A coordinated control management system for aircraft multiple control surfaces

Abstract

The present application provides an aircraft multi-control surface coordinated control management system, including: an instruction preliminary allocation module, a reconstruction instruction generation module, a control efficiency conversion module, a polarity processing module, a control surface deviation limit and priority determination module, and an instruction redistribution module. The aircraft multi-control surface coordinated control management system and method provided by the present application can realize the coordinated scheduling, instruction conversion, fault reconstruction, deviation limit protection and other functions of multiple groups of functional redundant control surfaces in different flight phases, fully exert the aerodynamic redundancy of the aircraft, ensure flight safety, and is compatible with traditional control law design methods. It has strong applicability and versatility and high engineering value.

Description

Technical Field

[0001] The present application belongs to the field of flight control technology, and in particular relates to an aircraft multi-control surface coordinated control management system. Background Art

[0002] In order to meet the requirements of large passenger capacity, long range, low fuel consumption and other indicators, military or civilian aircraft are increasingly inclined to adopt multi-control surface layout aircraft.

[0003] Conventional aircraft generally use conventional control surfaces such as elevators, rudders, and ailerons to achieve three-axis control (pitch, roll, and yaw), and flaps / slats, spoilers, and other control surfaces to achieve lift and deceleration functions. There is a one-to-one correspondence between control surfaces and control axes, and the functions of different types of control surfaces are relatively independent. Modern aircraft are often equipped with multiple groups of functionally redundant control surfaces (such as elevators, spoilers, or embedded surfaces), and the aircraft's motion control is achieved through their reasonable coordination.

[0004] Differences in aircraft configurations lead to large differences in aerodynamic characteristics of aircraft in different flight phases, and the control objectives are also different. In theory, the same control effect can be achieved through a variety of control surface combinations, but different types of control surfaces (or combinations) have very different inherent action characteristics and have different impacts on the performance of the entire aircraft. Therefore, how to achieve the coordinated use of multiple sets of functional redundant control surfaces becomes a key issue, involving optimal combination coordinated scheduling, instruction priority determination, fault reconstruction and other aspects.

[0005] The academic community mostly relies on control allocation technology or methods (such as generalized inverse, direct allocation, mathematical programming, etc.), but because it ignores the inherent physical differences of different control surfaces, and there are problems such as real-time allocation and nonlinear efficiency, its promotion and application in engineering practice is limited. At present, there is still a lack of a multi-control surface coordinated control management method with complete functions and strong versatility. Summary of the invention

[0006] The purpose of the present application is to provide an aircraft multi-control surface coordinated control management system to solve or alleviate at least one problem in the background technology.

[0007] The technical solution of the present application is: an aircraft multi-control surface coordinated control management system, the system includes: an instruction preliminary allocation module, a reconstruction instruction generation module, a control efficiency conversion module, a polarity processing module, a control surface limit deviation and priority determination module, and an instruction redistribution module, wherein:

[0008] The command preliminary distribution module receives the aircraft three-axis control command, the lift control command CmdHL, the deceleration control command CmdSpd, the command CmdAct generated by the active control function, as well as the configuration identification, flight status information, the flight control system working mode identification, and the health information of each independent control surface. When all control surfaces are normal, according to the established control surface combination use plan, each type of control command Cmd(x) is distributed to each control surface δ i , forming a preliminary instruction set CmdSet and passing it to the manipulation efficiency conversion module;

[0009] When some control surfaces fail, the reconstruction instruction generation module sets the control instruction value of the failed control surface to the fail-safe value SafeValue, and generates a fault reconstruction instruction CmdSetRec of the failed control surface, and transmits it to the control efficiency conversion module;

[0010] The control efficiency conversion module comprehensively processes the instruction sets CmdSet, CmdSetRec, and CmdSetRassign transmitted by the instruction preliminary distribution module, the reconstruction instruction generation module, and the instruction redistribution module, and converts them into physical deflection instructions for each specific control surface according to the current flight status information of the aircraft;

[0011] The polarity processing module converts the polarity of different types of control instructions received by each control surface according to the polarity of the control instruction;

[0012] The control surface limit deviation and priority determination module is based on the aircraft dynamic pressure q c or Mach number Ma information, to limit the command input of each independent control surface. c , after the Mach number Ma fails, it is set to a safe value, as well as the control surface command set output by the receiving polarity processing module, the deflection range constraint [δ imin ,δ imax ] For control surfaces that need to execute multiple types of control instructions at the same time, the magnitude of the various instructions that can be executed is determined according to the aircraft configuration or flight phase identification;

[0013] The command redistribution module (6) redistributes and transmits the control command CmdSetRassign that has not been executed for the saturated control surface.

[0014] Furthermore, the magnitude of each type of control instruction Cmd(x) is determined by its corresponding main control surface or combination δ main_x Efficiency calculation.

[0015] Furthermore, the preliminary instruction set is:

[0016] CmdSet=Kassign ×[CmdPit,CmdRol,CmdYaw,CmdHL,CmdSpd,…] T

[0017] Among them, K assign is the n×m dimensional preliminary allocation matrix, where n is the number of all control surfaces, m is the number of instruction types, and K assign Any row of represents the type of instruction that the specific control surface participates in executing. If the matrix element is 0, it means that the control surface does not participate in executing this type of control instruction; if the matrix element is non-zero, it means that the control surface participates in providing the stress or torque value K corresponding to the control instruction Cmd(x). ij times, K ij ≤1.0.

[0018] Furthermore, the instruction set CmdSet instruction conversion process is:

[0019] Through the efficiency conversion matrix R t The elements of each row of the instruction set CmdSet are converted into the deflection instructions of the corresponding control surface. The efficiency conversion matrix R t Each column element in represents the main control surface or combination δ corresponding to the column main_m With each independent control surface δ i or combination (δ i ,δ' i ,…), where δ' i is δ i Symmetrical control surfaces on opposite sides.

[0020] Furthermore, the instruction set CmdSetRec instruction conversion process is:

[0021] The conversion of each element in the instruction set CmdSetRec needs to be determined according to its specific reconstruction alternative control surface or combination.

[0022] Furthermore, the instruction set CmdSetRassign instruction conversion process implements instruction conversion according to the established control surface assistance strategy.

[0023] The aircraft multi-control surface coordinated control management system and method provided in the present application can realize the coordinated scheduling, command conversion, fault reconstruction, deviation protection and other functions of multiple groups of functional redundant control surfaces in different flight phases, give full play to the aerodynamic redundancy of the aircraft, ensure flight safety, and is compatible with traditional control law design methods, with strong applicability and versatility and high engineering value. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solution provided by the present application, the following is a brief introduction to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of the present application.

[0025] Figure 1 This is the intention of the aircraft multi-control surface coordinated control management system of this application.

[0026] Figure 2 Schematic diagram of the remaining roll instruction calculation process in this application. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below in conjunction with the drawings in the embodiments of this application.

[0028] like Figure 1 As shown, the present application provides an aircraft multi-control surface coordinated control management system and method, the system includes an instruction preliminary allocation module 1, a reconstruction instruction generation module 2, a control efficiency conversion module 3, a polarity processing module 4, a control surface limit deviation and priority determination module 5, and an instruction redistribution module 6. The process of each module is as follows:

[0029] 1. Initial instruction allocation module

[0030] Receive aircraft three-axis control instructions (pitch CmdPit, roll CmdRol, yaw CmdYaw), lift control instructions CmdHL, deceleration control instructions CmdSpd, instructions CmdAct generated by active control functions (if any), configuration identifiers (such as landing gear position, lift control device position, etc.), flight status information, flight control system working mode identifiers, health information (Failure) of each independent control surface, etc., and complete the preliminary allocation of control instructions in normal status.

[0031] The magnitude of each type of control instruction Cmd(x) is determined by its corresponding main control surface (or combination) δ main_x The efficiency calculation is carried out according to the requirements of GB14410.1-2008.

[0032] When all control surfaces are normal, according to the established control surface combination scheme (including main control and auxiliary schemes, which have been determined offline), the above-mentioned types of control instructions Cmd(x) are allocated to each specific control surface δ i , forming a preliminary instruction set CmdSet and passing it to the operation efficiency conversion module 3:

[0033] Initial command set CmdSet = K assign ×[CmdPit,CmdRol,CmdYaw,CmdHL,CmdSpd,…]T

[0034] Among them, K assign is the n×m dimensional preliminary allocation matrix, where n is the number of all control surfaces, m is the number of instruction types, and K assign Any row of represents the type of instruction that the specific control surface participates in executing. If the matrix element is 0, it means that the control surface does not participate in executing this type of control instruction; if the matrix element is non-zero, it means that the control surface participates in providing the stress or torque value K corresponding to the control instruction Cmd(x). ij times (K ij ≤1.0).

[0035] 2. Reconstruction instruction generation module

[0036] When some control surfaces fail, the control command value of the faulty control surface is set to the fault safety value SafeValue (the value is determined offline based on the evaluation result of the impact of the control surface failure on the aircraft), and the fault reconstruction instruction CmdSetRec of the faulty control surface is generated and passed to the control efficiency conversion module 3.

[0037] Essentially, the fault reconstruction instruction CmdSetRec is the row corresponding to the fault control surface in the instruction set CmdSet.

[0038] 3. Operation efficiency conversion module

[0039] After comprehensive processing of the instruction sets CmdSet, CmdSetRec, and CmdSetRassign transmitted by the instruction preliminary distribution module 1, the reconstruction instruction generation module 2, and the instruction redistribution module 6, and according to the current flight status information of the aircraft (such as the angle of attack α, the dynamic pressure q c Or Mach number Ma), converted into physical deflection instructions for each specific control surface.

[0040] (a) CmdSet command conversion:

[0041] The elements of each row of the instruction set CmdSet are converted into the deflection instructions of the corresponding control surface, specifically through the efficiency conversion matrix R t Realization. t Each column element in represents the main control surface (or combination) corresponding to the column δ main_m With each independent control surface δ i or combination (δ i ,δ' i ,…)) of the force / torque efficiency, where δ' i is δ i Generally, for fixed-wing aircraft, in addition to yaw commands, execution of pitch, roll, deceleration, and lift increase commands all involve paired control surfaces.

[0042] For example, the mth column of CmdSet represents the pitch control command. When the i-th control surface belongs to the pitch master control surface combination δ main_m When R t_im =1; otherwise, R t_im Main control surface (or combination)δ main_m The ratio of the efficiency of all other control surfaces involved in pitch control command is

[0043] (b) CmdSetRec command conversion:

[0044] The conversion of each element in CmdSetRec needs to be determined according to its specific reconstructed alternative control surface (or combination). Since the reconstruction replacement strategy after each control surface failure has been determined offline, the corresponding conversion parameters are determined.

[0045] For example, if the i-th control surface fails, the corresponding CmdSetRec elements (pitch, roll instructions, etc.) and the replaced control surfaces (or combinations) are δ j , δ k The conversion parameters are in Represent the pitch and roll control efficiency respectively.

[0046] (c) CmdSetRassign command conversion:

[0047] According to the established control surface assistance strategy (determined offline), command conversion is achieved, which is the same as (b).

[0048] 4. Polarity processing module

[0049] The polarity of the control command Cmd(x) complies with the provisions of GB14410.1-2008, that is, "positive control command corresponds to negative torque / force"; and for each control surface δ i Define the trailing edge as positive if it is downward and negative if it is upward.

[0050] The main function of this link is to perform necessary polarity conversion on the different types of control instructions received by each control surface according to the polarity of the control instructions.

[0051] 5. Control surface deviation limit and priority determination module

[0052] (a) Control surface deflection limit

[0053] In order to ensure the structural safety of the aircraft when it is in high-speed (large dynamic pressure) flight state, the use (deflection) range of the control surface needs to be limited and protected according to the flight state of the aircraft.

[0054] This unit is based on the aircraft dynamic pressure qc (or Mach number Ma) information, and restrict the command input of each independent control surface. Specifically, the interpolation function f min_i (q c ,Ma),f min_i (q c ,Ma) constrains the upper and lower limits of each control surface command [δ imin ,δ imax ]Thereby ensuring the structural safety of the aircraft.

[0055] When c , after Ma fails, it is set to a safe value to ensure structural safety.

[0056] (b) Priority determination

[0057] This link receives the control surface command set output by "Polarity Processing 4" and the deflection range constraint [δ imin ,δ imax ] For control surfaces that need to execute multiple types of control instructions simultaneously, the magnitude of the various instructions that can be executed is determined based on the aircraft configuration / flight phase identification (such as landing gear position, high lift control device position).

[0058] The specific judgment shall be based on the command priority scheme determined offline. The priority design varies depending on the flight phase, stability or other constraints of the specific aircraft. During the take-off and landing phase, priority is given to ensuring the aircraft's lift demand (to ensure the take-off and landing performance of the entire aircraft, such as taxiing and landing distance). For the control surfaces that need to participate in the execution of lift-enhancing commands, lift-enhancing commands have the highest priority; for other types of control surfaces, since advanced multi-control surface layout aircraft usually adopt pitch axis and yaw axis relaxed static stability design, the pitch and yaw control commands have a higher priority, and the roll and deceleration control commands have the lowest priority.

[0059] A control surface that simultaneously executes pitch and roll commands x Take δ' as an example to illustrate the specific implementation of priority determination. x is δ x The symmetrical opposite side control surface has a deflection range of [δ xmin ,δ xmax ]. Assume that the pitch command δ e Priority over roll command δ a , then it is determined that the rolling command value range δ that the control surface can still execute xa_pri for:

[0060] δ xa_pri =[-min{|δ xmin -δ e |,|δ xmax -δe |},+min{|δ xmin -δ e |,|δ xmax -δ e |}]

[0061] 6. Instruction redistribution module

[0062] This module mainly targets saturated control surfaces and reallocates and transfers the control instructions CmdSetRassign that have not been executed (i.e., further enables the "auxiliary" control surfaces to give full play to the aerodynamic redundancy of the aircraft control surfaces).

[0063] For example, in certain flight conditions (low speed) or large maneuvering conditions (multiple axis compound), the requirements for pitch and roll control efficiency are very high, resulting in the control surface δ x Saturation occurs, which means that the roll command δ a The execution failed to meet the requirements (because the pitch command δ e Priority is given to the aircraft, and the remaining roll command can be passed to a specific control surface (such as a spoiler) for execution. The calculation of the remaining roll command can be performed as follows: Figure 2 The structure shown is implemented.

[0064] The aircraft multi-control surface coordinated control management system and method provided in the present application can realize the coordinated scheduling, command conversion, fault reconstruction, deviation protection and other functions of multiple groups of functional redundant control surfaces in different flight phases, give full play to the aerodynamic redundancy of the aircraft, ensure flight safety, and is compatible with traditional control law design methods, with strong applicability and versatility and high engineering value.

[0065] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. An aircraft multi-control surface coordinated control management system, characterized in that: The system comprises: a command preliminary allocation module (1), a reconstruction command generation module (2), a control efficiency conversion module (3), a polarity processing module (4), a control surface deviation limit and priority determination module (5), and a command redistribution module (6), wherein: The command preliminary distribution module (1) receives the aircraft three-axis control command, the lift control command CmdHL, the deceleration control command CmdSpd, the command CmdAct generated by the active control function, as well as the configuration identification, the flight status information, the flight control system working mode identification, and the health information of each independent control surface, and when all the control surfaces are normal, according to the established control surface combination use plan, distributes each type of control command Cmd(x) to each control surface δ i , forming a preliminary instruction set CmdSet and passing it to the manipulation efficiency conversion module (3); When a certain control surface fails, the reconstruction instruction generation module (2) sets the control instruction value of the failed control surface to a fail-safe value SafeValue, and generates a failure reconstruction instruction CmdSetRec of the failed control surface, and transmits it to the control efficiency conversion module (3); The control efficiency conversion module (3) performs comprehensive processing on the instruction sets CmdSet, CmdSetRec and CmdSetRassign transmitted by the instruction preliminary distribution module (1), the reconstruction instruction generation module (2) and the instruction redistribution module (6), and converts them into physical deflection instructions for each specific control surface according to the current flight status information of the aircraft; The polarity processing module (4) performs polarity conversion on different types of control instructions received by each control surface according to the polarity of the control instruction; The control surface limit deviation and priority determination module (5) is based on the aircraft dynamic pressure q c or Mach number Ma information, to limit the command input of each independent control surface. c , after the Mach number Ma fails, it is set to a safe value, and the control surface command set output by the receiving polarity processing module (4) and the deflection range constraint [δ imin ,δ imax ] For control surfaces that need to execute multiple types of control instructions at the same time, the magnitude of the various instructions that can be executed is determined according to the aircraft configuration or flight phase identification; The command redistribution module (6) redistributes and transmits the control command CmdSetRassign that has not been executed for the saturated control surface.

2. The aircraft multi-control surface coordinated control management system according to claim 1, characterized in that: The magnitude of each type of control command Cmd(x) is determined by its corresponding main control surface or combination δ main_x Efficiency calculation.

3. The aircraft multi-control surface coordinated control management system according to claim 2, characterized in that: The preliminary instruction set is: CmdSet=K assign ×[CmdPit,CmdRol,CmdYaw,CmdHL,CmdSpd,…] T Among them, K assign is the n×m dimensional preliminary allocation matrix, where n is the number of all control surfaces, m is the number of instruction types, and K assign Any row of represents the type of instruction that the specific control surface participates in executing. If the matrix element is 0, it means that the control surface does not participate in executing this type of control instruction; if the matrix element is non-zero, it means that the control surface participates in providing the stress or torque value K corresponding to the control instruction Cmd(x). ij times, K ij ≤1.

0.

4. The aircraft multi-control surface coordinated control management system according to claim 1, characterized in that: The instruction set CmdSet instruction conversion process is: Through the efficiency conversion matrix R t The elements of each row of the instruction set CmdSet are converted into the deflection instructions of the corresponding control surface. The efficiency conversion matrix R t Each column element in represents the main control surface or combination δ corresponding to the column main_m With each independent control surface δ i or combination (δ i ,δ i ',...), where δ i ' is δ i Symmetrical control surfaces on opposite sides.

5. The aircraft multi-control surface coordinated control management system according to claim 4, characterized in that: The instruction set CmdSetRec instruction conversion process is: The conversion of each element in the instruction set CmdSetRec needs to be determined according to its specific reconstruction alternative control surface or combination.

6. The aircraft multi-control surface coordinated control management system according to claim 5, characterized in that: The instruction set CmdSetRassign instruction conversion process implements instruction conversion according to the established control surface assistance strategy.

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