CN117902036A - Turning lift force compensation control method for large amphibious four-generation turboprop aircraft - Google Patents
Turning lift force compensation control method for large amphibious four-generation turboprop aircraft Download PDFInfo
- Publication number
- CN117902036A CN117902036A CN202410199867.8A CN202410199867A CN117902036A CN 117902036 A CN117902036 A CN 117902036A CN 202410199867 A CN202410199867 A CN 202410199867A CN 117902036 A CN117902036 A CN 117902036A
- Authority
- CN
- China
- Prior art keywords
- roll angle
- angle
- signal
- lift force
- aircraft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/38—Transmitting means with power amplification
- B64C13/50—Transmitting means with power amplification using electrical energy
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C35/00—Flying-boats; Seaplanes
- B64C35/006—Flying-boats; Seaplanes with lift generating devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C35/00—Flying-boats; Seaplanes
- B64C35/008—Amphibious sea planes
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The embodiment of the invention discloses a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft, which comprises the following steps: step 1, calculating and generating a roll angle comprehensive instruction according to a roll angle, a roll angle speed and a pitch angle; step 2, calculating to obtain a turning lift force compensation instruction when the aircraft turns according to the roll angle, the roll angle speed and the pitch angle and the roll angle comprehensive instruction obtained by calculation in the step 1; in the step 2, in the process of calculating the turning lift force compensation command, the lift force compensation quantity of the left and right roll of the aircraft is asymmetrically corrected to offset the influence of the slip flow of the four-turbine-propeller engine on the aerodynamic force of the aircraft. The technical scheme provided by the embodiment of the invention solves the problem that the flying safety is seriously affected because the phenomenon that the height of the large amphibious four-bladed turboprop aircraft is rapidly lowered is likely to occur.
Description
Technical Field
The invention relates to the technical field of aviation, in particular to a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft.
Background
During the turning process of the aircraft, the lifting force of the aircraft cannot offset the gravity of the aircraft due to the change of the attitude of the aircraft, and the aircraft cannot maintain the original flying height without correcting the normal overload. In order to maintain the altitude while turning, the pilot is required to operate the steering wheel, the steering column, and even the pedals at the same time, thereby making the pilot's manipulation burden great.
The large amphibious four-turboprop aircraft has complex working scene, is commonly used for low-altitude fire extinguishing or rescue tasks in mountain areas or sea surfaces, and can quickly descend the aircraft height if a pilot is improperly operated or temporarily disabled, so that the flight safety is possibly endangered.
Disclosure of Invention
The purpose of the invention is that: in order to solve the technical problems, the embodiment of the invention provides a turning lift force compensation control method for a large amphibious four-bladed turboprop aircraft, which aims to solve the problems that the flying safety is seriously affected due to the fact that the aircraft height is likely to be rapidly lowered under the condition that a pilot is improperly operated or temporarily disabled due to complex working scene.
The technical scheme of the invention is as follows: the embodiment of the invention provides a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft, which comprises the following steps:
step 1, calculating and generating a roll angle comprehensive instruction according to a roll angle, a roll angle speed and a pitch angle;
step 2, calculating to obtain a turning lift force compensation instruction when the aircraft turns according to the roll angle, the roll angle speed and the pitch angle and the roll angle comprehensive instruction obtained by calculation in the step 1;
in the step 2, in the process of calculating the turning lift force compensation command, the lift force compensation quantity of the left and right roll of the aircraft is asymmetrically corrected to offset the influence of the slip flow of the four-turbine-propeller engine on the aerodynamic force of the aircraft.
Optionally, in the method for controlling cornering lift compensation of a large amphibious four-bladed turboprop aircraft as described above, before the step 1, the method further includes:
The method comprises the steps of obtaining original signals of flight parameters from an inertial navigation system, preprocessing each original signal through a flight control system, and comprising the following steps: and respectively carrying out low-pass filtering processing on the pitch angle original signal, the roll angle velocity original signal, the pitch angle velocity original signal, the yaw angle velocity original signal, the airspeed original signal, the flap position original signal and the attack angle original signal.
Optionally, in the turning lift force compensation control method of the large amphibious four-bladed turboprop aircraft as described above, the step 1 includes:
Step 11, multiplying the cosine value of the roll angle with the yaw angular velocity to obtain a yaw component signal of the roll angle velocity;
step 12, multiplying the sine value of the roll angle with the pitch angle speed to obtain a pitch component signal of the roll angle speed;
Step 13, adding the yaw component signal of the rolling angle speed and the pitch component signal of the rolling angle speed, and then adding the yaw component signal and the pitch component signal of the rolling angle speed to the tangent value of the pitch angle to obtain a rolling angle speed signal correction value;
and 14, adding the roll angle speed signal correction value and the roll angle speed to obtain a roll angle comprehensive instruction.
Optionally, in the turning lift force compensation control method of the large amphibious four-bladed turboprop aircraft as described above, the step 2 includes:
Step 21, obtaining a pitch angle signal after amplitude limiting after the pitch angle is subjected to amplitude limiting;
Step 22, performing rolling lift force compensation processing on the rolling angle, the rolling angle speed and the rolling angle comprehensive instruction to obtain a processed rolling lift force compensation signal;
Step 23, calculating a turning lift force compensation instruction according to the pitch angle signal and the rolling lift force compensation signal after amplitude limiting, wherein the turning lift force compensation instruction is as follows:
optionally, in the turning lift compensation control method of the large amphibious four-bladed turboprop aircraft as described above, the step 22 includes:
Step 22a, after multiplying the roll angle speed by the interpolation gain related to the airspeed, superposing the roll angle speed with the roll angle comprehensive instruction, and obtaining a roll angle change correction component signal through amplitude limiting;
and step 22b, multiplying the roll angle change correction component signal by the difference value between the attack angle protection threshold value and the attack angle, limiting the amplitude, and multiplying the roll angle, the airspeed and the flap position-related interpolation gain to obtain the processed roll lift force compensation signal.
Optionally, in the turning lift force compensation control method of the large amphibious four-generation turboprop aircraft as described above, the method further includes: the interpolation gain related to the airspeed is designed in advance, and the way of designing the interpolation gain related to the airspeed is as follows:
Based on the characteristic that the rudder effectiveness of the aircraft increases with the increase of the airspeed, aiming at fixed lift force requirements, the deflection of the control surface is reduced by reducing the lift force compensation command when the airspeed increases, and the deflection of the control surface is increased by increasing the lift force compensation command when the airspeed decreases, so that the airspeed gain which decreases with the increase of the airspeed is designed.
Optionally, in the turning lift force compensation control method of the large amphibious four-generation turboprop aircraft as described above, the method further includes: the interpolation gains related to the roll angle, the airspeed and the flap position are designed in advance, and the design mode is as follows:
Based on the asymmetric lifting force of the left wing and the right wing formed by the asymmetric slip flow generated by the four-turbine-propeller engine, when the lifting force compensation instruction is calculated, asymmetric gain is designed according to the direction of the rolling angle of the aircraft so as to offset the influence of the slip flow;
Based on the influence of the airspeed and the flap position of the airplane on the slip flow, the influence of the three variables of the roll angle, the airspeed and the flap position on the asymmetric slip flow of the airplane is corrected by combining the aerodynamic data of the airplane body, so that the interpolation gains related to the roll angle, the airspeed and the flap position are designed.
Alternatively, in the turning lift force compensation control method of the large amphibious four-bladed turboprop aircraft as described above,
The clipping method in the step 22a is as follows: and limiting the turning lift force compensation range according to the aircraft attitude to prevent overcompensation under the conditions of overlarge pitch angle, rolling angle and attack angle.
Optionally, in the turning lift force compensation control method of the large amphibious four-generation turboprop aircraft as described above, the method further includes:
And step 3, the turning lift force compensation instruction obtained by the calculation in the step 2 is connected to a longitudinal normal mode control law of a main flight control so as to realize the lift force compensation of the amphibious four-wheeled turboprop aircraft in the turning process.
The embodiment of the invention also provides a computer readable storage medium, comprising: a memory and a processor;
The memory is configured to hold executable instructions;
The processor configured to implement a cornering lift compensation control method for a large amphibious four-bladed turboprop aircraft as defined in any one of the preceding claims when executing the executable instructions held by the memory.
The invention has the beneficial effects that: the embodiment of the invention provides a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft, which is used for calculating overload compensation required by the aircraft under the original height through the pitch angle, the roll angle and the roll angle change rate of the aircraft in the turning process, so that the aircraft height can be stable in both steady state and dynamic process, and a pilot does not need to carry out pull rod operation longitudinally. In addition, by the technical scheme of the embodiment of the invention, through parameter design, the function can carry out small compensation or no compensation on longitudinal overload when the aircraft enters a large attitude, thereby attracting the attention of pilots on flight safety. The turning lift force compensation control method can automatically compensate the lift force required by the plane flying in the turning process in a certain range, limit compensation under the condition of large attitude, greatly lighten the operation burden of a pilot and has the characteristics of safety, reliability and strong practicability. The technical scheme of the embodiment of the invention has the following beneficial effects:
1. According to the current rolling angle and pitch angle signals of the aircraft, the lift force required in the turning process of the aircraft is automatically compensated, so that the pilot's driving burden is greatly reduced, the pilot can concentrate on completing the flight task, and the comfort, safety and working efficiency of the aircraft are effectively improved;
2. the rolling angle speed is introduced into the calculation process of turning lift force compensation, and lift force is compensated in advance when the rolling angle speed of the aircraft is high, so that the aircraft is ensured to be highly stable in the dynamic process;
3. through the gain design, the influence of inconsistent lift force during left and right rolling caused by the slip flow asymmetry phenomenon of the four-engine turboprop is counteracted, so that the aircraft can automatically keep high stability during left and right rolling;
4. through limiting the attack angle value, the aircraft can reduce the compensation of the lift force when the attack angle is larger, and the lift force compensation quantity is continuously reduced along with the increase of the attack angle until the lift force compensation quantity is completely not compensated, so that the attack angle is prevented from further increasing to cause stall;
5. The lift force compensation is limited in a certain gesture range through the limitation of the pitch angle and the roll angle, when the pitch angle and the roll angle are overlarge, the lift force compensation is not increased continuously, and a small amount of manual pull rods are needed by a pilot to keep the plane flying, so that the pilot is reminded of the flight safety at the moment;
6. The method is high in universality and can be popularized and applied to turning lift force compensation of other large-scale airplanes.
Drawings
The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate and do not limit the application.
Fig. 1 is a schematic diagram of a control principle of a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft provided by an embodiment of the invention;
fig. 2 is a schematic diagram of a principle of generating a roll angle comprehensive instruction in a turning lift force compensation control method of a large amphibious four-wheeled turboprop aircraft provided by an embodiment of the invention;
FIG. 3 is a schematic diagram of the control effect of the embodiment 1 of the present invention for executing the turning lift compensation control method for a large amphibious four-bladed turboprop aircraft;
fig. 4 is a schematic diagram of the control effect of the method for performing the turning lift compensation control of the large amphibious four-bladed turboprop according to embodiment 2 of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, embodiments of the present application will be described in detail hereinafter with reference to the accompanying drawings. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be arbitrarily combined with each other.
It has been described in the background art above that during the turning of an aircraft, in order to maintain altitude, it is necessary for the pilot to operate the steering wheel, the steering column and even the pedals simultaneously, thus making the pilot's handling burden great. Particularly for a large amphibious four-bladed turboprop aircraft, due to complex working scene, under the condition of improper pilot operation or short disability, the phenomenon that the aircraft height is rapidly lowered is likely to occur, so that the flight safety is seriously influenced.
In view of the above problems, the embodiment of the invention provides a turning lift force compensation control method for a large amphibious four-bladed turboprop aircraft, which is used for automatically compensating the lift force required by the large amphibious four-bladed turboprop aircraft to keep high stability in the turning process, and compensating less or not for the lift force under the condition of large aircraft posture, and reminding a pilot of flight safety by bringing a lever to the pilot. The flying comfort and safety of the aircraft are improved.
The technical scheme provided by the invention not only greatly reduces the driving burden of the pilot, but also enables the pilot to concentrate on completing the flight task, and effectively improves the comfort, safety and working efficiency of the aircraft.
The following specific embodiments may be combined with each other, and some embodiments may not be repeated for the same or similar concepts or processes.
Fig. 1 is a schematic diagram of a control principle of a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft provided by an embodiment of the invention. The turning lift force compensation control method of the large amphibious four-generation turboprop aircraft provided by the embodiment of the invention comprises the following steps of:
and step 1, calculating and generating a roll angle comprehensive instruction according to the roll angle, the roll angle speed and the pitch angle.
The turning lift force compensation instruction in the step 2 is obtained based on the roll angle comprehensive instruction, and the roll angle comprehensive instruction is used for carrying out lift force compensation in the dynamic roll process, so that the stability of the roll angle in the dynamic process is ensured.
And 2, calculating to obtain a turning lift force compensation instruction when the aircraft turns according to the roll angle, the roll angle speed and the pitch angle and the roll angle comprehensive instruction obtained by calculation in the step 1.
In the step 2, in the process of calculating the turning lift compensation command, the lift compensation quantity of the left and right roll of the aircraft is asymmetrically corrected, and the asymmetrical correction mode is multiplied by interpolation gain related to airspeed for example, so as to offset the influence of the slip flow of the four-turbine-propeller engine on the aerodynamic force of the aircraft.
In one implementation manner of the embodiment of the present invention, before step 1, the method may further include the following steps:
and acquiring original signals of flight parameters from the inertial navigation system, and preprocessing each original signal through the flight control system.
The preprocessing of the original signal of the flight parameter in this implementation includes the following:
s1, performing low-pass filtering processing on a pitch angle original signal to obtain a pitch angle signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
S2, performing low-pass filtering processing on the rolling angle original signal to obtain a rolling angle signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s3, performing low-pass filtering processing on the original signal of the rolling angle speed to obtain a signal of the rolling angle speed, so as to reduce interference of noise on the signal and improve the quality of the signal;
s4, performing low-pass filtering processing on the pitch angle speed original signal to obtain a pitch angle speed signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s5, performing low-pass filtering processing on the yaw rate original signal to obtain a yaw rate signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s6, performing low-pass filtering processing on the air speed original signal to obtain an air speed signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s7, performing low-pass filtering processing on the front wing position original signal to obtain a flap position signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s8, performing low-pass filtering processing on the attack angle original signal to obtain an attack angle signal, so as to reduce interference of noise on the signal and improve the quality of the signal.
Fig. 2 is a schematic diagram of a principle of generating a roll angle comprehensive instruction in a turning lift force compensation control method of a large amphibious four-wheeled turboprop aircraft provided by an embodiment of the invention. In one implementation manner of the embodiment of the present invention, as shown in fig. 2, the specific implementation process of generating the roll angle integrated instruction in the step 1 may include:
Step 11, multiplying the cosine value of the roll angle with the yaw angular velocity to obtain a yaw component signal of the roll angle velocity;
step 12, multiplying the sine value of the roll angle with the pitch angle speed to obtain a pitch component signal of the roll angle speed;
Step 13, adding the yaw component signal of the rolling angle speed and the pitch component signal of the rolling angle speed, and then adding the yaw component signal and the pitch component signal of the rolling angle speed to the tangent value of the pitch angle to obtain a rolling angle speed signal correction value;
and 14, adding the roll angle speed signal correction value and the roll angle speed to obtain a roll angle comprehensive instruction.
In an implementation manner of the embodiment of the present invention, a specific implementation process of calculating the turning lift force compensation instruction when the aircraft turns in the step 2 may include:
Step 21, obtaining a pitch angle signal after amplitude limiting after the pitch angle is subjected to amplitude limiting;
Step 22, performing rolling lift force compensation processing on the rolling angle, the rolling angle speed and the rolling angle comprehensive instruction to obtain a processed rolling lift force compensation signal;
Step 23, calculating a turning lift force compensation instruction according to the pitch angle signal and the rolling lift force compensation signal after amplitude limiting, wherein the turning lift force compensation instruction is as follows:
in this implementation manner, the specific manner of acquiring the rolling lift force compensation signal in the step 22 includes:
and step 22a, multiplying the roll angle speed by an interpolation gain related to the airspeed, superposing the roll angle speed with a roll angle comprehensive instruction, and obtaining a roll angle change correction component signal through amplitude limiting.
It should be noted that, since the rudder efficiency increases after the airspeed increases, the roll angle speed needs to be multiplied by the interpolation gain related to the airspeed in this step, and the gain decreases as the airspeed increases; the roll angle speed is multiplied by the gain, and then is overlapped with the roll angle comprehensive instruction, and the roll angle change correction component signal is obtained through amplitude limiting.
Based on the characteristic that the rudder effectiveness of the aircraft increases along with the increase of airspeed, for a fixed lift force requirement, when the airspeed increases, the lift force compensation instruction is properly reduced, so that the deflection of the control surface is reduced, and otherwise, the lift force compensation instruction is properly increased, so that the deflection of the control surface is increased. The airspeed gain, i.e., the interpolation gain associated with airspeed, is thus designed in embodiments of the present invention to decrease with increasing airspeed.
Further, the clipping method in this step is: and limiting the turning lift force compensation range according to the aircraft attitude so as to prevent overcompensation under the conditions of overlarge pitch angle, rolling angle and attack angle. In this step, the clipping limits the roll angle variation correction component signal affecting the lift force compensation, and when the roll angle variation correction component signal exceeds the limiting value, the lift force compensation command is maintained at the lift force compensation command value corresponding to the maximum roll angle variation correction component signal.
And step 22b, multiplying the roll angle change correction component signal by the difference value between the attack angle protection threshold value and the attack angle, limiting the amplitude, and multiplying the roll angle, the airspeed and the flap position-related interpolation gain to obtain the processed roll lift force compensation signal.
In the embodiment of the invention, the aircraft generates asymmetric slipstream by using the four-engine turboprop engine, so that asymmetric lifting force is caused on the left wing and the right wing of the aircraft, and therefore, when the lifting force compensation instruction is calculated, asymmetric gain is required to be designed according to the direction of the aircraft roll angle, so that the influence of the slipstream is counteracted. In addition, the airspeed and flap position of the aircraft will all have an effect on the magnitude of the slipstream, so that the effect of the aircraft on the asymmetric slipstream by the three variables of roll angle, airspeed and flap position needs to be corrected in combination with the aerodynamic data of the aircraft body.
In one implementation manner of the embodiment of the present invention, the cornering lift compensation control method further includes:
And step 3, instruction synthesis, namely, accessing the instruction into a longitudinal normal mode control law of the main flight control.
In the step, the turning lift force compensation instruction calculated in the step 2 is connected to a longitudinal normal mode control law of a main flight control so as to realize the lift force compensation of the amphibious four-generation turboprop aircraft in the turning process.
Based on the turning lift force compensation control method of the large amphibious four-generation turboprop aircraft provided by the embodiment of the invention, the embodiment of the invention also provides a computer readable storage medium, which comprises the following steps: a memory and a processor;
Wherein the memory is configured to hold executable instructions;
And a processor configured to implement the turning lift compensation control method of the large amphibious four-bladed turboprop aircraft provided by any one of the embodiments above when executing the executable instructions stored in the memory.
The embodiment of the invention provides a turning lift force compensation control method of a large amphibious four-generation turboprop aircraft, which is used for calculating overload compensation required by the aircraft under the original height through the pitch angle, the roll angle and the roll angle change rate of the aircraft in the turning process, so that the aircraft height can be stable in both steady state and dynamic process, and a pilot does not need to carry out pull rod operation longitudinally. In addition, by the technical scheme of the embodiment of the invention, through parameter design, the function can carry out small compensation or no compensation on longitudinal overload when the aircraft enters a large attitude, thereby attracting the attention of pilots on flight safety. The turning lift force compensation control method can automatically compensate the lift force required by the plane flying in the turning process in a certain range, limit compensation under the condition of large attitude, greatly lighten the operation burden of a pilot and has the characteristics of safety, reliability and strong practicability. The technical scheme of the embodiment of the invention has the following beneficial effects:
1. According to the current rolling angle and pitch angle signals of the aircraft, the lift force required in the turning process of the aircraft is automatically compensated, so that the pilot's driving burden is greatly reduced, the pilot can concentrate on completing the flight task, and the comfort, safety and working efficiency of the aircraft are effectively improved;
2. the rolling angle speed is introduced into the calculation process of turning lift force compensation, and lift force is compensated in advance when the rolling angle speed of the aircraft is high, so that the aircraft is ensured to be highly stable in the dynamic process;
3. through the gain design, the influence of inconsistent lift force during left and right rolling caused by the slip flow asymmetry phenomenon of the four-engine turboprop is counteracted, so that the aircraft can automatically keep high stability during left and right rolling;
4. through limiting the attack angle value, the aircraft can reduce the compensation of the lift force when the attack angle is larger, and the lift force compensation quantity is continuously reduced along with the increase of the attack angle until the lift force compensation quantity is completely not compensated, so that the attack angle is prevented from further increasing to cause stall;
5. The lift force compensation is limited in a certain gesture range through the limitation of the pitch angle and the roll angle, when the pitch angle and the roll angle are overlarge, the lift force compensation is not increased continuously, and a small amount of manual pull rods are needed by a pilot to keep the plane flying, so that the pilot is reminded of the flight safety at the moment;
6. The method is high in universality and can be popularized and applied to turning lift force compensation of other large-scale airplanes.
The implementation mode of the turning lift force compensation control method of the large amphibious four-bladed turboprop aircraft provided by the invention is schematically illustrated by a plurality of specific embodiments.
Referring to fig. 1 and 2, the turning lift force compensation control method of the large amphibious four-wheeled turboprop provided in this embodiment may include the following steps:
Step one: signal preprocessing, namely acquiring each original signal from an inertial navigation system, and performing signal preprocessing by flight control; the method comprises the following steps:
s1, performing low-pass filtering processing on a pitch angle original signal to obtain a pitch angle signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
S2, performing low-pass filtering processing on the rolling angle original signal to obtain a rolling angle signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s3, performing low-pass filtering processing on the original signal of the rolling angle speed to obtain a signal of the rolling angle speed, so as to reduce interference of noise on the signal and improve the quality of the signal;
s4, performing low-pass filtering processing on the pitch angle speed original signal to obtain a pitch angle speed signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s5, performing low-pass filtering processing on the yaw rate original signal to obtain a yaw rate signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s6, performing low-pass filtering processing on the air speed original signal to obtain an air speed signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s7, performing low-pass filtering processing on the front wing position original signal to obtain a flap position signal, so as to reduce interference of noise on the signal and improve the quality of the signal;
s8, performing low-pass filtering processing on the attack angle original signal to obtain an attack angle signal, so as to reduce interference of noise on the signal and improve the quality of the signal.
Step two: lift compensation instruction generation
1, Multiplying a cosine value of a roll angle with a yaw angular speed to obtain a yaw component signal of the roll angle speed;
2, multiplying the sine value of the roll angle by the pitch angle speed to obtain a pitch component signal of the roll angle speed;
adding the yaw component signal of the roll angle speed and the pitch component signal of the roll angle speed, and then adding the yaw component signal and the pitch component signal of the roll angle speed to the tangent value of the pitch angle to obtain a roll angle speed signal correction value;
And 4, adding the roll angle speed signal correction value and the roll angle speed to obtain a corrected roll angle speed signal, and at the moment, obtaining the roll angle comprehensive instruction.
5, Obtaining a pitch angle signal after amplitude limiting after the pitch angle is subjected to amplitude limiting;
6, multiplying the roll angle speed by an interpolation gain related to airspeed, adding a roll angle speed signal (namely a roll angle comprehensive instruction), and obtaining a roll angle change correction component signal through amplitude limiting;
The roll angle change correction component signal is multiplied by the difference value between the attack angle protection threshold value and the attack angle, and is subjected to amplitude limiting, and then is multiplied by an interpolation gain related to the roll angle, the airspeed and the flap position, so that a processed roll lift force compensation signal is obtained;
8, calculating according to the pitch angle signal after amplitude limiting and the rolling lift force compensation signal after processing according to the following formula to obtain a turning lift force compensation instruction;
step three: the instruction synthesis, namely, the instruction is accessed into a longitudinal normal mode control law of the main flight control;
The turning lift force compensation control method for the large amphibious four-turboprop aircraft can be realized by accessing the turning lift force compensation instruction into the C * main flight control law.
Embodiment one:
As shown in fig. 3, a control effect diagram of the turning lift compensation control method of embodiment 1 of the present invention for executing a large amphibious four-bladed turboprop aircraft is shown. The cornering lift compensation control method provided in this embodiment 1 includes the steps of:
Step one: signal preprocessing
In specific implementation, the pitch angle signal, the roll angle speed signal, the pitch angle speed signal, the yaw angle speed signal, the airspeed signal, the flap position signal and the attack angle signal are subjected to filtering processing and are directly used for controlling instructions.
Step two: lift compensation instruction generation
201, In the specific implementation, the total simulation time is set to 60s, the steering wheel command is set to 15 in 2-4 s, and the steering column and pedal command are always set to 0 in 4 s. And multiplying the cosine value of the roll angle with the yaw angular velocity to obtain a yaw component signal of the roll angle velocity.
202, In practice, the pitch component signal of the roll angle velocity is obtained by multiplying the sine value of the roll angle with the pitch angle velocity.
203, In the specific implementation, adding the yaw component signal of the roll angle speed and the pitch component signal of the roll angle speed, and then adding the yaw component signal and the pitch component signal of the pitch angle to obtain a roll angle speed signal correction value.
204, In the specific implementation, adding the correction value of the roll angle speed signal to the roll angle speed to obtain a roll angle speed signal, and at this time, obtaining a roll angle comprehensive instruction.
205, In the specific implementation, the pitch angle signal is limited to obtain a pitch angle signal after being limited.
206, Multiplying the roll angle velocity signal by an interpolation gain related to airspeed, adding the roll angle signal (i.e. roll angle integrated command), and clipping to obtain a roll angle variation correction component signal.
207, In the implementation, the roll angle change correction component signal is multiplied by the product of the difference value between the attack angle threshold value and the attack angle signal and 0.5, and the signal is subjected to amplitude limiting, and then is multiplied by an interpolation signal related to the roll angle, the airspeed and the flap position, so as to obtain a processed roll lift force compensation signal.
208, In the specific implementation, calculating according to the pitch angle signal after amplitude limiting and the rolling lift force compensation signal after processing according to the following formula to obtain a turning lift force compensation instruction;
step three: the instruction synthesis, namely, the instruction is accessed into a longitudinal normal mode control law of the main flight control;
301, in a specific implementation, a turning lift force compensation instruction is connected to a main flight control law of C *, so that the turning lift force compensation control method for the large amphibious four-generation turboprop aircraft provided in the embodiment 1 can be implemented, a specific compensation control result is shown in fig. 3, and it can be seen that in the turning process of the aircraft, the aircraft height can be well kept within a certain range without applying an operation instruction, and the turning lift force compensation function is successfully implemented.
302, The implementation ends.
Embodiment two:
fig. 4 is a schematic diagram showing the control effect of the turning lift compensation control method for executing the large amphibious four-bladed turboprop according to embodiment 2 of the present invention. The cornering lift compensation control method provided in this embodiment 2 includes the steps of:
Step one: signal preprocessing
In the specific implementation, pitch angle signals, roll angle speed signals, pitch angle speed signals, yaw angle speed signals, airspeed signals, flap position signals and attack angle signals are subjected to amplitude limiting and filtering processing and are directly used for control instructions.
Step two: lift compensation instruction generation
201, In the specific implementation, the total simulation time is set to 60s, the steering wheel command is set to 15 in 2-4 s, and the steering column and pedal command are always set to 0 in 4 s. And multiplying the cosine value of the roll angle with the yaw angular velocity to obtain a yaw component signal of the roll angle velocity.
202, In practice, the pitch component signal of the roll angle velocity is obtained by multiplying the sine value of the roll angle with the pitch angle velocity.
203, In the specific implementation, adding the yaw component signal of the roll angle speed and the pitch component signal of the roll angle speed, and then adding the yaw component signal and the pitch component signal of the pitch angle to obtain a roll angle speed signal correction value.
204, In the specific implementation, adding the correction value of the roll angle speed signal to the roll angle speed to obtain a roll angle speed signal, and at this time, obtaining a roll angle comprehensive instruction.
205, In the specific implementation, the pitch angle signal is limited to obtain a pitch angle signal after being limited.
206, Multiplying the roll angle velocity signal by an interpolation gain related to airspeed, adding the roll angle signal (i.e. roll angle integrated command), and clipping to obtain a roll angle variation correction component signal.
207, In the implementation, the roll angle change correction component signal is multiplied by the product of the difference value between the attack angle threshold value and the attack angle signal and 0.5, and the signal is subjected to amplitude limiting, and then is multiplied by an interpolation signal related to the roll angle, the airspeed and the flap position, so as to obtain a processed roll lift force compensation signal.
208, In the specific implementation, calculating according to the pitch angle signal after amplitude limiting and the rolling lift force compensation signal after processing according to the following formula to obtain a turning lift force compensation instruction, and multiplying the turning lift force compensation instruction by gain 0; multiplying the gain 0 in this step, which represents the off lift compensation function, compared to the result in the case of the on function:
step three: the instruction synthesis, namely, the instruction is accessed into a longitudinal normal mode control law of the main flight control;
301, in a specific implementation, the turning lift compensation command is connected to the main flight control law of C *, so that the turning lift compensation control method for the large amphibious four-generation turboprop aircraft provided in this embodiment 2 can be implemented, and a specific compensation control result is shown in fig. 4, so that compared with a simulation result of implementation one, the aircraft height is obviously reduced after the turning lift compensation function is cancelled.
302, The implementation ends.
Referring to fig. 3 and 4, the effects of turning on and canceling the turning lift compensation control are shown, respectively, and it can be seen from the two figures that the commands of the front and rear steering levers, steering wheel and pedals are identical, so that the rolling angle variation trend is identical. Since the turning lift compensation control is canceled in the compensation control effect shown in fig. 4, the turning lift compensation command in fig. 4 is always zero, and drops rapidly 19 meters in 60 seconds, and the pitch angle and airspeed of the aircraft also change rapidly due to the rapid decrease in altitude. The aircraft in fig. 3 has a stable altitude, pitch angle and speed, which indicates that the cornering lift compensation control method provided by the embodiment of the invention has a certain use value. The turning lift force compensation control method can automatically compensate the lift force required by the plane flying in the turning process in a certain range, limit compensation under the condition of large attitude, greatly lighten the operation burden of a pilot and has the characteristics of safety, reliability and strong practicability.
Although the embodiments of the present invention are described above, the present invention is not limited to the embodiments which are used for understanding the present invention. Any person skilled in the art can make any modification and variation in form and detail without departing from the spirit and scope of the present disclosure, but the scope of the present disclosure is to be determined by the appended claims.
Claims (10)
1. A turning lift force compensation control method of a large amphibious four-generation turboprop aircraft is characterized by comprising the following steps:
step 1, calculating and generating a roll angle comprehensive instruction according to a roll angle, a roll angle speed and a pitch angle;
step 2, calculating to obtain a turning lift force compensation instruction when the aircraft turns according to the roll angle, the roll angle speed and the pitch angle and the roll angle comprehensive instruction obtained by calculation in the step 1;
in the step 2, in the process of calculating the turning lift force compensation command, the lift force compensation quantity of the left and right roll of the aircraft is asymmetrically corrected to offset the influence of the slip flow of the four-turbine-propeller engine on the aerodynamic force of the aircraft.
2. The method for controlling cornering lift compensation of a large amphibious four-bladed turboprop according to claim 1, further comprising, before step 1:
The method comprises the steps of obtaining original signals of flight parameters from an inertial navigation system, preprocessing each original signal through a flight control system, and comprising the following steps: and respectively carrying out low-pass filtering processing on the pitch angle original signal, the roll angle velocity original signal, the pitch angle velocity original signal, the yaw angle velocity original signal, the airspeed original signal, the flap position original signal and the attack angle original signal.
3. The method for controlling cornering lift compensation of a large amphibious four-bladed turboprop according to claim 2, wherein said step 1 comprises:
Step 11, multiplying the cosine value of the roll angle with the yaw angular velocity to obtain a yaw component signal of the roll angle velocity;
step 12, multiplying the sine value of the roll angle with the pitch angle speed to obtain a pitch component signal of the roll angle speed;
Step 13, adding the yaw component signal of the rolling angle speed and the pitch component signal of the rolling angle speed, and then adding the yaw component signal and the pitch component signal of the rolling angle speed to the tangent value of the pitch angle to obtain a rolling angle speed signal correction value;
and 14, adding the roll angle speed signal correction value and the roll angle speed to obtain a roll angle comprehensive instruction.
4. A turning lift compensation control method for a large amphibious four-bladed turboprop aircraft according to claim 3, wherein step 2 comprises:
Step 21, obtaining a pitch angle signal after amplitude limiting after the pitch angle is subjected to amplitude limiting;
Step 22, performing rolling lift force compensation processing on the rolling angle, the rolling angle speed and the rolling angle comprehensive instruction to obtain a processed rolling lift force compensation signal;
Step 23, calculating a turning lift force compensation instruction according to the pitch angle signal and the rolling lift force compensation signal after amplitude limiting, wherein the turning lift force compensation instruction is as follows:
5. The method for controlling cornering lift compensation of a large amphibious four-bladed turboprop aircraft according to claim 4, wherein said step 22 comprises:
Step 22a, after multiplying the roll angle speed by the interpolation gain related to the airspeed, superposing the roll angle speed with the roll angle comprehensive instruction, and obtaining a roll angle change correction component signal through amplitude limiting;
and step 22b, multiplying the roll angle change correction component signal by the difference value between the attack angle protection threshold value and the attack angle, limiting the amplitude, and multiplying the roll angle, the airspeed and the flap position-related interpolation gain to obtain the processed roll lift force compensation signal.
6. The turning lift compensation control method of a large amphibious four-bladed turboprop of claim 5, further comprising: the interpolation gain related to the airspeed is designed in advance, and the way of designing the interpolation gain related to the airspeed is as follows:
Based on the characteristic that the rudder effectiveness of the aircraft increases with the increase of the airspeed, aiming at fixed lift force requirements, the deflection of the control surface is reduced by reducing the lift force compensation command when the airspeed increases, and the deflection of the control surface is increased by increasing the lift force compensation command when the airspeed decreases, so that the airspeed gain which decreases with the increase of the airspeed is designed.
7. The turning lift compensation control method of a large amphibious four-bladed turboprop of claim 5, further comprising: the interpolation gains related to the roll angle, the airspeed and the flap position are designed in advance, and the design mode is as follows:
Based on the asymmetric lifting force of the left wing and the right wing formed by the asymmetric slip flow generated by the four-turbine-propeller engine, when the lifting force compensation instruction is calculated, asymmetric gain is designed according to the direction of the rolling angle of the aircraft so as to offset the influence of the slip flow;
Based on the influence of the airspeed and the flap position of the airplane on the slip flow, the influence of the three variables of the roll angle, the airspeed and the flap position on the asymmetric slip flow of the airplane is corrected by combining the aerodynamic data of the airplane body, so that the interpolation gains related to the roll angle, the airspeed and the flap position are designed.
8. The method for controlling turning lift compensation of a large amphibious four-bladed turboprop aircraft according to any one of claims 5 to 7,
The clipping method in the step 22a is as follows: and limiting the turning lift force compensation range according to the aircraft attitude to prevent overcompensation under the conditions of overlarge pitch angle, rolling angle and attack angle.
9. A turning lift compensation control method for a large amphibious four-bladed turbine aircraft according to any one of claims 1 to 7, further comprising:
And step 3, the turning lift force compensation instruction obtained by the calculation in the step 2 is connected to a longitudinal normal mode control law of a main flight control so as to realize the lift force compensation of the amphibious four-wheeled turboprop aircraft in the turning process.
10. A computer-readable storage medium, comprising: a memory and a processor;
The memory is configured to hold executable instructions;
The processor configured to implement the cornering lift compensation control method of a large amphibious four-bladed turboprop aircraft according to any one of claims 1 to 9 when executing the executable instructions stored in the memory.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410199867.8A CN117902036A (en) | 2024-02-23 | 2024-02-23 | Turning lift force compensation control method for large amphibious four-generation turboprop aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410199867.8A CN117902036A (en) | 2024-02-23 | 2024-02-23 | Turning lift force compensation control method for large amphibious four-generation turboprop aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117902036A true CN117902036A (en) | 2024-04-19 |
Family
ID=90690923
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410199867.8A Pending CN117902036A (en) | 2024-02-23 | 2024-02-23 | Turning lift force compensation control method for large amphibious four-generation turboprop aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117902036A (en) |
-
2024
- 2024-02-23 CN CN202410199867.8A patent/CN117902036A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111123967B (en) | A landing control method for fixed-wing UAV based on adaptive dynamic inverse | |
| JP3024804B2 (en) | Aircraft landing control method | |
| JPH08310495A (en) | Method and system of generating rudder correction command for reducing undesirable transverse motion | |
| Zhang et al. | Sliding mode disturbance observer-based backstepping control for a transport aircraft | |
| CN1169552A (en) | Landing attitude modifier for airplane | |
| CN102411370B (en) | Method of controlling yawing movement of aircraft running along ground | |
| EP2500792B1 (en) | Variable maximum commandable roll rate for directional control of an aircraft during engine-out rolling maneuver | |
| CN101264797A (en) | A control method for unmanned aerial vehicle roll leveling | |
| US9272770B2 (en) | Method and apparatus for improved lateral control of an aircraft on the ground during takeoff | |
| CN105383684A (en) | Compensation control method for asymmetric thrust of plane | |
| CN113093774B (en) | Unmanned aerial vehicle running control method | |
| CN106054921A (en) | Crosswind control method and system for unmanned helicopter | |
| CN105947186A (en) | Neutral speed stability compensation control method | |
| US20160176522A1 (en) | Method and a system for determining an angular velocity in turning for a rotary wing aircraft | |
| US8812178B2 (en) | Method for automatic yaw axis control for aircraft with mechanical flight controls | |
| Schoser et al. | Preliminary control and stability analysis of a long-range eVTOL aircraft | |
| CN115542727A (en) | A method, device, and computer-readable storage medium for anti-ground effect disturbance control | |
| CN117902036A (en) | Turning lift force compensation control method for large amphibious four-generation turboprop aircraft | |
| CN114740902B (en) | Rocket-assisted launching and taking-off control method for unmanned aerial vehicle with flying wing layout | |
| CN115129084A (en) | Large-lateral-deviation landing deviation-correcting control method for flying wing layout unmanned aerial vehicle | |
| CN113741515A (en) | Non-zero landing running front wheel deviation correction control method and system for front wheel | |
| CN116039913B (en) | Method and system for inhibiting shake of aerial photography fixed wing unmanned aerial vehicle body | |
| JP2884072B2 (en) | Aircraft path angle control device | |
| US6195599B1 (en) | Method and device for decoupling of the behavior of an aircraft, particularly a helicopter | |
| Zuhair | Balancing an aircraft with symmetrically deflected split elevator and rudder during short landing run |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |