application. The method provided by the embodiment of the application can effectively realize the stable control of the aircraft in a crosswind scene, and specifically, the method provided by the embodiment of the application comprises the following steps of 201-203:
and 201, acquiring a yaw damping control command, a coordinated turning control command and a rolling angle of the target aircraft.
In the embodiment of the present application, the calculation formulas of the yaw damping control command and the coordinated turning control command of the target aircraft are given in the foregoing related background description, and are usually obtained by processing the processor of the target aircraft according to the acquired flight parameters of the aircraft, and the specific calculation formulas are not described herein again. And the roll angle of the target aircraft can be obtained through an airborne inertial navigation system.
As an alternative embodiment of the present application, the yaw damping control command is calculated based on the aforementioned rate of change of the sideslip angle of the aircraft, and the coordinated turning control command is calculated based on the aforementioned reference value of the yaw rate of the aircraft, where the flight parameters to be acquired include, but are not limited to, the lateral acceleration, the yaw rate, the roll angle, the pitch angle and the vacuum speed, and the specific implementation steps can be referred to the following fig. 6 and the explanation thereof.
And 202, determining a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction and the roll angle.
Compared with the prior art that the coordinated turning control command and the yaw damping control command are directly summed to obtain the rudder deflection command, the influence of the roll angle is additionally considered in the embodiment of the application. Specifically, when the aircraft is in a crosswind landing scene, a small roll angle is generated due to the interference of external crosswind, and the calculation of the coordinated turning control instruction and the rudder deflection instruction is influenced, so that the final rudder deflection instruction determined by integrating the roll angle can effectively counteract the error intervention of the coordinated turning control instruction caused by the change of the roll angle in the crosswind landing scene.
Further, considering that the roll angle of the aircraft is mainly interfered in the crosswind landing scene, so as to affect the coordinated turning control command, as a feasible embodiment of the present application, specifically, the roll angle is used to set the weight of the coordinated turning control command, so as to counteract the error of the coordinated turning control command in the crosswind landing scene, which may be referred to in detail in the following fig. 3 and the content explained in the following description.
And 203, controlling the target aircraft according to the rudder deflection command.
In the embodiment of the application, after utilizing roll angle, coordinating turn control command and driftage damping control command to obtain rudder deflection command, control the rudder of aircraft according to this rudder deflection command, can realize the steady flight of aircraft, consider among the current aircraft, all realize based on the instruction is automatic to the control of rudder, this application is not repeated to the concrete realization principle according to instruction control rudder.
The embodiment of the invention provides an aircraft control method, which can correct the influence brought by external interference by taking the roll angle into consideration simultaneously in the process of obtaining a rudder deflection instruction by utilizing a coordinated turning control instruction and a yaw damping control instruction, so that the finally obtained rudder deflection instruction can more stably control an aircraft to finish landing.
As shown in fig. 3, fig. 3 is a flowchart illustrating a step of determining a rudder deflection command according to an embodiment of the present application. The details are as follows.
The embodiment of the application provides a weight for setting a coordinated turning control instruction based on a roll angle, so as to obtain an implementation scheme of a rudder deflection instruction, and the implementation scheme specifically comprises the following steps of 301-302:
301, setting the weight of the coordinated turning control command according to the magnitude relation between the roll angle and a preset roll angle threshold value.
In the embodiment of the present application, it can be known from the foregoing description that, in a crosswind landing scene, an aircraft may generate a small roll angle due to external disturbances such as crosswind, and at this time, intervention of a coordinated turning control command should be avoided or reduced. Therefore, the magnitude relationship between the roll angle and the preset roll angle threshold can be obtained by comparing the roll angle with the preset roll angle threshold, and then the magnitude relationship is used to set the weight of the coordinated turning control command, specifically, the smaller the roll angle is, the smaller the weight of the set coordinated turning control command should be.
As an alternative embodiment of the present application, the preset roll angle threshold may include a plurality of values, for example, a first roll angle threshold and a second roll angle threshold, and at this time, please refer to the following fig. 4 and the content explained in the following description, for a specific rule for setting the weight of the coordinated turning control command based on the magnitude relationship between the roll angle and the preset roll angle threshold.
And 302, weighting the coordinated turning control instruction and the yaw damping control instruction according to the weight to obtain a rudder deflection instruction.
In the embodiment of the application, after the weight of the coordinated turning control command is obtained based on the roll angle, the coordinated turning control command and the yaw damping control command are weighted based on the weight, and then the rudder deflection command can be obtained. The weight of the yaw damping control command in the weighting process is defaulted to 1, namely, the weight of the coordinated turning control command can be understood as the access amount of the coordinated turning control command, and the value of the access amount is 0-1, wherein the weight of 0 indicates that the rudder deflection command is only obtained by the yaw damping control command and is irrelevant to the coordinated turning command, and the weight of 1 indicates that the complete coordinated turning control command and the yaw damping control command need to be added to obtain the rudder deflection command.
The embodiment of the application provides a weight for setting a coordinated turning control instruction based on a roll angle, so that a scheme for realizing a rudder deflection instruction is obtained, and coordinated turning can be performed only when an airplane rolls at a large angle, so that the problem that the airplane generates a coordinated turning error due to a small roll angle generated by external disturbance such as crosswind and the like in a crosswind landing scene, and an incorrect rudder deflection instruction is output is caused is effectively avoided.
Fig. 4 is a flowchart of steps for determining weights according to roll angle magnitudes according to an embodiment of the present application, as shown in fig. 4. The details are as follows.
The embodiment of the application provides a specific rule for determining the weight according to the magnitude of a roll angle, specifically, the preset roll angle threshold comprises a first roll angle threshold and a second roll angle threshold, wherein the first roll angle threshold is smaller than the second roll angle threshold, and the step of setting the weight at the moment comprises 401 to 403:
401, if the roll angle is less than or equal to the first roll angle threshold, setting a preset first weight as the weight of the coordinated turning control command.
In the embodiment of the present application, if the roll angle is smaller than or equal to the smaller first roll angle threshold, it indicates that the roll angle at this time may be a small roll angle generated by an external disturbance such as crosswind, and therefore, to avoid the intervention of a coordinated turning error, the weight of the coordinated turning control command may be set to a sufficiently small value, specifically, the first weight may be 0, and of course, may also be another value set based on actual needs.
As an alternative embodiment of the present application, the first roll angle threshold value is set based on the flight parameters of the aircraft during test flight, specifically, the threshold value is set based on the roll angle required when the aircraft turns at a small angle in actual flight, that is, based on the roll angle of the target aircraft in a turning state. Typically, the first roll angle threshold may range from 5 ° to 8 °, for example, the first roll angle threshold may be set at 6 °.
402, if the roll angle is greater than or equal to the second roll angle threshold, setting a preset second weight as the weight of the coordinated turning control command.
In the embodiment of the present application, if the roll angle is greater than or equal to the larger first roll angle threshold, it indicates that the aircraft is in a large-angle roll state, at this time, in order to achieve a better control effect, the calculated coordinated turning command needs to be completely added to the rudder deflection command, that is, the weight of the coordinated turning control command at this time, that is, the second weight should be an allowable maximum weight value, specifically, the second weight may be 1, and of course, the second weight may also be another value set based on actual needs.
As an alternative embodiment of the present application, similar to the first roll angle threshold, the second roll angle threshold may also be set based on flight parameters of the aircraft during test flight, specifically, the second roll angle threshold is a roll angle of the aircraft during landing by completely adopting a sideslip method when the aircraft lands on the maximum crosswind, and in a normal case, the second roll angle threshold may be in a range of 8 ° to 12 °, for example, the second roll angle threshold may be set to 10 °.
And 403, if the roll angle is greater than the first roll angle threshold and smaller than the second roll angle threshold, setting the weight of the coordinated turning control instruction according to the roll angle.
In the embodiment of the present application, if the roll angle is located between the first roll angle threshold and the second roll angle threshold, the weight of the coordinated turning control command may be further set according to the roll angle, so that the roll angle and the weight are in positive correlation, that is, the weight gradually increases along with the increase of the roll angle, and when the roll angle reaches the second roll angle threshold, the weight reaches the maximum weight, that is, the second weight.
As an alternative embodiment of the present application, specifically, the weight of the coordinated turning control command may be set by using a linear interpolation table, that is, the corresponding relationship between the roll angle and the weight is stored in the linear interpolation table in advance, and the following description and the contents of fig. 5 may be referred to specifically.
For the convenience of understanding the solution provided in the embodiment of the present application, the aforementioned first roll angle threshold is 6 °, and the corresponding first weight is 0, and the second roll angle threshold is 10 °, and the corresponding second weight is 1. At this time, when the roll angle is less than or equal to 6 °, the weight of the coordinated turning control command may be set to 0, that is, the coordinated turning control command is not considered at all in the rudder deflection command, and when the roll angle is greater than or equal to 6 °, the weight of the coordinated turning control command may be set to 1, that is, the rudder deflection command is obtained by combining the complete coordinated turning control command and the yaw damping control command, and when the roll angle is between 6 ° and 10 °, the weight of the coordinated turning control command is set between 0 and 1 further according to the roll angle to partially incorporate the coordinated turning control command into the rudder deflection command.
The embodiment of the application provides a specific implementation rule for setting the weight of the coordinated turning control instruction according to the roll angle, when the roll angle is smaller in a crosswind scene, a part of the coordinated turning control instruction is accessed or the coordinated turning control instruction is not accessed in the final rudder deflection instruction so as to counteract the interference of the coordinated turning control instruction caused by the roll angle in the crosswind scene, and the control effect of the finally generated rudder deflection instruction is ensured.
As shown in fig. 5, fig. 5 is a flowchart of a step of setting weights according to roll angle according to an embodiment of the present application. The details are as follows.
In the embodiment of the present application, a specific implementation scheme for obtaining a weight corresponding to a roll angle by using a preset table is provided, which specifically includes steps 501 to 502:
and 501, inquiring a preset table to obtain the target weight corresponding to the rolling angle.
In the embodiment of the present application, it can be known from the foregoing description that after the first roll angle threshold and the corresponding first weight thereof, and the second roll angle threshold and the corresponding second weight thereof are obtained, the weight corresponding to any roll angle between the first roll angle threshold and the second roll angle threshold can be respectively calculated based on a linear interpolation manner. Specifically, for convenience of understanding, the aforementioned first roll angle threshold is 6 °, the corresponding first weight is 0, the second roll angle threshold is 10 °, the corresponding second weight is 1, at this time, when the roll angle is 7 °, the corresponding weight is 0.25, when the roll angle is 8 °, the corresponding weight is 0.5, and when the roll angle is 9 °, the corresponding weight is 0.75, for other roll angles, the determination may also be based on a similar corresponding principle, so that any roll angle between the first roll angle threshold and the second roll angle threshold and the corresponding weight thereof are stored in association, that is, a table including a linear mapping relationship between the roll angle and the weight may be obtained, and thus, the subsequent aircraft control device may directly obtain the target weight corresponding to the roll angle by querying the table.
502, the target weight is set as the weight of the cooperative turning control command.
In the embodiment of the present application, at this time, the target weight corresponding to the roll angle on the linear interpolation table is the weight of the coordinated turning control command at the roll angle, and therefore, the target weight may be set as the weight of the coordinated turning control command, so that the target weight may be used for weighting the coordinated turning control command and the yaw damping control command in the following.
As shown in fig. 6, fig. 6 is a flowchart illustrating a step of obtaining a control command according to an embodiment of the present application. The details are as follows.
The implementation scheme for calculating the coordinated turning control instruction and the yaw damping control instruction based on the acquired flight parameters specifically comprises the following steps of 601-604:
601, acquiring the true airspeed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle of the target aircraft.
In the present embodiment, the true airspeed, which is the actual speed of the aircraft moving through the air, is usually obtained from the airborne atmospheric system output. The roll angle refers to an included angle between a y axis of a body coordinate system of the aircraft and an inertial coordinate system, the yaw rate refers to a rate of rotation of the aircraft around a vertical axis of the body coordinate system of the aircraft, the lateral acceleration refers to an acceleration perpendicular to a motion direction of the aircraft, and the pitch angle refers to an included angle between an x axis of the body coordinate system of the aircraft and a horizontal plane, wherein the roll angle, the yaw rate, the lateral acceleration and the pitch angle can be obtained through an airborne inertial navigation system.
And 602, calculating a yaw rate reference value and a sideslip angle change rate of the target aircraft according to the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle.
In the embodiment of the present application, it can be known from the foregoing description that the yaw rate reference value of the aircraft can be obtained by solving based on the vacuum speed and the roll angle, and the specific calculation formula is as follows:
wherein rref is a yaw rate reference value, g is a gravitational acceleration,
i.e. the roll angle of the aircraft
VTASI.e. the vacuum speed of the aircraft.
Similarly, the sideslip angle change rate of the aircraft can be jointly calculated based on the true airspeed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle, and the specific calculation formula is as follows:
wherein,
is the rate of change of sideslip angle, N, of the aircraftyIs the lateral acceleration of the aircraft, r is the yaw rate of the aircraft,
Is the roll angle of the aircraft, theta is the pitch angle of the aircraft, VTASIs the true airspeed of the aircraft.
603, inputting the yaw rate reference value into a preset coordinated turning control law, and outputting a coordinated turning control instruction of the target aircraft.
In the embodiment of the application, the yaw rate reference value r is obtainedrefThen, r isrefThe coordinated turning control command K of the target aircraft can be obtained by inputting a calculation formula of the provided coordinated turning control command, namely a coordinated turning control lawturnrref。
And 604, inputting the sideslip angle change rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
In the embodiment of the application, similar to the calculation of the coordinated turning control command, the sideslip angle change rate is obtained
Then, will
The yaw damping control command of the target aircraft can be obtained by inputting a calculation formula of the provided yaw damping control command, namely a yaw damping control law
Furthermore, considering that the calculation of the existing yaw damping control command depends on the sideslip angle change rate, which is calculated based on some flight parameters output by the airborne inertial navigation system, in some scenarios, for example, when the aircraft contacts the ground with a single wheel, the lateral overload of the aircraft may become large, that is, the lateral acceleration output by the airborne inertial navigation system may be abnormally high, so that the calculation result of the sideslip angle change rate is not accurate enough, and the calculation of the subsequent yaw damping control command is affected. Therefore, as an alternative embodiment of the present application, another implementation for calculating the yaw damping control command is provided, and refer to the following fig. 7 and the description thereof.
FIG. 7 is a flowchart illustrating steps for determining yaw damping control commands based on altitude according to an embodiment of the present application, as shown in FIG. 7. The details are as follows.
The embodiment of the application provides that the method specifically comprises steps 701-704:
701, acquiring the flight altitude of the target aircraft.
In the embodiment of the present application, it can be known from the foregoing description that when the aircraft makes one-wheel touchdown, the lateral overload of the aircraft becomes large, and at this time, the aircraft is usually in a low-altitude landing state, so that the flying height of the aircraft can be obtained first, and is used for subsequently determining whether there is a possibility of one-wheel touchdown of the aircraft. Specifically, the flying height can be obtained by a radio altimeter.
And 702, comparing the flying height with a preset height threshold value, and judging whether the flying height is greater than the preset height threshold value. If yes, go to step 703; if not, go to step 704.
In the embodiment of the application, the acquired flying altitude of the aircraft is compared with the preset altitude threshold value, and the comparison result can reflect whether the aircraft has the possibility of single-wheel touchdown. Specifically, whether the flying height is higher than a preset height threshold value or not needs to be judged, if yes, the aircraft is in a high-altitude flying state, the risk of single-wheel touchdown does not exist, namely, the airborne inertial navigation system can output accurate lateral acceleration, so that the accurate sideslip angle change rate can be calculated, and therefore the yaw damping control instruction of the aircraft can be calculated by utilizing the sideslip angle change rate. On the contrary, if the flying altitude is lower than the preset altitude threshold, it indicates that the aircraft is in a low-altitude flying or landing state, that is, there is a risk of single-wheel touchdown, and at this time, the airborne inertial navigation system may output an abnormal lateral acceleration, so that an accurate sideslip angle change rate cannot be obtained through calculation, and therefore, if the yaw damping control command is continuously calculated by using the sideslip angle change rate, an erroneous yaw damping control command may be given, and the stable flight of the aircraft is affected, so that the present application provides an implementation scheme for calculating the yaw damping control command by using the yaw rate reference value and the yaw rate, specifically, in step 704.
As an alternative embodiment of the present application, specifically, the altitude threshold may be set to 2 feet, considering that touchdown may occur when the aircraft altitude is below 2 feet.
703, inputting the sideslip angle change rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
In the embodiment of the present application, it can be known from the foregoing description that if the flying height is greater than the preset height threshold, it indicates that the airborne inertial navigation system can output an accurate sideslip angle change rate, so that the yaw damping control instruction can be calculated according to the sideslip angle change rate, that is, the step of the foregoing step 604 is executed, and a specific implementation process may refer to the foregoing step 604, which is not described herein again.
And 704, inputting the difference value between the yaw rate reference value and the yaw rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
If the flying height is smaller than the preset height threshold value, the single-wheel touchdown risk of the aircraft is indicated, and the airborne inertial navigation system can output wrong lateral acceleration. Therefore, to ensure the effect of the yaw damping control command, the embodiment of the present application proposes to calculate the yaw based on the difference between the yaw rate reference value and the yaw rateAnd (5) an implementation scheme of the aeronautical damping control instruction. Specifically, the yaw rate reference value is the aforementioned r calculated by the vacuum speed and the roll anglerefThe yaw rate r can be obtained through the airborne inertial navigation system, so that the difference value between the yaw rate reference value and the yaw rate is input into a preset yaw damping control law, and finally the output yaw damping control command is Kr(r-rref) In which K isrAnd Kturn、KbetaSimilarly, the parameter determined during the test flight of the aircraft is generally related to the true airspeed of the aircraft, i.e., takes on different values depending on the true airspeed of the aircraft.
In particular, for Kr、Kturn、KbetaGenerally, the K values corresponding to some speed points are determined in the process of airplane test flight, and then different K values corresponding to different speed points in a flight envelope are obtained through a linear interpolation method.
As an alternative embodiment of the present application, it can be seen that the yaw damping control command is derived based on the rate of change of the sideslip angle when the flight altitude is above a preset altitude threshold, and based on the difference between the yaw rate reference and the yaw rate when the flight altitude is below the preset altitude threshold. In the practical application process, the yaw damping control command may have a risk of jumping at the altitude threshold, and therefore, it may be considered that the fader is adopted to correct the command during switching of the altitude threshold, so as to avoid jumping of the yaw damping control command at the altitude threshold.
The embodiment of the application provides an implementation scheme for calculating a yaw damping control instruction by adopting different schemes based on the flight altitude of an aircraft, and the yaw damping control instruction is calculated by adopting a yaw rate reference value and a yaw rate difference value during low-altitude flight, so that the technical problem that the yaw damping control instruction calculated based on the sideslip angle change rate is incorrect due to the fact that lateral acceleration parameters output by inertial navigation are affected when an aircraft lands on one wheel can be effectively avoided.
As shown in fig. 8, fig. 8 is a logic diagram of an aircraft control method according to an embodiment of the present application. The details are as follows.
As can be seen from the logic diagram of the aircraft control method shown in fig. 8, the inputs of the system, i.e., the aircraft control device, need to acquire the flight parameters of the aircraft, including but not limited to lateral acceleration, yaw rate, roll angle, true airspeed, pitch angle, and altitude.
Therein, the roll angle and the true airspeed may be used to calculate a yaw rate reference, i.e., r in the graphrefIn one aspect, the yaw rate reference value may be used in conjunction with a preset flight parameter KturnObtaining a coordinated turning control instruction KturnrrefOn the other hand, the preset flight parameter K is combined based on the difference value between the yaw rate reference value and the yaw raterA feasible yaw damping control instruction K can be obtainedr(r-rref)。
In addition, after the lateral acceleration is denoised by the low-pass filter, the sideslip angle change rate can be further calculated by combining with flight parameters such as yaw rate, vacuum speed, roll angle and pitch angle, and the sideslip angle change rate can be further used for being combined with a preset flight parameter KbetaObtaining another feasible yaw damping control command
When the coordinated turning control command K is obtainedturnrrefA first yaw damping control command Kr(r-rref) And a second yaw damping control command
Then, the control commands are further combined according to a predetermined rule based on the other collected parameters, and a final rudder command is output.
Specifically, in the yaw damping control part, the acquired flying height is input into a given judgment logic, namely, is compared with a preset height threshold value, so that the judgment is that a first yaw damping control instruction K is adoptedr(r-rref) Or whether to adoptWith second yaw damping control command
If the height is larger than the preset height threshold value in the judgment logic, adopting a second yaw damping control instruction
If the height is less than or equal to the preset height threshold value in the judgment logic, adopting a first yaw damping control instruction Kr(r-rref) And then, utilizing the desalter to eliminate jump of the yaw damping control command to obtain a final yaw damping control command.
Correspondingly, in the coordinated turning control part, the weight corresponding to the roll angle can be obtained by using the linear interpolation table, and then the weight is used for the coordinated turning control command KturnrrefAnd adjusting to obtain a final coordinated turning control instruction.
And finally, summing the obtained final yaw damping control command and the final coordinated turning control command, and outputting the sum to be the final rudder command.
In order to better implement the aircraft control method in the embodiment of the present application, on the basis of the aircraft control method, an aircraft control device is further provided in the embodiment of the present application, as shown in fig. 9, fig. 9 is a schematic functional module diagram of the aircraft control device provided in the embodiment of the present application, and specifically includes:
an obtaining module 901, configured to obtain a yaw damping control instruction, a coordinated turning control instruction, and a roll angle of a target aircraft;
a calculating module 902, configured to determine a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction, and the roll angle;
and a control module 903, configured to control the target aircraft according to the rudder deflection instruction.
In some embodiments of the present application, the calculating module includes:
the weight setting secondary module is used for setting the weight of the coordinated turning control instruction according to the magnitude relation between the rolling angle and a preset rolling angle threshold;
and the weighting calculation secondary module is used for weighting the coordinated turning control instruction and the yaw damping control instruction according to the weight to obtain a rudder deflection instruction.
In some embodiments of the present application, the weight setting submodule includes:
a first weight setting unit configured to set a preset first weight as a weight of the cooperative turning control command if the roll angle is less than or equal to the first roll angle threshold;
a second weight setting unit configured to set a preset second weight as a weight of the cooperative turning control command if the roll angle is greater than or equal to the second roll angle threshold;
and the third weight setting unit is used for setting the weight of the coordinated turning control instruction according to the roll angle if the roll angle is greater than the first roll angle threshold and smaller than the second roll angle threshold.
In some embodiments of the present application, the third weight setting unit includes:
the query subunit is used for querying a preset table and acquiring the target weight corresponding to the rolling angle;
a weight setting subunit configured to set the target weight as a weight of the cooperative turning control instruction.
In some embodiments of the present application, the obtaining module includes:
the flight parameter acquisition secondary module is used for acquiring the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle of the target aircraft;
the parameter calculation submodule is used for calculating and obtaining a yaw rate reference value and a sideslip angle change rate of the target aircraft according to the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle;
the coordinated turning calculation secondary module is used for inputting the yaw rate reference value into a preset coordinated turning control law and outputting a coordinated turning control instruction of the target aircraft;
the yaw damping calculation submodule is used for inputting the sideslip angle change rate into a preset yaw damping control law and outputting a yaw damping control instruction of the target aircraft;
in some embodiments of the present application, the obtaining module further includes:
the altitude acquisition secondary module is used for acquiring the flight altitude of the target aircraft;
the altitude comparison secondary module is used for comparing the flying altitude with a preset altitude threshold value;
and the yaw damping calculation submodule is used for inputting the sideslip angle change rate into a preset yaw damping control law and outputting a yaw damping control instruction of the target aircraft if the flying height is greater than the preset height threshold value.
In some embodiments of the application, the yaw damping calculation submodule is further configured to, if the flying height is less than or equal to the preset height threshold, input a difference between the yaw rate reference value and the yaw rate to a preset yaw damping control law, and output a yaw damping control command of the target aircraft.
As shown in fig. 10, fig. 10 is a schematic structural diagram of an aircraft control device according to an embodiment of the present application. The details are as follows.
The aircraft control device includes a memory, a processor, and an aircraft control program stored in the memory and executable on the processor, the processor implementing the steps of the aircraft control method in any of the embodiments when executing the aircraft control program.
Specifically, the method comprises the following steps: the aircraft control device may include components such as a processor 1001 of one or more processing cores, memory 1002 of one or more storage media, a power supply 1003, and an input unit 1004. Those skilled in the art will appreciate that the aircraft control device configuration shown in FIG. 10 does not constitute a limitation of aircraft control devices, and may include more or fewer components than shown, or some components in combination, or a different arrangement of components. Wherein:
the processor 1001 is a control center of the aircraft control device, connects various parts of the entire aircraft control device by various interfaces and lines, and performs various functions of the aircraft control device and processes data by running or executing software programs and/or modules stored in the memory 1002 and calling up data stored in the memory 1002, thereby performing overall monitoring of the aircraft control device. Optionally, processor 1001 may include one or more processing cores; preferably, the processor 1001 may integrate an application processor, which mainly handles operating systems, user interfaces, application programs, etc., and a modem processor, which mainly handles wireless communications. It will be appreciated that the modem processor described above may not be integrated into the processor 1001.
The memory 1002 may be used to store software programs and modules, and the processor 1001 executes various functional applications and data processing by operating the software programs and modules stored in the memory 1002. The memory 1002 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (such as a sound playing function, an image playing function, etc.), and the like; the storage data area may store data created from use of the aircraft control device, and the like. Further, the memory 1002 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other volatile solid state storage device. Accordingly, the memory 1002 may also include a memory controller to provide the processor 1001 access to the memory 1002.
The aircraft control device further comprises a power source 1003 for supplying power to each component, and preferably, the power source 1003 can be logically connected with the processor 1001 through a power management system, so that functions of charging, discharging, power consumption management and the like can be managed through the power management system. The power source 1003 may also include any component including one or more of a dc or ac power source, a recharging system, a power failure detection circuit, a power converter or inverter, a power status indicator, and the like.
The aircraft control apparatus may also include an input unit 1004, the input unit 1004 operable to receive input numeric or character information and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.
Although not shown, the aircraft control device may also include a display unit or the like, which is not described in detail herein. Specifically, in this embodiment, the processor 1001 in the aircraft control device loads an executable file corresponding to a process of one or more application programs into the memory 1002 according to the following instructions, and the processor 1001 runs the application programs stored in the memory 1002, so as to implement any step in the aircraft control method provided by the embodiment of the present invention.
To this end, an embodiment of the present invention provides a computer-readable storage medium, which may include: read Only Memory (ROM), Random Access Memory (RAM), magnetic or optical disks, and the like. The computer readable storage medium stores an aircraft control program, and the aircraft control program is executed by the processor to realize the steps of any one of the aircraft control methods provided by the embodiments of the invention.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and parts that are not described in detail in a certain embodiment may refer to the above detailed descriptions of other embodiments, and are not described herein again.
In a specific implementation, each unit or structure may be implemented as an independent entity, or may be combined arbitrarily to be implemented as one or several entities, and the specific implementation of each unit or structure may refer to the foregoing method embodiment, which is not described herein again.
The above operations can be implemented in the foregoing embodiments, and are not described in detail herein.
The above detailed description is provided for an aircraft control method provided in the embodiments of the present application, and the principles and embodiments of the present invention are explained herein by applying specific examples, and the above description of the embodiments is only used to help understanding the method and the core idea of the present invention; meanwhile, for those skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (10)
1. An aircraft control method, comprising:
acquiring a yaw damping control command, a coordinated turning control command and a rolling angle of a target aircraft;
determining a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction and the roll angle;
and controlling the target aircraft according to the rudder deflection command.
2. The aircraft control method of claim 1, wherein the step of determining a rudder deflection command based on the yaw damping control command, the coordinated turn control command, and the roll angle comprises:
setting the weight of the coordinated turning control instruction according to the magnitude relation between the rolling angle and a preset rolling angle threshold value;
and weighting the coordinated turning control instruction and the yaw damping control instruction according to the weight to obtain a rudder deflection instruction.
3. The aircraft control method of claim 2, wherein the preset roll angle threshold comprises a first roll angle threshold and a second roll angle threshold; the first roll angle threshold is less than the second roll angle threshold;
the step of setting the weight of the coordinated turning control instruction according to the magnitude relation between the roll angle and the preset roll angle threshold value comprises the following steps:
if the roll angle is smaller than or equal to the first roll angle threshold value, setting a preset first weight as the weight of the coordinated turning control instruction;
if the roll angle is larger than or equal to the second roll angle threshold value, setting a preset second weight as the weight of the coordinated turning control instruction;
and if the roll angle is larger than the first roll angle threshold and smaller than the second roll angle threshold, setting the weight of the coordinated turning control instruction according to the roll angle.
4. The aircraft control method of claim 3, wherein the step of weighting the coordinated turn control command based on the roll angle comprises:
inquiring a preset table to obtain target weight corresponding to the roll angle;
setting the target weight as a weight of the coordinated turn control command.
5. The aircraft control method according to any one of claims 1 to 3, wherein the step of obtaining a yaw damping control command, a coordinated turning control command, and a roll angle of the target aircraft comprises:
acquiring the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle of the target aircraft;
calculating a yaw rate reference value and a sideslip angle change rate of the target aircraft according to the vacuum speed, the roll angle, the yaw rate, the lateral acceleration and the pitch angle;
inputting the yaw rate reference value into a preset coordinated turning control law, and outputting a coordinated turning control instruction of the target aircraft;
and inputting the sideslip angle change rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
6. The aircraft control method according to claim 5, wherein before the inputting the rate of change of the sideslip angle into a preset yaw damping control law and outputting a yaw damping control command for the target aircraft, the method further comprises:
acquiring the flight height of the target aircraft;
comparing the flying height with a preset height threshold value;
and if the flying height is larger than the preset height threshold value, executing the step of inputting the sideslip angle change rate into a preset yaw damping control law and outputting a yaw damping control instruction of the target aircraft.
7. The aircraft control method according to claim 6, wherein after the step of comparing the altitude of flight to a preset altitude threshold, the method further comprises:
and if the flying height is smaller than or equal to the preset height threshold value, inputting the difference value between the yaw rate reference value and the yaw rate into a preset yaw damping control law, and outputting a yaw damping control command of the target aircraft.
8. An aircraft control device, comprising:
the acquisition module is used for acquiring a yaw damping control instruction, a coordinated turning control instruction and a rolling angle of the target aircraft;
the calculation module is used for determining a rudder deflection instruction according to the yaw damping control instruction, the coordinated turning control instruction and the roll angle;
and the control module is used for controlling the target aircraft according to the rudder deflection instruction.
9. An aircraft comprising a processor, a memory, and an aircraft control program stored in the memory and executable on the processor, the processor executing the aircraft control program to implement the steps in the aircraft control method of any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that an aircraft control program is stored on the computer-readable storage medium, which is executed by a processor to implement the steps in the aircraft control method according to any one of claims 1 to 7.
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| CN115328191A (en) * | 2022-07-15 | 2022-11-11 | 北京星途探索科技有限公司 | Method, system, equipment and storage medium for controlling cruise of grazing cruise target |
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