CN112799417B - Method for correcting angle-of-attack signal in large sideslip state - Google Patents
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Abstract
The invention belongs to the technical field of design of an airplane flight control system, improves the usability of an angle of attack signal in a large sideslip state, and provides a method for correcting the angle of attack signal in the large sideslip state, which comprises the following steps: estimating a sideslip angle by using a lateral overload signal; (2) acquiring the gain of the lateral overload estimation sideslip angle; (3) enabling estimation of sideslip angle using lateral overload; (4) When the difference between the angles of attack of the left side and the right side is smaller than a first threshold value, no correction is carried out; when the difference of the angles of attack of the left side and the right side is larger than a first threshold value, the angle of attack needs to be corrected; (5) enabling correction of the angle of attack using the estimated sideslip angle; (6) Monitoring the corrected attack angle signal by a flight control system, and taking the average value of the left signal and the right signal as a voting value; (7) When the attack angle signal at one side of the aircraft nose is in fault, the flight control system uses the attack angle signal at the side without fault to carry out unilateral amplitude limiting on the estimated sideslip angle, so that the corrected attack angle is larger than or equal to the real attack angle of the aircraft.
Description
Technical Field
The invention belongs to the technical field of aircraft flight control system design, and relates to a method for correcting an attack angle signal in a large sideslip state.
Background
At present, all advanced airplanes adopt fly-by-wire flight control systems, and an angle-of-attack signal plays an important role in fly-by-wire flight control and is a very key signal. The fly-by-wire flight control system uses an angle-of-attack signal to realize the airplane stability augmentation function and the angle-of-attack protection function, and the two functions are important functions of the flight control system.
In order to ensure the correctness of signal use, a flight control system monitors and votes the correctness of a signal, and when the difference value of the signal values of the redundancy sensors exceeds a certain threshold, the system judges the signal. The angle of attack sensors are usually installed on two sides of the machine head, and slide down on the big side, and because the numerical values of the angle of attack sensors on two sides of the machine head are inconsistent due to asymmetric airflow, the reporting of an angle of attack signal is easy to cause.
Because the maximum sideslip angle which can be achieved by the small airplane is small, and the influence on left and right attack angle sensors of the nose is small, the small airplane mostly does not need to carry out sideslip correction on an attack angle signal.
The large airplane in China is developed and started late, the large airplane in active service is mostly a mechanical control system or an electric control system, the demand on an angle of attack signal is low, monitoring voting measures on the angle of attack signal are lacked, and the function of correcting the angle of attack under the condition of large sideslip is not needed.
Disclosure of Invention
Object of the Invention
The usability of the angle of attack signal in the large sideslip state is improved, and a method for correcting the angle of attack signal in the large sideslip state is provided.
Technical scheme
A method for correcting an attack angle signal in a large sideslip state comprises the following steps:
(1) Estimating the sideslip angle by adopting a lateral overload signal so as to realize the correction of an attack angle signal;
(2) Selecting flight state points, performing pedal operation simulation in each flight state based on a six-degree-of-freedom airplane simulation model, and calculating estimation gain according to the sideslip angle and the lateral overload calculated by the airplane model, thereby obtaining the gain of the estimated sideslip angle of the lateral overload based on the simulation model;
(3) Based on the test flight data, selecting coordinated sideslip action data, and correcting the gain of the sideslip angle estimated by the lateral overload in the step (2), so that the estimation of the sideslip angle by the lateral overload is realized;
(4) When the difference between the angles of attack of the left side and the right side is smaller than a first threshold value, no correction is carried out; when the difference of the angles of attack of the left side and the right side is larger than a first threshold value, the angle of attack needs to be corrected;
(5) According to the influence quantity of the sideslip angle on the attack angle, combining the step (3) and the step (4), realizing the correction of the attack angle by using the estimated sideslip angle;
(6) Monitoring the flight control system for the angle-of-attack signal corrected in the step (5), and taking the average value of the left signal and the right signal as a voting value;
(7) When the attack angle signal at one side of the aircraft nose is in fault, the flight control system uses the attack angle signal at the side without fault to carry out unilateral amplitude limiting on the estimated sideslip angle, so that the attack angle corrected in the step (5) is more than or equal to the real attack angle of the aircraft.
The linear relation formula of the sideslip angle and the side overload in the step (1) is as follows: β = K n y ；
Wherein, beta is the estimated value of the sideslip angle in unit degree; n is y Lateral overload; k is the gain.
The step (3) is specifically as follows:
selecting at least 30 flight state points to cover the slat configuration, the weight, the gravity center, the height and the speed, and respectively operating each state point based on the simulation model established in the step (2), so that K in the step (1) can be determined in each state; and performing statistical analysis on the K at each state point, and sorting the K into an interpolation table which changes with the configuration and the speed of the flap.
The value range of the first threshold in the step (4) is 2 to 5 degrees.
The process of correcting the attack angle in the step (4) is as follows:
correcting the interpolation table obtained in the step (3) by using the test flight data for coordinating the sideslip action; and (4) multiplying the lateral overload signal in the test flight data by the interpolation table obtained in the step (3) to obtain an estimated sideslip angle, comparing the estimated sideslip angle with the sideslip angle in the test flight data, and correcting the interpolation table according to the sideslip angle in the test flight data.
The step (4) further comprises the following steps: the simulation calculates the influence of the sideslip angle on the attack angle, namely, the 1-degree sideslip angle can cause the left and right attack angle signals to generate M difference.
And (5) introducing an estimated sideslip angle correction scheme into the attack angle signal as follows:
when the difference between the angles of attack of the left side and the right side is less than or equal to a first threshold value, the correction of the estimated sideslip angle is not introduced;
when the difference of the incidence angles of the left side and the right side is larger than a first threshold value, introducing estimated sideslip angle correction;
when the difference between the left and right angles of attack is larger than a first threshold value, the left and right angle of attack signals are corrected according to the estimated sideslip angle according to the following formula:
left side signal: AOA _ L _ D = AOA _ L-0.5 · M · β;
right signal: AOA _ R _ D = AOA _ R +0.5 · M · β;
wherein AOA _ L is a measurement value of a left attack angle sensor in unit degree; AOA _ R is the measurement value of a right attack angle sensor and is in unit degree; m is the difference generated by the left and right attack angle measured values due to the sideslip angle of 1 degree; AOA _ L _ D is the corrected left angle of attack value; AOA _ R _ D is the corrected right angle of attack value.
The step (6) is specifically as follows: and monitoring and judging the AOA _ L _ D and the AOA _ R _ D, wherein the attack angle signal voting value is (AOA _ L _ D + AOA _ R _ D)/2.
Further comprising:
(8) The steps are realized through flight control system software.
Advantageous effects
The invention can reserve the traditional fly-by-wire flight control system framework, the attack angle and the configuration of the lateral overload sensor, realizes a method for correcting the attack angle under large sideslip according to the lateral overload, estimates the sideslip angle of the airplane by using the lateral overload, thereby correcting the attack angle of the airplane and provides a correction strategy under the condition of single-side attack angle failure. Moreover, the method is applied without modifying any system component of the airplane and can be directly realized in flight control software, thereby greatly reducing the modification cost, enhancing the usability of the angle of attack signal under large sideslip, ensuring the normal work of the flight control system function and improving the airplane safety.
Detailed Description
The following describes a method for correcting an angle of attack signal in a large sideslip state in detail with reference to an embodiment.
(1) When sideslip movement is carried out, airflow on two sides of the aircraft nose is inconsistent, numerical values of the angle-of-attack sensors on two sides are inconsistent, and sideslip angles need to be introduced for correction. However, the slip angle sensor is typically redundant and the measurement is unreliable, and therefore cannot be directly corrected using the existing slip angle signal.
(2) The lateral overload signal has high measurement precision and is configured redundantly. And estimating the sideslip angle by adopting a lateral overload signal so as to realize the correction of the attack angle signal. Under the determined flight state, according to the knowledge of flight mechanics, the sideslip angle and the lateral overload are in a linear relation.
(3) Selecting flight state points, performing pedal-and-pedal operation simulation in each flight state based on a six-degree-of-freedom aircraft simulation model, and calculating estimation gain according to the sideslip angle and the lateral overload calculated by the aircraft model, thereby obtaining the gain of the estimated sideslip angle of the lateral overload based on the simulation model.
(4) And (4) selecting coordinated sideslip action data based on the test flight data, and correcting the gain of the sideslip angle estimated by the lateral overload in the step (3), so that the estimation of the sideslip angle by the lateral overload is realized.
(5) When the difference between the attack angles of the left side and the right side is smaller, the sideslip is smaller, the over-difference of the attack angles cannot be caused, and therefore, the correction is not carried out; when the difference between the angles of attack on the left side and the right side is large, the sideslip is large at the moment, and the angle of attack needs to be corrected.
(6) The pneumatic profession can calculate the influence quantity of the sideslip angle on the attack angle according to the pneumatic characteristics of the aircraft nose and the arrangement position of the attack angle sensor. And (5) combining the step (4) and the step (5), so that the correction of the attack angle by using the estimated sideslip angle can be realized.
(7) And (4) monitoring the flight control system for the angle-of-attack signal corrected in the step (6), and taking the average value of the left signal and the right signal as a voting value.
(8) When the attack angle signal at one side of the nose fails (caused by sensor failure), the flight control system finally uses the attack angle signal at the side without the failure, the sideslip angle correction sensitivity is shown, and the estimation precision of the sideslip angle influences the attack angle signal value. And (3) in order to ensure that the attack angle protection alarm is not pushed back, namely the corrected attack angle signal is not smaller than the real attack angle of the airplane, carrying out unilateral amplitude limiting on the estimated sideslip angle, and enabling the attack angle corrected in the step (6) to be larger than or equal to the real attack angle of the airplane.
(9) The steps are realized through flight control system software.
Examples
Step 1: according to the knowledge of flight mechanics, under a determined flight state, the side slip angle and the side overload are in a linear relationship, namely, beta = K x n y 。
Step 2: and establishing a six-degree-of-freedom airplane simulation model based on Matlab/Simulink. The control input is the input of the pedal, and the output is the sideslip angle and the side overload.
And 3, step 3: and (3) selecting a plurality of flight state points, covering the configuration, weight, gravity center, height and speed of the flap, and respectively operating each state point based on the simulation model established in the step (2), so that the K in the step (1) can be determined in each state. And performing statistical analysis on the K under a plurality of state points, and sorting the K into an interpolation table changed along with the configuration and the speed of the flap.
And 4, step 4: and (4) correcting the interpolation table obtained in the step (3) by using the test flight data for coordinating the sideslip action. And (3) multiplying the lateral overload signal in the test flight data by the interpolation table obtained in the step (3) to obtain an estimated sideslip angle, and comparing the estimated sideslip angle with the sideslip angle in the test flight data to correct the interpolation table.
And 5: the aerodynamic specialty can calculate the influence quantity of the sideslip angle on the attack angle according to the aerodynamic characteristics of the aircraft nose and the arrangement position of the attack angle sensor, namely, the sideslip angle of 1 degree can cause left and right attack angle signals to generate M difference quantity.
And 6: the correction scheme of introducing the estimated sideslip angle into the attack angle signal is as follows:
when the difference between the angles of attack of the left side and the right side is less than or equal to a threshold value, no correction of the estimated sideslip angle is introduced;
when the difference between the angles of attack of the left side and the right side is larger than a threshold value, introducing estimated sideslip angle correction.
When the difference between the angles of attack of the left side and the right side is larger than a threshold value, correcting the left angle of attack signal and the right angle of attack signal according to the estimated sideslip angle and the following formula:
left side signal: AOA _ L _ D = AOA _ L-0.5 · M · β;
v right signal: AOA _ R _ D = AOA _ R +0.5 · M · β;
wherein, for a large aircraft, the threshold value may be 2 °.
And 7: and monitoring and judging the AOA _ L _ D and the AOA _ R _ D, wherein the attack angle signal voting value is (AOA _ L _ D + AOA _ R _ D)/2.
And 8: due to sensor failure resulting in a left angle of attack signal failure (AOA _ L failure), the estimated sideslip angle is limited by [0,15] ° (assuming 15 ° is the maximum right sideslip that the aircraft can reach); if the right-side angle of attack signal fails (AOA _ R failure), limiting the estimated sideslip angle by [ -15,0] ° (assuming that-15 ℃ is the maximum left sideslip which can be reached by the airplane), and correcting the non-failed angle of attack signal according to the step 6 to ensure that the corrected angle of attack value is not less than the real angle of attack of the airplane.
And step 9: the steps are realized through flight control system software.
The formula parameters are defined as follows:
estimate of beta sideslip angle in deg
n y Lateral overload
K gain
AOA _ L left angle of attack sensor measurement in units of °
AOA _ R right angle of attack sensor measurement in deg.C
Dispersion of left and right angle of attack measurements due to M1 sideslip angle
Left angle of attack value after AOA _ L _ D correction
And (4) the right attack angle value after AOA _ R _ D correction.
Claims (8)
1. A method for correcting an attack angle signal in a large sideslip state is characterized by comprising the following steps:
(1) Estimating the sideslip angle by adopting a lateral overload signal so as to realize the correction of an attack angle signal;
(2) Selecting flight state points, performing pedal operation simulation in each flight state based on a six-degree-of-freedom airplane simulation model, and calculating estimated gain according to a sideslip angle and a lateral overload calculated by the airplane model, so that the gain of the estimated sideslip angle of the lateral overload is obtained based on the simulation model;
(3) Based on the test flight data, coordinated sideslip action data are selected, and the gain of the sideslip angle estimated by the lateral overload in the step (2) is corrected, so that the estimation of the sideslip angle by the lateral overload is realized;
(4) When the difference between the angles of attack of the left side and the right side is smaller than a first threshold value, no correction is carried out; when the difference between the angles of attack of the left side and the right side is larger than a first threshold value, the angle of attack needs to be corrected;
(5) According to the influence quantity of the sideslip angle on the attack angle, combining the step (3) and the step (4), realizing the correction of the attack angle by using the estimated sideslip angle;
(6) Monitoring the flight control system for the angle-of-attack signal corrected in the step (5), and taking the average value of the left signal and the right signal as a voting value;
(7) When the attack angle signal at one side of the aircraft nose is in fault, the flight control system uses the attack angle signal at the side without fault to carry out unilateral amplitude limiting on the estimated sideslip angle, so that the attack angle corrected in the step (5) is more than or equal to the real attack angle of the aircraft;
the formula of the linear relation between the lateral slip angle and the lateral overload in the step (1) is as follows: β = K n y ；
Wherein, beta is the estimated value of the sideslip angle in unit degree; n is y Lateral overload; k is the gain.
2. The method of claim 1 wherein said method of correcting an angle of attack signal for a large side-slip condition,
the step (3) is specifically as follows:
selecting at least 30 flight state points to cover the slat configuration, the weight, the gravity center, the height and the speed, and respectively operating each state point based on the simulation model established in the step (2), so that K in the step (1) can be determined in each state; and performing statistical analysis on the K at each state point, and sorting the K into an interpolation table which changes with the configuration and the speed of the flap.
3. The method of claim 1, wherein the angle of attack signal for large side-slip condition is corrected,
the value range of the first threshold in the step (4) is 2 to 5 degrees.
4. The method of claim 1 wherein said method of correcting an angle of attack signal for a large side-slip condition,
the process of correcting the attack angle in the step (4) is as follows:
correcting the interpolation table obtained in the step (3) by using the pilot flight data for coordinating the sideslip action; and (4) multiplying the lateral overload signal in the test flight data by the interpolation table obtained in the step (3) to obtain an estimated sideslip angle, comparing the estimated sideslip angle with the sideslip angle in the test flight data, and correcting the interpolation table according to the sideslip angle in the test flight data.
5. The large side-slip condition angle of attack signal correction method of claim 4, wherein step (4) further comprises: the simulation calculates the influence of the sideslip angle on the attack angle, namely, the 1-degree sideslip angle can cause the left and right attack angle signals to generate M difference.
6. The method of claim 5, wherein the angle of attack signal for large side-slip condition is corrected,
and (5) introducing an estimated sideslip angle correction scheme into the attack angle signal as follows:
when the difference between the incidence angles of the left side and the right side is less than or equal to a first threshold value, the estimated sideslip angle correction is not introduced;
when the difference between the angles of attack of the left side and the right side is larger than a first threshold value, introducing estimated sideslip angle correction;
when the difference between the left and right angles of attack is larger than a first threshold value, the left and right angle of attack signals are corrected according to the estimated sideslip angle according to the following formula:
left signal: AOA _ L _ D = AOA _ L-0.5 · M · β;
right signal: AOA _ R _ D = AOA _ R +0.5 · M · β;
wherein AOA _ L is the measurement value of a left attack angle sensor and is in a unit degree; AOA _ R is the measured value of a right attack angle sensor and is in unit degree; m is the difference generated by the left and right attack angle measured values due to the sideslip angle of 1 degree; AOA _ L _ D is the corrected left angle of attack value; AOA _ R _ D is the corrected right angle of attack value.
7. The method of claim 6 wherein said method of correcting an angle of attack signal for a large side-slip condition,
the step (6) is specifically as follows: and monitoring and judging the AOA _ L _ D and the AOA _ R _ D, wherein the attack angle signal voting value is (AOA _ L _ D + AOA _ R _ D)/2.
8. The method for correcting the angle of attack signal in the large side-slip state according to claim 1, further comprising:
(8) The steps are realized through flight control system software.
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