CN114489089B - Full-automatic forced landing control method for unmanned aerial vehicle in narrow area - Google Patents
Full-automatic forced landing control method for unmanned aerial vehicle in narrow area Download PDFInfo
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- CN114489089B CN114489089B CN202210025360.1A CN202210025360A CN114489089B CN 114489089 B CN114489089 B CN 114489089B CN 202210025360 A CN202210025360 A CN 202210025360A CN 114489089 B CN114489089 B CN 114489089B
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- 238000005096 rolling process Methods 0.000 abstract description 7
- 238000013016 damping Methods 0.000 description 5
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- 238000011217 control strategy Methods 0.000 description 4
- 238000005259 measurement Methods 0.000 description 4
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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
- G05D1/04—Control of altitude or depth
- G05D1/06—Rate of change of altitude or depth
- G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
- G05D1/0653—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing
- G05D1/0676—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for landing
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract
The invention relates to a full-automatic forced landing control method of an unmanned aerial vehicle in a narrow area, wherein the rolling angle of the unmanned aerial vehicle is set according to the size of the forced landing area, namely, the rolling angle instruction of the unmanned aerial vehicle is calculated according to the maximum available radius of the area, the unmanned aerial vehicle is controlled to spiral and descend in the available area by utilizing a spiral control law, integral control is added in the spiral control law, the rolling angle can be accurately controlled to be consistent with the instruction of the unmanned aerial vehicle, and the forced landing in an emergency landing site with a narrow area can be ensured no matter any fault occurs to the aircraft. The method does not depend on operators, so that forced landing failure caused by insufficient experience of operators or emergency situation can be avoided, and casualties and serious loss of public property are avoided.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicle control, in particular to a full-automatic control strategy which aims at solving the problem that an engine of an unmanned aerial vehicle fails and cannot fly back to a field in flight and can only forced landing in a limited narrow area.
Background
At present, when most small and medium-sized unmanned aerial vehicles fail in-flight engines and cannot return to the field for normal landing, the general processing mode is as follows: operators of the ground control station judge according to the position of the unmanned aerial vehicle, and the unmanned aerial vehicle is manually controlled to the emergency landing site for forced landing. This approach relies heavily on the operator's experience and on the temporary strain capacity, and there is a high likelihood of forced landing failure once the operator is inexperienced or the situation is urgently difficult to resolve. Especially when important public facilities such as villages or oil reservoirs exist around the emergency landing site, and the area of an available landing area is small, forced landing difficulty is increased, failure probability is higher, and when the unmanned aerial vehicle fails in forced landing, people casualties or great loss of public property are likely to be caused when the unmanned aerial vehicle falls outside the limited landing area. Therefore, when the forced landing of the limited area with a small area is carried out, the forced landing cannot be manually completed by operators, and an automatic forced landing strategy is necessary to ensure that the unmanned aerial vehicle falls in the limited area. Therefore, the invention of a full-automatic forced landing control strategy is urgently needed, and when an unmanned aerial vehicle breaks down and cannot fly back to the ground, the unmanned aerial vehicle can land in a narrow emergency landing site.
Disclosure of Invention
Technical problem to be solved
In order to avoid the defects of the prior art, the invention provides a full-automatic forced landing strategy, and when an unmanned aerial vehicle engine fails and cannot return to the landing place for landing, the unmanned aerial vehicle can be automatically controlled to safely land in the landing place under the condition that the emergency landing place is narrow in area.
Technical proposal
When the unmanned aerial vehicle fails in flight and cannot provide power, firstly, judging whether the aircraft can fly back to the local field by using unpowered gliding performance parameters according to the height of the current aircraft and the distance from the current aircraft to the local field, if the current aircraft height is too low to return to the local field, calculating whether the aircraft can reach a plurality of standby fields, and preferentially selecting the nearest standby field for forced landing. If the emergency landing site area reached according to the calculation is too narrow to meet the landing requirement, the following control strategy is selected: the longitudinal control law is constant speed control, and the transverse control law is spiral control; the available radius disk allowed by the field is used for descending the altitude above the spare land, when the altitude is reduced to the safe flight altitude, the transverse and lateral control law is changed into track tracking control, the line between the current position of the airplane and the center of the spare land is used as a route, the airplane flies towards the center of the spare land along the route, and when the altitude is lower than 5-10 meters, the longitudinal control is changed into leveling control, and the airplane is controlled to land near the center of the spare land. The specific control law is as follows:
1. the constant speed glide control law:
F_δ e ＝k θ ·(θ-θ g )+k q ·q
wherein θ g ＝k v (v a -v ag )+k i ∫(v a -v ag ) dt, and |theta-theta g |≤A 0 ；
F_δ e Is the elevator control amount;
k θ ，k q ，k v ，k i is a control parameter;
v a for actual airspeed, v ag For a given airspeed, based on the current weight:
C L is the lift coefficient of the aircraft, ρ is the air density, s wing area, G aircraft weight, A 1 Is a safety coefficient;
2. spiral control law:
F_δ a ＝k φ ·(φ-φ g )+k p ·p+k φi ×∫(φ-φ g )dt
F_δ r ＝k φdr ·(φ-φ g )+k r ·r+k φi ×∫(φ-φ g )dt
wherein,,
F_δ a 、F_δ r aileron and rudder control amounts, respectively;
k φ ，k p ，k φdr ，k r ，k φi is a control parameter;
phi is the roll angle, p is the roll angle rate, r is the yaw rate;
φ g for the roll angle instruction, the roll angle instruction is determined by the size of the spare land and is calculated by the following formula:
wherein R is the maximum usable radius of the forced landing field, g is the gravitational acceleration, v a Is the airspeed;
3. leveling control law:
F_δ e ＝k θ ·(θ-θ g )+k q ·q+δ e_trim
wherein,,
F_δ e is the elevator control amount; delta e_trim Balancing the elevator;
k 0 、k q 、K lp is a control parameter;
q pitch rate; a theta pitch angle; h is the height; x is a horizontal distance;
H lp0 is the index leveling point height; x is X lp0 Exponentially leveling the distance; τ 0 Is an exponential flattening parameter;
4. track following control law:
F_δ a ＝k ψa ·(ψ-ψ g )+k p ·p+k y ·(y-y g )+k yi ·∫(y-y g )dt
F_δ r ＝k ψr ·(ψ-ψ g )+k r ·r+k y ·(y-y g )+k yi ·∫(y-y g )dt+k β ·β
wherein F_delta a 、F_δ r Aileron and rudder control amounts, respectively;
psi is course angle, y is lateral track, psi is g Course angle, y of given course g Giving a lateral track; r is yaw rate, β is sideslip angle, p roll rate;
k ψa ，k p ，k y ，k ψr ，k r ，k yi ，k β is a control parameter.
A computer system, comprising: one or more processors, a computer-readable storage medium storing one or more programs, wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the methods described above.
A computer readable storage medium, characterized by storing computer executable instructions that when executed are configured to implement the method described above.
Advantageous effects
According to the full-automatic forced landing control method for the unmanned aerial vehicle in the narrow area, the rolling angle of the unmanned aerial vehicle can be set according to the size of the forced landing area, namely, the rolling angle instruction of the unmanned aerial vehicle is calculated according to the maximum available radius of the area, the unmanned aerial vehicle is controlled to spiral and descend in the available area by utilizing a spiral control law, integral control is added in the spiral control law, the rolling angle can be accurately controlled to be consistent with the instruction of the unmanned aerial vehicle, and forced landing in an emergency landing site with a narrow area can be guaranteed no matter any fault occurs to the aircraft. The method does not depend on operators, so that forced landing failure caused by insufficient experience of operators or emergency situation can be avoided, and casualties and serious loss of public property are avoided.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention, like reference numerals being used to refer to like parts throughout the several views.
FIG. 1 is a diagram of a constant velocity glide control scheme;
FIG. 2 is a diagram of a hover control architecture;
FIG. 3 is a drawing of a leveling control block diagram;
FIG. 4 is a track following control block diagram.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention. In addition, technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.
The invention is implemented on a running landing unmanned aerial vehicle, and when the forced landing control strategy is realized, the required hardware configuration comprises an airspeed sensor, a vertical gyroscope, a rate gyroscope, an airborne computer, a servo system and the like. The control method comprises the steps of acquiring signals of all sensors by an onboard computer, resolving a control law, outputting a control surface control signal, driving the control surface by a servo system, completing adjustment of the position, the gesture and the speed of an airplane, and controlling the unmanned aerial vehicle to automatically complete forced landing in a limited area. The method comprises the following steps:
the constant speed glide control implementation method comprises the following steps: the required hardware comprises an airspeed sensor, a vertical gyroscope, a rate gyroscope, an airborne computer and a lifting steering engine servo system; an airspeed sensor measures the speed of flight; measuring a pitch angle by a vertical gyroscope; a rate gyro measures the pitch angle rate; the elevator steering engine servo system is used for executing an elevator surface deflection instruction; and the airborne computer runs a constant-speed glide control law, brings the acquired measurement information of each sensor into the control law to calculate the steering deflection angle of the elevator surface, and controls the steering engine servo system to drive the steering surface to deflect.
The implementation method of the spiral control comprises the following steps: the required hardware comprises a vertical gyroscope, a rate gyroscope, an airborne computer, an aileron steering engine servo system and a direction steering engine servo system; measuring a roll angle by a vertical gyro; the rate gyro measures the rolling angle rate and the yaw angle rate; the aileron steering engine servo system is used for executing an aileron control surface deflection instruction; the rudder steering engine servo system is used for executing a rudder surface deflection instruction; the onboard computer runs the spiral control law, the collected measurement information of each sensor is brought into the control law to calculate the steering deflection angle of the aileron and the steering control surface, and the steering servo system is controlled to drive the steering control surface to deflect.
The leveling control implementation method comprises the following steps: the required hardware comprises a vertical gyroscope, a rate gyroscope, a differential GPS, an airborne computer and a lifting steering engine servo system; measuring a pitch angle by a vertical gyroscope; a rate gyro measures the pitch angle rate; the differential GPS is used for measuring the flying height and the horizontal distance; the elevator steering engine servo system is used for executing an elevator surface deflection instruction; and the airborne computer runs a leveling control law, the collected measurement information of each sensor is brought into the control law to calculate the steering angle of the elevator surface, and the steering engine servo system is controlled to drive the steering surface to deflect.
The track tracking control implementation method comprises the following steps: the required hardware comprises a magnetic course instrument, a vertical gyro, a rate gyro, a differential GPS, an airborne computer, an aileron steering engine servo system and a direction steering engine servo system. The magnetic heading instrument measures the yaw angle of the unmanned aerial vehicle; measuring pitch angle and roll angle by a vertical gyroscope; the rate gyro measures a pitch angle rate, a roll angle rate and a yaw angle rate; the differential GPS is used for measuring lateral deviation; the aileron steering engine is used for executing an aileron control surface deflection instruction; the steering engine is used for executing a steering control surface deflection instruction; and the airborne computer runs a track tracking control law, the collected measurement information of each sensor is brought into the control law to calculate the steering angle of each steering surface, and the steering servo system is controlled to drive the steering surface to deflect. In the track tracking control system, an onboard computer collects yaw angle measured by a magnetic heading instrument, roll angle measured by a vertical gyro, roll angle rate measured by an angular rate gyro, yaw angle rate and lateral deviation information measured by a differential GPS (global positioning system), brings the roll angle, the roll angle rate, the yaw angle rate and the lateral deviation value into a track tracking control law, calculates the deflection angle of an aileron and a rudder surface, and when the lateral deviation of the unmanned aerial vehicle deviates from a given instruction value, controls the aileron steering engine to deflect the aileron rudder surface and the rudder steering engine to deflect the rudder surface, changes the heading of the unmanned aerial vehicle, and enables the unmanned aerial vehicle to track a given course.
Fig. 1 shows a constant velocity glide control structure. The figure includes a speed control loop fed back by an airspeed sensor that manipulates an elevator to change the pitch attitude of the aircraft to track a given airspeed when there is a deviation from a given speed command.
Fig. 2 shows a hover control structure. The figure comprises a roll damping loop fed back by a roll angle rate, a yaw damping loop fed back by a course angle rate, and a rollAnd a stabilizing and tracking loop for corner feedback. The control loop is used to control the roll angle of the aircraft to track to a given roll angle command position. When the roll angle signal and the given command phi g When deviation exists, the deviation signal is amplified by control gain to generate aileron and rudder deflection, the aircraft attitude is changed, and finally the roll angle is enabled to track a given instruction. Roll angle rate and yaw rate feedback is added to the control law to improve damping characteristics.
Fig. 3 shows a leveling control structure. The diagram comprises a pitching damping loop fed back by a rate gyro and a pitching control loop fed back by a vertical gyro, and the given altitude is calculated according to the current real-time longitudinal position of the aircraftWhen the actual height deviates from the given height, the elevator surface is driven to deflect so that the unmanned aerial vehicle is lowered or raised, and the exponential curve is tracked.
Fig. 4 shows a track following control structure. The unmanned aerial vehicle comprises a yaw damping loop fed back by a rate gyro, a course control loop fed back by a magnetic course instrument and a course control loop formed by differential GPS (global positioning system) feedback, and when the lateral course of the unmanned aerial vehicle and a course instruction have deviation, the aileron and the rudder are controlled to enable the unmanned aerial vehicle to change the course and track a given course.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made without departing from the spirit and scope of the invention.
Claims (3)
1. A full-automatic forced landing control method of an unmanned aerial vehicle in a narrow area is characterized in that a constant-speed glide control law, a spiral control law, a leveling control law and a track tracking control law are set;
the constant speed glide control law:
F_δ e ＝k θ ·(θ-θ g )+k q ·q
wherein θ g ＝k v (v a -v ag )+k i ∫(v a -v ag ) dt, and theta-theta g |≤A 0 ；
F_δ e Is the elevator control amount;
k θ ，k q ，k v ，k i is a control parameter;
v a for actual airspeed, v ag For a given airspeed, based on the current weight:
C L is the lift coefficient of the aircraft, ρ is the air density, s wing area, G aircraft weight, A 1 Is a safety coefficient;
the spiral control law:
F_δ a ＝k φ ·(φ-φ g )+k p ·p+k φi ×∫(φ-φ g )dt
F_δ r ＝k φdr ·(φ-φ g )+k r ·r+k φi ×∫(φ-φ g )dt
wherein,,
F_δ a 、F_δ r aileron and rudder control amounts, respectively;
k φ ，k p ，k φdr ，k r ，k φi is a control parameter;
phi is the roll angle, p is the roll angle rate, r is the yaw rate;
φ g for the roll angle instruction, the roll angle instruction is determined by the size of the spare land and is calculated by the following formula:
wherein R is the maximum usable radius of the forced landing field, g is the gravitational acceleration, v a Is the airspeed;
the leveling control law:
F_δ e ＝k θ ·(θ-θ g )+k q ·q+δ e_trim
wherein,,
F_δ e is the elevator control amount; delta e_trim Balancing the elevator;
k θ 、k q 、K lp is a control parameter;
q pitch rate; a theta pitch angle; h is the height; x is a horizontal distance;
H lp0 is the index leveling point height; x is X lp0 Exponentially leveling the distance; τ 0 Is an exponential flattening parameter;
the track tracking control law:
F_δ a ＝k ψa ·(ψ-ψ g )+k p ·p+k y ·(y-y g )+k yi ·∫(y-y g )dt
F_δ r ＝k ψr ·(ψ-ψ g )+k r ·r+k y ·(y-y g )+k yi ·∫(y-y g )dt+k β ·β
wherein F_delta a 、F_δ r Aileron and rudder control amounts, respectively;
psi is course angle, y is lateral track, psi is g Course angle, y of given course g Giving a lateral track; r is yaw rate, β is sideslip angle, p roll rate;
k ψa ，k p ，k y ，k ψr ，k r ，k yi ，k β is a control parameter.
2. A computer system, comprising: one or more processors, a computer-readable storage medium storing one or more programs, wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the method of claim 1.
3. A computer readable storage medium, characterized by storing computer executable instructions that, when executed, are adapted to implement the method of claim 1.
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| CN112506227A (en) * | 2020-12-28 | 2021-03-16 | 北京航空航天大学 | Auxiliary driving system and method for civil aircraft full-failure forced landing |
| CN113190024A (en) * | 2021-03-31 | 2021-07-30 | 成都飞机工业（集团）有限责任公司 | Decision and guidance method for forced landing of airborne sliding of manned fixed wing aircraft |
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| US5060889A (en) * | 1989-05-01 | 1991-10-29 | The Boeing Company | Apparatus and methods for maintaining aircraft track angle during an asymmetric flight condition |
| CN112148029B (en) * | 2020-09-22 | 2024-04-19 | 西安爱生技术集团公司 | Non-power full-automatic forced landing method for running and landing type unmanned aerial vehicle |
| CN113821058B (en) * | 2021-11-22 | 2022-05-27 | 西安羚控电子科技有限公司 | Forced landing method and system for fixed-wing unmanned aerial vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112506227A (en) * | 2020-12-28 | 2021-03-16 | 北京航空航天大学 | Auxiliary driving system and method for civil aircraft full-failure forced landing |
| CN113190024A (en) * | 2021-03-31 | 2021-07-30 | 成都飞机工业（集团）有限责任公司 | Decision and guidance method for forced landing of airborne sliding of manned fixed wing aircraft |
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| Title |
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| 大展弦比无人机无动力返场控制技术;宋辉;张健;陈宜军;;科学技术创新(第18期);全文 * |
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