CN112051860B - Method for stabilizing idle-slip forced landing dynamic idle-slip ratio - Google Patents
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Abstract
The invention belongs to the technical field of aviation, and particularly relates to a method for stabilizing a dynamic idle-slip ratio of idle-slip forced landing. Setting an initial idle-slip ratio reference value, and setting the idle-slip ratio reference value in an off-line manner according to the configuration of the airplane to serve as a basis for planning a primary return trajectory; the rough identification technology of the idle-slip ratio eliminates the influence of a roll angle on the idle-slip ratio by stabilizing the surface speed of the airplane in a reasonable interval, and obtains a corrected idle-slip ratio reference value by calculating and averaging in a short time through accumulation; the air-slip ratio on-line learning and correcting technology is characterized in that an aileron speed reduction plate is matched according to the trend of an airplane in an energy corridor, and the air-slip ratio reference value is corrected and stabilized in a small step and fine adjustment mode. The simulation calculation, the virtual flight and the on-board loop test prove that the method can ensure that the aircraft can realize the accurate control of energy by stabilizing the aircraft idle-skid ratio through real-time online identification and correction under the condition that the initial energy is sufficient, greatly increase the success rate of idle-skid return, and have important military and social benefits.
Description
Technical Field
The invention belongs to the technical field of aviation, and particularly relates to a method for stabilizing a dynamic idle-slip ratio of idle-slip forced landing.
Background
The engine in-air parking is the most serious fault of the airplane, and the flight safety is seriously influenced. When designing the idle-sliding forced landing procedure, for the condition of sufficient initial energy, reasonable flight trajectory planning is needed, and the airplane is controlled to return to a designated airport and land.
However, the offline airborne sliding forced landing procedure can only preset the airborne sliding reference condition of the aircraft, but the actual airborne sliding of the aircraft is wider than the walking range due to the existence of interference factors of the aircraft and the outside, such as external hanging configuration, weight center of gravity, state information, external environment and the like, and even deviates far from the airborne sliding reference value. Therefore, an online air-to-skid ratio identification and adjustment technology is needed to ensure that the aircraft can return to the field according to a set strategy to the maximum extent.
Disclosure of Invention
An air-slide ratio on-line identification, correction and stabilization technology is designed, and accurate control of airplane energy in the air-slide forced landing process is achieved.
The technical scheme of the invention is as follows:
1) setting an initial idle-slip ratio reference value, and setting the idle-slip ratio reference value in an off-line manner according to the configuration of the airplane to serve as a basis for planning a primary return trajectory;
2) the rough identification technology of the idle-slip ratio eliminates the influence of a roll angle on the idle-slip ratio by stabilizing the surface speed of the airplane in a reasonable interval, and obtains a corrected idle-slip ratio reference value by calculating and averaging in a short time through accumulation;
3) the air-slip ratio on-line learning and correcting technology is characterized in that an aileron speed reduction plate is matched according to the trend of an airplane in an energy corridor, and the air-slip ratio reference value is corrected and stabilized in a small step and fine adjustment mode.
Technical scheme
A method for stabilizing the idle-slip forced landing dynamic idle-slip ratio comprises the following steps;
1. initial reference value setting
The initial reference value is preset off line mainly through simulation calculation, and the steps are as follows:
1) calculating the surface speed corresponding to the maximum lift-drag ratio attack angle according to the aerodynamic characteristics of each configuration of the airplane;
2) when the airplane stably slides down at the surface speed after the vacuum imitation is stopped, the air-slide ratio corresponding to each configuration is obtained;
3) the calculated air-fuel ratio is subtracted by 20% and used as a reference value ratio0, so that the actual air-fuel ratio of the airplane can reach and exceed the value.
2. Reference value rough identification technology
In the air-slip ratio calculation, the influence of the roll angle needs to be eliminated,
the coarse adjustment mechanism calculation steps are as follows:
1) calculating a real air-to-skid ratio Gratio of the airplane body;
2) filtering noise influence, and filtering an air-to-slip ratio;
3) filtering the roll angle, and synchronizing the phases of the roll angle after filtering and the air-slip ratio after filtering;
4) after the roll factors are filtered, the air-slip ratio of the airplane is Gratio/cos (Ftphi) which is the filtered roll angle, and Kpih is the calculated gain;
5) and taking the average value of the idle-slip ratio 1 minute after the table speed is stabilized, if the difference between the average value and the reference value exceeds 1, subtracting 0.5 from the average value to be used as a new reference value ratio0, and performing path re-planning.
3. Air-slip ratio online learning correction technology
The specific calculation steps are as follows:
1) designing an energy corridor according to the idle-slip ratio reference value, wherein the lower limit of the corridor corresponds to the reference value Gratio0, the planned return path corresponds to Gratio0-0.3, the upper limit of the corridor corresponds to the idle-slip ratio Gratio0-Esb corresponding to the deceleration plate under the current reference value, and Esb is the idle-slip ratio loss caused by the deceleration plate;
2) calculating the service condition of the speed reduction plate and a reference value correction strategy according to the state and the variation trend of the residual energy of the airplane in the corridor, wherein the residual path is LenLeft, and the residual energy is ErgLeft:
a) if LenLeft/ErgLeft < (Gratio0+3 (Gratio0-Esb))/4 indicates that the airplane has more energy left, opening the speed reducing plate;
b) if LenLeft/ErgLeft < Gratio0-Esb indicates that the energy of the airplane is too high under the condition of opening the speed reducing plate, increasing the reference value by Esb/3 and re-planning the path;
c) if LenLeft/ErgLeft > (3X ratio0+ (ratio 0-Esb))/4 indicates that the energy consumption is accelerated after the airplane opens the speed reducing plate, and the speed reducing plate is closed at the moment;
d) if LenLeft/ErgLeft > Gratio0 shows that the aircraft energy is too low under the condition of closing the speed reducing plate, reducing the reference value by Esb/8 and performing path re-planning.
Further, step 1), selecting an attack angle corresponding to the minimum lift-drag ratio within a range of +/-1 degrees of the actual maximum lift-drag ratio attack angle from the maximum lift-drag ratio attack angle.
Further, in step 2, 1), the air-slip ratio Gratio of the airplane is calculated by adopting a vacuum speed/sinking rate.
Further, in the step 2, 3), the gain Kpthi is calculated, the roll angle amplitude deviation caused by the supplementary filtering is considered, the characteristics of the airplane body and the condition of simulation calculation are considered, and therefore the air-slip ratio of the airplane body can be reflected more truly.
Further, in step 2, 5), considering the difference between the average value and the reference value, the size of the air-slip ratio of the aircraft body, the spreading condition and the gauge speed influencing factors need to be combined.
Further, in step 3, 1), if the airplane does not have a speed reduction plate or the speed reduction plate cannot work normally after the airplane stops in the air, control surfaces such as flaps/canard/elevators can be used as virtual speed reduction plates to participate in energy control.
Further, in step 3, 1), the Esb calculation method includes that in the aircraft stable state, the aircraft idle-skid ratio in the state without the deceleration plate-the corresponding idle-skid ratio in the state with the deceleration plate, and simultaneously, Esb values in the case of flat flight and 45-degree roll are respectively calculated, and the two values are averaged to obtain the final Esb value.
Further, in step 3), opening and closing of the speed reducing plate a) and c) need to be improved as much as possible on the premise of not influencing the normal control of the airplane.
Technical effects
The technology is already used on a certain airplane, and the method can ensure that the airplane can realize accurate control of energy by real-time online identification and correction to further stabilize the air-slip ratio of the airplane under the condition of sufficient initial energy through simulation calculation, virtual flight and on-airplane on-loop tests, thereby greatly increasing the success rate of air-slip return and having important military and social benefits.
Drawings
FIG. 1 is a schematic diagram of a synchronous roll angle versus slip ratio phase;
fig. 2 is a schematic diagram of the use of energy corridors and speed reducers.
Detailed Description
The invention will be further described with reference to the following drawings (as shown in fig. 1):
the method for stabilizing the dynamic idle-slip ratio of the idle-slip forced landing comprises the following steps;
1. initial reference value setting
The initial reference value is preset off line mainly through simulation calculation, and the steps are as follows:
1) calculating the surface speed corresponding to the maximum lift-drag ratio attack angle according to the aerodynamic characteristics of each configuration of the airplane;
2) when the airplane stably slides down at the surface speed after the vacuum imitation is stopped, the air-slide ratio corresponding to each configuration is obtained;
3) the calculated air-fuel ratio is subtracted by 20% and used as a reference value ratio0, so that the actual air-fuel ratio of the airplane can reach and exceed the value.
2. Reference value rough identification technology
The purpose of coarse adjustment is to enable the aircraft to quickly obtain an approximate value of the true air-to-slip ratio, correct the reference value and prevent the initial reference value and the actual condition from deviating greatly so as to influence the energy control of the aircraft. In addition, because the lift force of the aircraft changes significantly during the rolling process and has a great influence on the air-slip ratio, the influence of the rolling angle needs to be eliminated during the calculation of the air-slip ratio.
The coarse adjustment mechanism calculation steps are as follows:
1) calculating a real air-to-skid ratio Gratio of the airplane body;
2) filtering noise influence, and filtering an air-to-slip ratio (the bandwidth of a filter is 10.0 rad/s);
3) the roll angle is filtered and the phases of the filtered roll angle and the filtered air-to-slip ratio are synchronized (filter bandwidth 1.0rad/s, depending on different aircraft characteristics), as shown in FIG. 1;
4) after the roll factors are filtered, the air-slip ratio of the airplane is Gratio/cos (Ftphi) which is the filtered roll angle, and Kpih is the calculated gain;
5) and taking the average value of the idle-slip ratio 1 minute after the table speed is stabilized, if the difference between the average value and the reference value exceeds 1, subtracting 0.5 from the average value to be used as a new reference value ratio0, and performing path re-planning.
3. Air-slip ratio online learning correction technology
On the basis of roughly identifying the air-slip ratio, the technology further finely corrects and stabilizes a reference value so as to realize accurate control of energy, and the specific calculation steps are as follows:
1) designing an energy corridor according to the idle-slip ratio reference value (a schematic diagram is shown in fig. 2), wherein the lower limit of the corridor corresponds to the reference value Gratio0, the planned return field path corresponds to Gratio0-0.3, the upper limit of the corridor corresponds to the idle-slip ratio Gratio0-Esb after the speed reduction plate is opened under the current reference value, and Esb is idle-slip ratio loss caused by the speed reduction plate;
2) calculating the service condition of the speed reduction plate and a reference value correction strategy according to the state and the variation trend of the residual energy of the airplane in the corridor, wherein the residual path is LenLeft, and the residual energy is ErgLeft:
a) if LenLeft/ErgLeft < (Gratio0+3 (Gratio0-Esb))/4 indicates that the airplane has more energy left, opening the speed reducing plate;
b) if LenLeft/ErgLeft < Gratio0-Esb indicates that the energy of the airplane is too high under the condition of opening the speed reducing plate, increasing the reference value by Esb/3 and re-planning the path;
c) if LenLeft/ErgLeft > (3X ratio0+ (ratio 0-Esb))/4 indicates that the energy consumption is accelerated after the airplane opens the speed reducing plate, and the speed reducing plate is closed at the moment;
d) if LenLeft/ErgLeft > Gratio0 shows that the aircraft energy is too low under the condition of closing the speed reducing plate, reducing the reference value by Esb/8 and performing path re-planning.
Further, in step 1), the maximum lift-drag ratio attack angle may be an attack angle corresponding to the minimum lift-drag ratio within a range of ± 1 ° of the actual maximum lift-drag ratio attack angle, for example, the pneumatic data of the airplane indicates that the maximum lift-drag ratio attack angle is 7 °, and then the attack angle corresponding to the minimum lift-drag ratio may be calculated within a range of 7 ° ± 1 ° (i.e., [6 °, 8 ° ]), thereby ensuring that the airplane is easier to reach and maintain the return field in the state during the actual flight;
further, step 2, 1) of calculating the aircraft idle-skid ratio gradient adopts a vacuum speed/sinking rate, so that the influence of the external environment can be removed, and the real body idle-skid ratio of the aircraft can be obtained
Further, in step 2, 3), selecting a calculation gain Kphi, wherein on one hand, the roll angle amplitude deviation caused by supplementary filtering needs to be considered, and on the other hand, the characteristics of the aircraft body and the conditions of simulation calculation need to be considered, so that the aircraft body idle-slip ratio can be reflected more truly;
further, in step 2, 5), considering the difference between the average value and the reference value, by combining the size of the air-slip ratio of the aircraft body, the spreading condition, the meter speed influence, and the like, for example, for an aircraft with a small air-slip ratio and a speed that is easy to control and maintain, the air-slip ratio is approximately distributed in the range of [4, 9], and then the threshold value may be 1. The threshold value is selected, so that the problem of 'virtual high' of the air-slip ratio caused by unstable rolling or speed control can be solved;
further, in step 3, 1), if the airplane does not have a speed reduction plate or the speed reduction plate cannot work normally after the airplane stops in the air, control surfaces such as flaps/canard wings/elevators can be used as virtual speed reduction plates to participate in energy control, so that the defect of lack of the speed reduction plate is overcome;
further, in step 3, 1), the Esb calculation method includes that in the aircraft stable state, the aircraft idle-skid ratio in the state without the deceleration plate-the corresponding idle-skid ratio in the state with the deceleration plate, and simultaneously, Esb values in the case of flat flight and 45-degree roll are respectively calculated, and the two values are averaged to obtain the final Esb value. Thereby more fully and reasonably describing the upper limit of the energy corridor.
Further, in step 3), opening and closing of the speed reducing plate in step 2), the opening/closing rate needs to be increased as much as possible on the premise of not influencing the normal control of the airplane, so that the speed reducing plate can enter/exit the energy control as soon as possible, and the robustness of correcting the reference value is increased.
Claims (8)
1. A method for stabilizing the idle-slip forced landing dynamic idle-slip ratio is characterized by comprising the following steps;
step 1, setting an initial reference value
The initial reference value is preset off line mainly through simulation calculation, and the steps are as follows:
1) calculating the surface speed corresponding to the maximum lift-drag ratio attack angle according to the aerodynamic characteristics of each configuration of the airplane;
2) when the airplane stably slides down at the surface speed after the vacuum imitation is stopped, the air-slide ratio corresponding to each configuration is obtained;
3) deducting 20% of the calculated air-to-slip ratio and using the subtracted air-to-slip ratio as a reference value ratio0 so that the actual air-to-slip ratio of the airplane can reach and exceed the reference value;
step 2, coarse reference value identification technology
During the calculation of the air-slip ratio, the influence of the roll angle needs to be eliminated, and the calculation steps of the coarse adjustment mechanism are as follows:
1) calculating a real air-to-skid ratio Gratio of the airplane body;
2) filtering noise influence, and filtering an air-to-slip ratio;
3) filtering the roll angle, and synchronizing the phases of the roll angle after filtering and the air-slip ratio after filtering;
4) after the roll factors are filtered, the air-slip ratio of the airplane is Gratio/cos (Ftphi) which is the filtered roll angle, and Kpih is the calculated gain;
5) taking an average value of the idle-slip ratio 1 minute after the table speed is stable, if the difference between the average value and the reference value exceeds 1, subtracting 0.5 from the average value to be used as a new reference value ratio0, and performing path re-planning;
step 3, correcting technology for air-to-slip ratio online learning
The specific calculation steps are as follows:
1) designing an energy corridor according to the idle-slip ratio reference value, wherein the lower limit of the corridor corresponds to the reference value Gratio0, the planned return path corresponds to Gratio0-0.3, the upper limit of the corridor corresponds to the idle-slip ratio Gratio0-Esb corresponding to the deceleration plate under the current reference value, and Esb is the idle-slip ratio loss caused by the deceleration plate;
2) calculating the service condition of the speed reduction plate and a reference value correction strategy according to the state and the variation trend of the residual energy of the airplane in the corridor, wherein the residual path is LenLeft, and the residual energy is ErgLeft:
a) if LenLeft/ErgLeft < (Gratio0+3 (Gratio0-Esb))/4 indicates that the airplane has more energy left, opening the speed reducing plate;
b) if LenLeft/ErgLeft < Gratio0-Esb indicates that the energy of the airplane is too high under the condition of opening the speed reducing plate, increasing the reference value by Esb/3 and re-planning the path;
c) if LenLeft/ErgLeft > (3X ratio0+ (ratio 0-Esb))/4 indicates that the energy consumption is accelerated after the airplane opens the speed reducing plate, and the speed reducing plate is closed at the moment;
d) if LenLeft/ErgLeft > Gratio0 shows that the aircraft energy is too low under the condition of closing the speed reducing plate, reducing the reference value by Esb/8 and performing path re-planning.
2. The method as claimed in claim 1, wherein 1) in step 1), the maximum lift-drag ratio attack angle is selected as the attack angle corresponding to the minimum lift-drag ratio within a range of ± 1 ° of the actual maximum lift-drag ratio attack angle.
3. The method for stabilizing the idle-slip forced landing dynamic idle-slip ratio as claimed in claim 1, wherein 1) in step 2), the aircraft idle-slip ratio gradient is calculated by using a vacuum speed/sink rate.
4. The method as claimed in claim 1, wherein 3) in step 2), the gain Kphi is selected, and the roll angle amplitude deviation caused by the supplementary filtering should be considered, and the aircraft body characteristics and the simulation calculation conditions are taken into consideration, so as to reflect the aircraft body idle-slip ratio more truly.
5. The method as claimed in claim 1, wherein in step 2), the difference between the average value and the reference value is considered in combination with the air-slip ratio of the aircraft body, the dispersion condition, and the gauge speed influencing factors.
6. The method for stabilizing the dynamic skyward ratio of skyward-forced landing according to claim 1, wherein 1) in step 3), if the airplane has no speed reduction plate or the speed reduction plate can not work normally after the skyward stops, the flap/canard/elevator is used as a virtual speed reduction plate to participate in energy control.
7. The method as claimed in claim 1, wherein 1) Esb comprises the steps of calculating the aircraft idle-slip ratio value without the deceleration plate-corresponding idle-slip ratio value with the deceleration plate in the steady state of the aircraft, calculating Esb values under the conditions of level flight and 45 ° roll respectively, and averaging the values to obtain the final Esb value.
8. The method for stabilizing the dynamic airborne ratio of an airborne emergency landing according to claim 1, wherein in step 3) a), c) the opening and closing of the speed-reducing plate in step 2) is performed by increasing the opening/closing rate as much as possible without affecting the normal control of the aircraft.
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