CN116661471A - Method, system, storage medium and terminal equipment for controlling leveling mode of aircraft - Google Patents
Method, system, storage medium and terminal equipment for controlling leveling mode of aircraft Download PDFInfo
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Abstract
The invention discloses a leveling mode control method, a leveling mode control system, a storage medium and terminal equipment of an aircraft, wherein the method comprises the following steps: generating a first control signal based on the current estimated vertical speed and a current target vertical speed determined according to an aircraft leveling trajectory curve; determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach speed of the aircraft; generating a second control signal according to the pitch control command and the pitch control correction; the method and the device can effectively solve the problems that the current aircraft has unstable leveling track, inaccurate speed control and incapability of ensuring soft ground of the aircraft under the extreme meteorological conditions in a leveling mode.
Description
Technical Field
The invention relates to the technical field of automatic landing leveling guidance of aircrafts, in particular to a leveling mode control method, a leveling mode control system, a storage medium and terminal equipment of an aircraft.
Background
The approach landing stage of civil aircraft is an accident-prone stage and is also the most complex flight stage. Because of the low flying height and complex environment at this stage, the requirements on the safety of the aircraft are also highest, and especially when the terminal is approaching, all the states of the aircraft must be maintained with high precision until the ground is exactly grounded at a defined point. According to the requirements in CS-AWO of EASA, the longitudinal distance of landing ground point of airplane is less than 60m from runway entrance and no more than 10 -5 The probability of the ground point exceeding a distance of 823m from the runway entrance is not more than 10 -6 The probability that the distance between the outer landing gear and the central line of the runway exceeds 21m when the aircraft is grounded is not more than 10 -5 And the sinking rate at the time of landing, i.e., the vertical speed, cannot exceed the limit load.
The automatic leveling function is a basic function which should be possessed by three types of landings, wherein the three types of landings are used for automatically completing precise approach landing of an aircraft under the condition of three types of extreme weather, so as to improve flight safety and reduce pilot workload, the current advanced civil models in the world all have three types of automatic landings, wherein the resolution height of IIIA landings is lower than 30m (100 ft) or no resolution height, and the runway visual distance is not less than 200m (700 ft). The automatic control system of the ICAO IIIA level automatic approach landing mode is used for controlling the aircraft to fly along the track from approach to grounding of the main landing gear, when the tires of the main landing gear contact the ground of the runway or the flying starts, the leveling function is considered to be finished, the aircraft finishes automatic landing by using the automatic leveling system, and the pilot takes over the control of the aircraft after the aircraft is grounded. The implementation of auto-leveling should be closest to the approach of manually maneuvering the aircraft to land and take into account the following requirements:
a) The on auto-leveling function should be smooth and there should be no jumps in the control signal that could cause a dive.
b) The transition of the altitude, vertical velocity and pitch angle should be monotonic.
c) The process of the aircraft entering the runway centerline should be a near non-periodic process in the horizontal plane.
d) The landing heading deviation should not exceed 3 ° at landing.
The leveling mode is a key link for the control mode and logic conversion of the aircraft, and is not only the conversion of a control method, but also a key link for greatly influencing the flight safety. The accuracy requirements for the design of the auto-leveling control system are very high. The time of the leveling stage is usually very short, and in this time, the autopilot system does not need much time to correct, so that the control accuracy, safety and passenger comfort of the autopilot system need to be ensured, the problems that the leveling track is unstable, the speed control is inaccurate and the soft grounding of the aircraft cannot be ensured need to be solved, and the wind interference resistance under extreme meteorological conditions needs to be improved.
Disclosure of Invention
The invention provides a leveling mode control method, a leveling mode control system, a storage medium and terminal equipment of an aircraft, which can effectively solve the problems that the leveling track of the aircraft is unstable and the speed control is inaccurate in the leveling mode at present and the soft grounding of the aircraft cannot be ensured in extreme meteorological conditions.
According to an aspect of the present invention, there is provided a method of controlling a roll-up mode of an aircraft, the method comprising: generating a current estimated vertical velocity based on the current radio altitude and a normal overload variance of the aircraft; generating a first control signal based on the current estimated vertical speed and a current target vertical speed determined according to an aircraft leveling trajectory curve; determining a pitch control target of the aircraft, and generating a pitch control instruction based on the pitch control target; determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach speed of the aircraft; generating a second control signal according to the pitch control command and the pitch control correction; and determining a gain adjustment coefficient based on dynamic simulation, generating a comprehensive control signal based on the sum of the first control signal and the second control signal and the gain adjustment coefficient, and providing a flight command for realizing accurate tracking of the current aircraft flight path and the aircraft leveling track curve based on the comprehensive control signal.
Further, the determining a pitch control correction under the air disturbance based on the current track speed and the approach speed of the aircraft includes: determining a first difference based on a difference between a current track speed and an approach table speed of the aircraft; and determining the pitching control correction amount under the air disturbance according to the first difference value.
Further, the determining the pitch control correction under the air-disturbance according to the first difference value includes: determining an estimated pitch control correction according to the first difference; judging whether the estimated pitching control correction quantity exceeds a preset amplitude limiting parameter or not; when the estimated pitching control correction amount does not exceed the preset amplitude limiting parameter, the estimated pitching control correction amount is used as the pitching control correction amount, and when the estimated pitching control correction amount is judged to exceed the preset amplitude limiting parameter, the preset amplitude limiting parameter is used as the pitching control correction amount.
Further, the generating a second control signal according to the pitch control command and the pitch control correction amount includes: determining a first addition value based on a sum of the pitch control command and the pitch control correction; and determining a second control signal according to the first addition value.
Further, the determining a pitch control target of the aircraft and generating a pitch control instruction based on the pitch control target includes: acquiring the maximum leveling start height, and determining a pitching control gain coefficient according to the maximum leveling start height and the current radio height of the aircraft; a pitch control command is determined based on the pitch control gain coefficient and the pitch control target.
Further, the determining a pitch control gain factor from the maximum roll-off starting altitude and the current radio altitude of the aircraft includes:
the current radio altitude of the aircraft is denoted as H RA-LG The maximum leveling start height is recorded as H FLmax Determining the pitch control gain coefficient as
Further, the generating the current estimated vertical velocity based on the current radio altitude and the normal overload variation of the aircraft includes: filtering the radio height through a first filter to obtain a first filtering result; filtering the normal overload variable quantity through a second filter to obtain a second filtering result; and generating the current estimated vertical speed by passing the first filtering result and the second filtering result through a preset first-order inertia link.
Further, the generating a first control signal based on the current estimated vertical velocity and the current target vertical velocity determined according to the aircraft leveling trajectory curve includes: according toDetermining a current target vertical velocity, wherein +.>For the current target vertical velocity H RA_LG For the height of the lowest point of the aircraft landing gear to the runway plane, H AS For the height of the leveling track asymptote lower than the runway plane, T is the total time from the start of leveling to the grounding process;
determining a time constant T in the target vertical velocity according to the aircraft leveling trajectory curve, including: determining a roll-off trajectory asymptote based on the aircraft roll-off trajectory curveDeriving the asymptote of the flattening track
T is the time constant of the target vertical velocity, wherein H (0) is the initial height of the leveling relative to the asymptote of the leveling trajectory, H fl(0) For initial leveling of the altitude of the aircraft relative to the runway plane, V Zfl(0) For the vertical velocity latched by the flight control computer when the leveling mode is on, vztdgiv is the target vertical velocity at the time of ground contact, which is determined by the flight quality requirements and the aircraft limit load. The given leveling trajectory ends at the moment the main landing gear tire contacts the runway surface.
Determining a target vertical velocity based on the time constant T;
determining a second difference based on a difference between the current predicted vertical velocity and the current target vertical velocity;
and determining a first control signal according to the second difference value.
According to another aspect of the invention, there is provided a roll-up mode control system for an aircraft, comprising: the estimated vertical speed generation module is used for generating a current estimated vertical speed based on the current radio altitude and the normal overload variation of the aircraft; the first control signal generation module is used for generating a first control signal based on the current estimated vertical speed and the current target vertical speed determined according to the aircraft leveling track curve; the pitching control instruction generation module is used for determining a pitching control target of the aircraft and generating a pitching control instruction based on the pitching control target; the pitching control correction quantity determining module is used for determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach surface speed of the aircraft; the second control signal generation module is used for generating a second control signal according to the pitching control instruction and the pitching control correction quantity; the integrated control signal generation module is used for determining a gain adjustment coefficient based on dynamic simulation, generating an integrated control signal based on the sum of the first control signal and the second control signal and the gain adjustment coefficient, and the flight command providing module is used for providing a flight command for realizing accurate tracking of the current aircraft flight path and the aircraft leveling track curve based on the integrated control signal.
According to another aspect of the invention there is provided a storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform a method of controlling a roll-up mode of an aircraft as any one of the above.
According to another aspect of the invention there is provided a terminal device comprising a processor and a memory, the processor being electrically connected to the memory, the memory being for storing instructions and data, the processor being for performing the steps of the method for controlling the roll-up mode of any aircraft as described above.
The method has the advantages that the current estimated vertical speed is generated in the first control signal through the current radio altitude and the normal overload variation of the aircraft; the method comprises the steps of determining the current estimated vertical speed based on the current estimated vertical speed and according to the normal overload variable quantity of the aircraft, wherein a current estimated vertical speed signal is comprehensively generated by two different sensors, considering the influence of the normal overload variable quantity of the aircraft on the current estimated vertical speed, compensating the delay of a vertical speed signal obtained through a radio altimeter, accurately regulating and controlling the influence on a leveling mode under the air-disturbance condition by setting a pitching control correction quantity, and ensuring the accurate control on the leveling track by a first control signal, a second control signal and a comprehensive control signal determined based on a gain regulating coefficient determined by dynamic simulation so as to ensure the stability in the leveling process and the soft grounding of the aircraft and ensure the wind-disturbance resistance under the extreme weather condition.
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The technical solution and other advantageous effects of the present invention will be made apparent by the following detailed description of the specific embodiments of the present invention with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of steps of a method for controlling a leveling mode of an aircraft according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of an aircraft leveling trajectory according to an embodiment of the present invention.
FIG. 3 is a logic diagram of a leveling mode initiation according to an embodiment of the present invention.
Fig. 4 is a logic device diagram of a method for controlling a roll-up mode of an aircraft according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to fall within the scope of the invention.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
Referring now to fig. 1, fig. 1 is a flowchart illustrating steps of a method for controlling a leveling mode of an aircraft according to an embodiment of the present invention, where the method includes:
step S110: the current estimated vertical velocity is generated based on the current radio altitude and the normal overload variance of the aircraft.
The present vertical velocity is determined from the radio altitudes at different times, and in some embodiments, the present vertical velocity may be obtained by assembling the radio altitudes at different times into a running track of the aircraft, and differentiating the running track to obtain the derivative. After determining the current vertical speed according to the radio altimeter of the aircraft, continuing to correct the current vertical speed according to a normal overload variation, wherein the normal overload variation is determined by an inertial navigation system of the aircraft, and compensating the delay of the current vertical speed signal determined by the radio altimeter according to the acceleration signal directly determined by the accelerometer of the aircraft.
In some embodiments, the step S110 further includes the steps of:
and filtering the radio height through a first filter to obtain a first filtering result.
The first filter is illustratively a time constant T H Differential filter of (2), time constant T H Has two values, namely, the value T when the leveling mode is switched on H1 And the value T is taken when the leveling mode is not on H2 T in general H2 >T H1 The time constant T after the leveling mode is triggered and switched on is larger, and the control sensitivity of the control system to obstacles around the airport is not required to be too high before the airplane flies through the runway entrance H The value of the control system is smaller, so that the control system achieves higher control sensitivity to obstacles around the airport after the airplane flies through the runway entrance.
And filtering the normal overload variable quantity through a second filter to obtain a second filtering result.
The second filter is illustratively a time constant T nz And (3) filtering through a second filter to obtain a second filtering result.
And generating the current estimated vertical speed through addition operation of the first filtering result and the second filtering result.
Illustratively, the acceleration signal obtained by the accelerometer is fed back, and the current estimated vertical velocity is obtained by adding the signal generated by differential filtering of the radio altimeter, so as to ensure that the delay of the vertical velocity signal determined by the radio altimeter can be compensated by the current estimated vertical velocity.
Step S120: a first control signal is generated based on the current predicted vertical velocity and a current target vertical velocity determined from the aircraft roll-up trajectory profile.
Fig. 2 is a schematic diagram of a leveling track of an aircraft according to an embodiment of the present invention, where, as shown in fig. 2, the aircraft first flies along a glidepath track, and after a leveling mode is triggered, the aircraft flies along the leveling track, so that the aircraft enters an automatic landing leveling mode. The automatic landing leveling mode of the aircraft adopts an exponential curve landing track, a calculation program of the leveling track is started from the triggering moment of the leveling mode, the downward sliding instruction vertical speed of the aircraft at each moment from the initial starting of the leveling is proportional to the current height, a leveling track curve schematic diagram is obtained according to the relation so as to show the landing track of the aircraft, and the curve of the flight time and the flight displacement of the aircraft is obtained according to the leveling track curve, so that the vertical speed at a certain moment of movement can be determined according to the curve determined by the flight time and the flight displacement and the relation of the movement moment and the displacement, namely the current target vertical speed of the aircraft.
In some embodiments, the generating the first control signal based on the current estimated vertical velocity and the current target vertical velocity determined from the aircraft roll-up trajectory profile includes the steps of:
according toDetermining a current target vertical velocity, wherein +.>For the current target vertical velocity H RA_LG For the current radio altitude, i.e. the altitude from the lowest point of the aircraft landing gear to the runway plane, H AS To level the track asymptote below the height of the runway plane, T is the total time from the start of the leveling to the grounding process.
For example, please refer to an aircraft leveling trajectory graph, H according to an aircraft leveling trajectory graph RA-LG Is the height from the lowest point of the landing gear to the runway plane, and H can be obtained according to the radio height and geometric data of the appearance of the aircraft RA_LG ；H AS The height of the asymptote of the leveling track is lower than the plane of the runway; assuming that the target vertical velocity at a given ground moment of the aircraft is V ztdgiv Height H of asymptote AS ＝-T·V ztdgiv Thus, H can be obtained AS And (3) after the value of the current target vertical speed is brought into the calculation formula, and the current target vertical speed is obtained.
A second difference is determined based on a difference between the current predicted vertical velocity and the current target vertical velocity.
Illustratively, a difference between the current predicted vertical velocity and the current target vertical velocity is calculated, and the difference is taken as a second difference.
And determining a first control signal according to the second difference value.
Illustratively, the current predicted vertical velocity is noted asNote that the current target vertical velocity is +.>The target vertical acceleration increment is inversely related to the second difference and is recorded as deltaa zgiv Then->Recording the acceleration change as deltaa determined directly from the accelerometer of the aircraft z Then delta a based on the target vertical acceleration zgiv And the acceleration variation Δa directly determined by the accelerometer of the aircraft z And determining a third difference value, and determining the first control signal according to the third difference value. In some embodiments, the third difference may be directly used as the first control signal. Introducing an acceleration variation Δa determined directly from the accelerometer of the aircraft z As a variable of the first control signal, turbulence effects can be reduced to improve dynamic accuracy.
Step S130: a pitch control target of the aircraft is determined, and a pitch control instruction is generated based on the pitch control target.
Illustratively, the pitch control instructions generated based on the pitch control target are subject to smooth changes within a range not greater than the pitch control target to ensure smoothness of the pitch angle changes.
In some embodiments, the determining a pitch control target for the aircraft and generating pitch control instructions based on the pitch control target comprises the steps of:
and acquiring the maximum leveling starting height, and determining a pitching control gain coefficient according to the maximum leveling starting height and the current radio height of the aircraft.
The maximum leveling start height is the height of the aircraft triggered and entering a leveling mode, a pitching control target is determined through the landing reference speed of the aircraft and the current gravity center position of the aircraft, and the grounding vertical speed and the longitudinal distance of a grounding point can be adjusted by correcting the pitching control target, so that the stable change of the pitch angle is ensured.
A pitch control command is determined based on the pitch control gain coefficient and the pitch control target.
Illustratively, the pitch control command may be determined as a product of a pitch control gain coefficient and the pitch control target.
In some embodiments, the determining a pitch control gain factor based on the maximum roll-off starting altitude and the current radio altitude of the aircraft comprises the steps of:
the current radio altitude of the aircraft is denoted as H RA-LG The maximum leveling start height is recorded as H FLmax Determining the pitch control gain coefficient as
Illustratively, the pitch control gain factor isAnd ensuring the stable change of the reference pitch angle, and starting from the maximum leveling height, controlling the target attitude angle, namely the pitch control target, when the pitch angle is transited from 0 to the ground by the pitch program.
Step S140: and determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach speed of the aircraft.
By way of example, the current track speed of the aircraft obtained from the inertial navigation system, by reading the approach speed, the difference between the two can be used as an indication of the deviation of the current track speed and the approach speed given by the pilot from the control console of the automatic control system, so as to correct the pitch angle under the action of air disturbance.
In some embodiments, the determining the pitch control correction under the air disturbance based on the current track speed and the approach speed of the aircraft includes the steps of:
a first difference is determined based on a difference between the current track speed of the aircraft and the approach expression.
For example, the difference between the current track speed and the approach speed that the pilot has given from the automatic control system console may be determined as the first difference.
And determining the pitching control correction amount under the air disturbance according to the first difference value.
Illustratively, the pitch control correction amount under the air-disturbance is generated using the first difference value as a variable.
In some embodiments, said determining said pitch control correction under air-disturbance based on said first difference comprises the steps of:
and determining a pitch control correction coefficient based on a mathematical simulation result under wind interference.
Illustratively, the pitch control correction factor is adjusted based on simulation and flight tests to ensure that the pitch angle meets the pitch control target limit of the ground vertical velocity requirement under wind interference.
And determining estimated pitch control correction according to the first difference and the pitch control correction coefficient.
Illustratively, the estimated pitch control correction is related to a product between the pitch control correction coefficient and the first difference, the estimated pitch control correction being an air-disturbed pitch correction.
And judging whether the estimated pitching control correction quantity is smaller than a preset amplitude limiting parameter or not.
The maximum value of the pitch control correction amount is defined, for example, by setting a preset amplitude limiting parameter such that the correction amount related to the air disturbance has a certain amplitude limit.
And when the estimated pitching control correction amount is smaller than a preset amplitude limiting parameter, taking the estimated pitching control correction amount as the pitching control correction amount.
By way of example, using an estimated pitch control correction amount that is less than a preset amplitude limiting parameter as the pitch control correction amount ensures that the pitch control correction amount meets the amplitude condition so that the aircraft is more capable of adapting to changes in extreme weather conditions.
In some embodiments, when the estimated pitch control correction amount is determined to be greater than a preset amplitude limiting parameter, the preset amplitude limiting parameter is used as the pitch control correction amount.
Illustratively, the estimated pitch control correction amount larger than the preset amplitude limiting parameter is removed, and the preset amplitude limiting parameter is used as the pitch control correction amount at the same time, so that the pitch control correction amount meets the amplitude condition, and the aircraft can adapt to the change of the extreme weather condition more.
Step S150: and generating a second control signal according to the pitch control instruction and the pitch control correction amount.
Illustratively, the pitch control command ensures a smooth variation of the reference pitch angle, starting from a maximum roll height, the pitch program controls the target attitude angle at which the pitch angle transitions from 0 to ground, i.e. the pitch control target, while the pitch control correction is a pitch correction under the influence of air disturbance, whereby in some embodiments the second control signal may be arranged to be positively correlated with the pitch control command and the pitch control correction, respectively, by a preset scaling factor.
In some embodiments, the generating the second control signal according to the pitch control command and the pitch control correction amount includes:
a first addition value is determined based on a sum of the pitch control command and the pitch control correction amount.
The sum of the pitch control command and the pitch control correction amount is set as the first addition value, and the first addition value may be set to be positive with respect to the sum of the pitch control command and the pitch control correction amount, which is not limited in the present invention.
And determining a second control signal according to the first addition value.
The result of the first addition value may be set as the second control signal, or the second control signal may be set as a result of being directly related to the first addition value, which is not limited in the present invention.
Step S160: a gain adjustment factor is determined based on the dynamic simulation, and an integrated control signal is generated based on the sum of the first control signal and the second control signal and the gain adjustment factor.
Illustratively, the pull-down dynamics is greatly improved based on the combination of the first control signal and the second control signal. The control law of the elevator channel in this control mode is composed of two parts, the first part is a closed-loop regulating circuit determined by the first control signal, and the second part is an open-loop regulating circuit determined by the second control signal. The closed loop control circuit is used to modify the approach trajectory and give the aircraft a given vertical velocity at landing to ensure that the aircraft is grounded softly, without exceeding structural limit loads. The open loop control circuit ensures that the aircraft flies according to the planned path.
In some embodiments, the determining the time constant T in the target vertical velocity based on the aircraft roll-up trajectory profile includes the steps of:
determining a roll-off trajectory asymptote based on the aircraft roll-off trajectory curveDeriving the asymptote of the leveled track to obtain +.>
T is the time constant of the target vertical velocity, wherein H (0) is the initial height of the leveling relative to the asymptote of the leveling trajectory, H fl(0) For initial leveling of the altitude of the aircraft relative to the runway plane, V Zfl(0) For the vertical velocity latched by the flight control computer when the leveling mode is on, vztdgiv is the target vertical velocity at the time of ground contact, which is determined by the flight quality requirements and the aircraft limit load. The given leveling trajectory ends at the moment the main landing gear tire contacts the runway surface.
The initial leveling time is, for example, a leveling altitude of the aircraft relative to the runway surface, which is determined by a signal command for entering an automatic leveling mode, which is derived from a decision logic activated by the automatic leveling mode, after which the aircraft lands on a planned track path and a speed command.
Fig. 3 is a logic diagram of a start of a leveling mode according to an embodiment of the present invention, as shown in fig. 3, in some embodiments, the determination logic of the start of the leveling mode is: 1. the initial leveling height is greater than the landing gear landing height, wherein the initial leveling height Hfl (0) = -KVz × (initial leveling time vertical speed-given ground time target vertical speed); 2. the initial leveling height is more than 10m and less than 16m; the parameter KVz =t, T is a constant value of time, and generally takes 4-6 s, so the flight control computer decides the leveling time by monitoring the vertical speed and the vertical speed of the aircraft at the current moment in real time, and stores the leveling height and the vertical speed at the moment, wherein the leveling time height is the leveling initial height.
Step S170: and providing a flight command for accurately tracking the current flight path of the aircraft and the aircraft leveling trajectory curve based on the integrated control signal.
The integrated control signal is directly used as an input signal to input and control the flight control computer to provide a flight command for accurately tracking the current flight path of the aircraft and the curve of the flattened trajectory of the aircraft.
FIG. 4 is a logic device diagram of a method for controlling a roll-up mode of an aircraft according to an embodiment of the invention, wherein landing gear ground clearance H is obtained by data correction based on the current radio altitude of the aircraft RA-LG Filtering by a differential filter, obtaining the normal overload variation of the aircraft body according to an inertial navigation system, multiplying the normal overload variation by the gravitational acceleration, and filtering by a low-pass filter. Differential filtering is carried out on the landing gear ground clearance height, and low-pass filtering is carried out on the vertical acceleration of the combined inertial navigation system to generate the current estimated vertical speed; calculating the current target vertical speed through an exponential flattening track function, wherein the difference between the current target vertical speed and the current target vertical speed is the target vertical acceleration increment; the difference between the vertical acceleration variation monitored in real time by the inertial navigation system, namely the acceleration variation directly determined by the accelerometer of the aircraft, and the target vertical acceleration increment is the control signal of the closed-loop control circuit; the pitching gesture is programmed through open loop control, so that the aircraft flies according to a planned path, the deviation of the approach track speed and the approach table speed of the aircraft is corrected, and the robustness of open loop control on air disturbance is enhanced. The sum of the open loop control signal and the closed loop control signal is multiplied by a gain adjustment factor to obtainAccording to the control instruction in the dynamic leveling mode, the current estimated vertical speed signal is comprehensively generated by two different sensors, the influence of the normal overload variable quantity of the aircraft on the current estimated vertical speed is considered, the delay of the vertical speed signal obtained through a radio altimeter can be compensated, the influence on the leveling mode under the air-disturbance condition is accurately regulated and controlled by setting a pitching control correction quantity, and the accurate control on the leveling track can be ensured by the first control signal, the second control signal and the comprehensive control signal determined based on the gain coefficient determined by dynamic simulation, so that the stability in the leveling process and the soft grounding of the aircraft are ensured, and the wind-disturbance resistance under the extreme weather condition is ensured.
In another embodiment of the present invention, a roll-up mode control system for an aircraft is provided, comprising: the estimated vertical speed generation module is used for generating a current estimated vertical speed based on the current radio altitude and the normal overload variation of the aircraft; the first control signal generation module is used for generating a first control signal based on the current estimated vertical speed and the current target vertical speed determined according to the aircraft leveling track curve; the pitching control instruction generation module is used for determining a pitching control target of the aircraft and generating a pitching control instruction based on the pitching control target; the pitching control correction quantity determining module is used for determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach surface speed of the aircraft; the second control signal generation module is used for generating a second control signal according to the pitching control instruction and the pitching control correction quantity; the integrated control signal generation module is used for determining a gain adjustment coefficient based on dynamic simulation, generating an integrated control signal based on the sum of the first control signal and the second control signal and the gain adjustment coefficient, and the flight command providing module is used for providing a flight command for realizing accurate tracking of the current aircraft flight path and the aircraft leveling track curve based on the integrated control signal.
According to another aspect of the invention there is provided a storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform a method of controlling a roll-up mode of an aircraft as any one of the above.
According to another aspect of the invention there is provided a terminal device comprising a processor and a memory, the processor being electrically connected to the memory, the memory being for storing instructions and data, the processor being for performing the steps of the method for controlling the roll-up mode of any aircraft as described above.
In the first control signal, the current estimated vertical speed is generated through the current radio altitude and the normal overload variable quantity of the aircraft; the method comprises the steps of determining the current estimated vertical speed based on the current estimated vertical speed and according to the normal overload variable quantity of the aircraft, wherein a current estimated vertical speed signal is comprehensively generated by two different sensors, considering the influence of the normal overload variable quantity of the aircraft on the current estimated vertical speed, compensating the delay of a vertical speed signal obtained through a radio altimeter, accurately regulating and controlling the influence on a leveling mode under the air disturbance condition by setting a pitching control correction quantity, and realizing accurate control on a leveling track by a first control signal, a second control signal and an integrated control signal determined based on a gain regulating coefficient determined by dynamic simulation so as to ensure the stability in the leveling process and the soft grounding of the aircraft and ensure the wind disturbance resistance under the extreme meteorological condition.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
In summary, although the present invention has been described in terms of the preferred embodiments, the preferred embodiments are not limited to the above embodiments, and various modifications and changes can be made by one skilled in the art without departing from the spirit and scope of the invention, and the scope of the invention is defined by the appended claims.
Claims (12)
1. A method of controlling a roll-up mode of an aircraft, the method comprising:
generating a current estimated vertical velocity based on the current radio altitude and a normal overload variance of the aircraft;
generating a first control signal based on the current estimated vertical speed and a current target vertical speed determined according to an aircraft leveling trajectory curve;
determining a pitch control target of the aircraft, and generating a pitch control instruction based on the pitch control target;
determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach speed of the aircraft;
generating a second control signal according to the pitch control command and the pitch control correction;
determining a gain adjustment coefficient based on dynamic simulation, and generating an integrated control signal based on the sum of the first control signal and the second control signal and the gain adjustment coefficient;
and providing a flight command for realizing accurate tracking of the current aircraft flight path and the aircraft leveling track curve based on the comprehensive control signals.
2. The method of claim 1, wherein determining a pitch control correction under air disturbance based on a current track speed and an approach gauge speed of the aircraft comprises:
determining a first difference based on a difference between a current track speed and an approach table speed of the aircraft;
and determining the pitching control correction amount under the air disturbance according to the first difference value.
3. The method of claim 2, wherein determining the pitch control correction under air-disturbance based on the first difference comprises:
determining a pitching control correction coefficient based on a mathematical simulation result under wind interference;
determining an estimated pitch control correction according to the first difference and the pitch control correction coefficient;
judging whether the estimated pitching control correction exceeds a preset amplitude limiting parameter or not;
when the estimated pitching control correction amount does not exceed the preset amplitude limiting parameter, taking the estimated pitching control correction amount as the pitching control correction amount; and when the estimated pitching control correction quantity is judged to exceed the preset amplitude limiting parameter, taking the amplitude limiting parameter as the pitching control correction quantity.
4. The method of claim 1, wherein generating the second control signal based on the pitch control command and the pitch control correction amount comprises:
determining a first addition value based on a sum of the pitch control command and the pitch control correction;
and determining a second control signal according to the first addition value.
5. The method of claim 1, wherein determining a pitch control target for the aircraft and generating pitch control instructions based on the pitch control target comprises:
the pitching control target of the aircraft is adjusted according to the approach landing speed and the gravity center position of the aircraft;
obtaining the maximum leveling starting height;
determining a pitch control gain factor based on the maximum roll-off starting altitude and the current radio altitude of the aircraft;
a pitch control command is determined based on the pitch control gain coefficient and the pitch control target.
6. The method of claim 5, wherein determining a pitch control gain factor based on the maximum roll-off start altitude and the current radio altitude of the aircraft comprises:
the current radio altitude of the aircraft is denoted as H RA -LG, the maximum leveling off start height being denoted H FLmax Determining the pitch control gain coefficient as
7. The method of claim 1, wherein generating the current estimated vertical velocity based on the current radio altitude and the normal overload variance of the aircraft comprises:
filtering the radio height through a first filter to obtain a first filtering result;
filtering the normal overload variable quantity through a second filter to obtain a second filtering result;
and generating the current estimated vertical speed by passing the first filtering result and the second filtering result through a preset first-order inertia link.
8. The method of claim 1, wherein generating the first control signal based on the current predicted vertical velocity and the current target vertical velocity determined from the aircraft leveling trajectory curve comprises:
the current target vertical speed can be determined to be the following according to the exponential flattening track curveWherein->For the current target vertical velocity H RA_LG For the height of the lowest point of the aircraft landing gear to the runway plane, H AS For the height of the leveling track asymptote lower than the runway plane, T is the time constant of the target vertical speed, and represents the total time from the initial leveling to the grounding process;
determining a target vertical velocity based on the time constant T;
determining a second difference based on a difference between the current predicted vertical velocity and the current target vertical velocity;
and determining a first control signal according to the second difference value.
9. The method of claim 8, wherein determining the time constant T in the target vertical velocity based on the aircraft leveling trajectory curve comprises:
determining a roll-off trajectory asymptote based on the aircraft roll-off trajectory curve
Deriving the asymptote of the flattening track
T is the time constant of the target vertical velocity, wherein H (0) is the initial height of the leveling relative to the asymptote of the leveling trajectory, H fl(0) For initial leveling of the altitude of the aircraft relative to the runway plane, V Zfl(0) For the vertical speed latched by the flight control computer when the leveling mode is on, vztdgiv is the target vertical speed at the ground contact time, which is determined by the flight quality requirements and the aircraft limit load, the given leveling trajectory ending at the time when the main landing gear tire contacts the runway surface.
10. A roll-up mode control system for an aircraft, comprising:
the estimated vertical speed generation module is used for generating a current estimated vertical speed based on the current radio altitude and the normal overload variation of the aircraft;
the first control signal generation module is used for generating a first control signal based on the current estimated vertical speed and the current target vertical speed determined according to the aircraft leveling track curve;
the pitching control instruction generation module is used for determining a pitching control target of the aircraft and generating a pitching control instruction based on the pitching control target;
the pitching control correction quantity determining module is used for determining a pitching control correction quantity under the air disturbance effect based on the current track speed and the approach surface speed of the aircraft;
the second control signal generation module is used for generating a second control signal according to the pitching control instruction and the pitching control correction quantity;
an integrated control signal generation module for determining a gain adjustment factor based on the dynamic simulation, generating an integrated control signal based on a sum of the first control signal and the second control signal and the gain adjustment factor,
and the flight command providing module is used for providing a flight command for realizing accurate tracking of the current aircraft flight path and the aircraft leveling track curve based on the comprehensive control signals.
11. A storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform the method of controlling the roll-up mode of an aircraft according to any one of claims 1 to 9.
12. A terminal device comprising a processor and a memory, the processor being electrically connected to the memory, the memory being for storing instructions and data, the processor being for performing the steps of the method for controlling the roll-up mode of an aircraft according to any one of claims 1 to 9.
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|---|---|---|---|
| CN202310531932.8A CN116661471A (en) | 2023-05-11 | 2023-05-11 | Method, system, storage medium and terminal equipment for controlling leveling mode of aircraft |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310531932.8A CN116661471A (en) | 2023-05-11 | 2023-05-11 | Method, system, storage medium and terminal equipment for controlling leveling mode of aircraft |
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| CN202310531932.8A Pending CN116661471A (en) | 2023-05-11 | 2023-05-11 | Method, system, storage medium and terminal equipment for controlling leveling mode of aircraft |
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