Aircraft adaptive speed control method, device, equipment and storage medium

Abstract

The present invention discloses an aircraft adaptive speed control method, device, equipment and storage medium, and relates to the field of aircraft control technology. The aircraft adaptive speed control method comprises the following steps: adjusting the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft; and controlling the cruising speed of the aircraft according to the fuel flow control equivalence ratio adjusted in real time. The present invention realizes the cruising speed control of the liquid ramjet powered aircraft by performing an adaptive control scheme for liquid ramjet engine fuel flow regulation speed control through online thrust-drag characteristic identification and speed deviation feedback.

Description

Technical Field

[0001] The present invention relates to the field of aircraft control technology, and in particular to an aircraft adaptive speed control method, device, equipment and storage medium. Background Art

[0002] With the advancement of air defense and anti-missile technology, the demand for hypersonic aircraft with long range and penetration capability is gradually increasing. Conventional unpowered hypersonic aircraft generally adopt a boost-glide solution, using a large lift-to-drag ratio aerodynamic shape for unpowered gliding flight, but the maneuverability and range are limited. Hypersonic aircraft that use ramjet engines as cruise power take advantage of the ramjet engine's high-speed operation to greatly increase the attack range and penetration capability. Compared with solid ramjet engines, aircraft using liquid ramjet engines have the characteristics of adjustable thrust and high fuel specific thrust, and are the research focus of high-speed aircraft.

[0003] Since the flight environment changes greatly during the long-range and wide-area cruise process, it is difficult for aircraft using liquid ramjet engines to obtain accurate thrust-drag characteristic data, and the fuel adjustment command range of the liquid ramjet engine is limited by the engine's operating performance envelope, so the aircraft control system needs to design the engine fuel adjustment command.

[0004] Existing engine fuel regulation instructions are usually implemented using thrust feedback or speed feedback control methods. However, due to deviations in aerodynamic parameters and engine thrust, as well as changes in the atmospheric environment and wind field interference during long-term, wide-range flight, the aircraft's speed may continue to have large control deviations during actual cruise flight and affect the engine's operating performance. When the thrust-drag characteristic deviation is large, it may even cause the aircraft to continue to decelerate or accelerate for a long time, and ultimately the flight speed range exceeds the flight envelope. Summary of the invention

[0005] In view of the defects existing in the prior art, the first aspect of the present invention provides an aircraft adaptive speed control method, which realizes the cruise speed control of the liquid ramjet powered aircraft by performing an adaptive control scheme for liquid ramjet engine fuel flow regulation speed control through online thrust-drag characteristic identification and speed deviation feedback.

[0006] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0007] An aircraft adaptive speed control method, the method comprising the following steps:

[0008] The fuel flow control equivalence ratio is adjusted according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft;

[0009] The cruising speed of the aircraft is controlled according to the fuel flow control equivalence ratio adjusted in real time.

[0010] In some embodiments, adjusting the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft includes:

[0011] Calculate the thrust-drag relative deviation of the engine according to the identified thrust of the engine and the theoretical thrust of the engine;

[0012] According to the thrust-drag relative deviation of the engine, the corrected fuel flow program equivalence ratio is calculated;

[0013] Calculate a fuel flow program equivalence ratio increment based on the aircraft's speed deviation;

[0014] The fuel flow control equivalence ratio is adjusted based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment.

[0015] In some embodiments, the step of calculating the thrust-drag relative deviation of the engine according to the identified thrust of the engine and the theoretical thrust of the engine includes:

[0016] According to the formula: Calculate the engine's identified thrust F Engine,bs , where A x1,lb is the axial overload A of the aircraft x1 Filtered axial overload, m fly is the mass of the aircraft, g is the acceleration due to gravity, CA = f CA (Ma fly , α fly ) is the aircraft axial force coefficient, f CA is a two-dimensional linear interpolation function, Ma fly is the Mach number, α fly is the flight angle of attack, ρ is the atmospheric density at the current cruising altitude, V fly is the total velocity of the aircraft, S is the characteristic area of ​​the aircraft;

[0017] According to the formula: F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly ), calculate the theoretical thrust F of the engine Engine,std , where f F is a two-dimensional linear interpolation function, H fly is the altitude, ER fly is the fuel flow control equivalence ratio of the previous calculation cycle;

[0018] According to the formula: k dltF =(F Engine,bs -F Engine,std) / F Engine,std , calculate the relative deviation k of the engine thrust resistance dltF .

[0019] In some embodiments, the step of calculating the corrected fuel flow program equivalence ratio according to the thrust-drag relative deviation of the engine includes:

[0020] Set the data buffer according to the formula: Calculate the relative deviation k of the engine thrust resistance in the data buffer area dltF The average Among them, T hcq To set the data buffer time length;

[0021] Set the push resistance deviation threshold k set , according to the formula Calculate the fuel flow program equivalence ratio adjustment level N, where abs is the absolute value function and int is the rounding down function;

[0022] According to the formula: Calculate the corrected fuel flow program equivalence ratio ER stdxz , where sign is the sign function, k xz is the correction factor.

[0023] In some embodiments, the step of calculating the fuel flow program equivalence ratio increment according to the speed deviation of the aircraft includes:

[0024] Get the longitudinal velocity V of the ground launch system output by the navigation system during the cruise flight phase x,fly ;

[0025] According to the formula: dltER = k ER ·[k 1v ·(V x,fly -V x,std )+k 2v ·∫(V x,fly -V x,std )], calculate the fuel flow program equivalence ratio increment dltER, where k ER , k 1v , k 2v is the speed control coefficient, V x,std The longitudinal velocity of the ground launch system set for the cruise phase of flight.

[0026] In some embodiments, adjusting the fuel flow control equivalence ratio based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment includes:

[0027] According to the formula: ER zl0 =ER stdxz+dltER Calculate fuel flow regulation equivalence ratio ER zl0 ;

[0028] Adjust the equivalence ratio ER for fuel flow zl0 A limiting process is performed to obtain an adjusted fuel flow control equivalence ratio.

[0029] In some embodiments, the fuel flow rate adjustment equivalence ratio ER zl0 Perform limiting processing to obtain the adjusted fuel flow control equivalence ratio, including:

[0030] According to the engine performance constraints, the fuel flow rate is adjusted to the equivalence ratio ER zl0 Perform limiting processing to obtain the fuel flow regulation equivalent ratio ER after limiting zl1 :

[0031]

[0032] Among them, ER max and ER min Adjusting the limit value of the equivalence ratio for the fuel flow;

[0033] According to the engine performance constraints, the fuel flow after limiting is adjusted to the equivalent ratio ER zl1 Perform rate-of-change limiting processing to obtain the fuel flow control equivalent ratio ER after rate-of-change limiting zl :

[0034]

[0035] Among them, dER lim is the fuel flow rate adjustment equivalence ratio change rate limit value, T0 is the calculation period, ER zl1,j-1 For ER zl1 The value of the previous calculation cycle.

[0036] The second aspect of the present invention provides an aircraft adaptive speed control device, which implements an adaptive control scheme for liquid ramjet engine fuel flow regulation speed control through online thrust-drag characteristic identification and speed deviation feedback, thereby achieving cruising speed control of the liquid ramjet powered aircraft.

[0037] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0038] An aircraft adaptive speed control device, comprising:

[0039] An adjustment module, which is used to adjust the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft;

[0040] The control module is used to control the cruising speed of the aircraft according to the fuel flow control equivalence ratio adjusted in real time.

[0041] A third aspect of the present invention provides a device.

[0042] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0043] A device comprises a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, the steps of the above-mentioned aircraft adaptive speed control method are implemented.

[0044] A fourth aspect of the present invention provides a computer-readable storage medium, which.

[0045] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0046] A computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, the steps of the above-mentioned aircraft adaptive speed control method are implemented.

[0047] Compared with the prior art, the advantages of the present invention are:

[0048] The aircraft adaptive speed control method of the present invention online identifies the thrust-drag deviation of the aircraft, adjusts the fuel flow program equivalence ratio according to the identified thrust-drag deviation to eliminate the static error of speed control, and uses speed deviation feedback to calculate the fuel flow program equivalence ratio increment to control the cruising speed, thereby realizing adaptive control of the cruising speed of the aircraft for a long time in a large airspace. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 is a flow chart of an aircraft adaptive speed control method in an embodiment of the present invention;

[0050] Figure 2 for Figure 1 Flow chart of step S1 in FIG.

[0051] Figure 3 is a curve diagram of the cruise flight Mach number in an embodiment of the present invention;

[0052] Figure 4 It is a curve diagram of the cruise flight fuel flow control equivalence ratio in an embodiment of the present invention. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0054] See also Figure 1 As shown, an embodiment of the present invention provides an aircraft adaptive speed control method, the method comprising the following steps:

[0055] S1. According to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft, the fuel flow control equivalence ratio is adjusted.

[0056] S2. Control the cruising speed of the aircraft according to the fuel flow control equivalence ratio adjusted in real time.

[0057] In a specific implementation, step S1 includes:

[0058] S11. Calculate the thrust-drag relative deviation of the engine based on the identified thrust of the engine and the theoretical thrust of the engine.

[0059] According to the formula: Calculate the engine's identified thrust F Engine,bs , where A x1,lb is the axial overload A of the aircraft x1 Filtered axial overload, m fly is the mass of the aircraft, g is the acceleration due to gravity, CA = f CA (Ma fly , α fly ) is the aircraft axial force coefficient, f CA is a two-dimensional linear interpolation function, Ma fly is the Mach number, α fly is the flight angle of attack, ρ is the atmospheric density at the current cruising altitude, V fly is the total velocity of the aircraft, and S is the characteristic area of ​​the aircraft.

[0060] According to the formula: F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly ), calculate the theoretical thrust F of the engine Engine,std , where f F is a two-dimensional linear interpolation function, H fly is the altitude, ER flyIt is the fuel flow control equivalence ratio of the previous calculation cycle.

[0061] According to the formula: k dltF =(F Engine,bs -F Engine,std ) / F Engine,std , calculate the relative deviation k of the engine thrust resistance dltF .

[0062] It is worth noting that the engine in this embodiment is a liquid ramjet engine. In order to calculate the identification thrust of the engine, it is necessary to calculate the liquid ramjet engine thrust interpolation table under different working conditions based on the liquid ramjet engine thrust model.

[0063] Specifically, the thrust model of the liquid ramjet engine is:

[0064]

[0065] Among them, F Engine is the thrust of the liquid ramjet engine, Isp is the fuel specific impulse, is the fuel flow rate, k Engine is the thrust coefficient, ER is the fuel flow control equivalence ratio, f Isp is the functional relationship between fuel specific impulse and Mach number ma and fuel flow control equivalence ratio ER, f dm It is the functional relationship between fuel flow and Mach number ma, angle of attack α, sideslip angle β, altitude H, and equivalence ratio ER.

[0066] Then, the flight state envelope is determined according to the working performance constraints of the liquid ramjet engine, including the envelope range of the Mach number ma, angle of attack α, sideslip angle β, altitude H, and fuel flow control equivalence ratio ER. Considering that the aircraft generally adopts the BTT turning control method during the cruise process, the sideslip angle β can be set to zero.

[0067] Then, by calculating the thrust of the liquid ramjet engine under different Mach numbers ma, angle of attack α, altitude H, and fuel flow control equivalence ratio ER, the thrust four-dimensional interpolation table f is obtained. F (Ma, α, H, ER).

[0068] Finally, substituting the data, we can get: F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly ).

[0069] For the theoretical thrust of the engine;

[0070] First, obtain the axial overload A of the missile system output by the navigation system during the cruise flight phase. x1, Mach number Ma fly , flight angle of attack α fly , altitude H fly , total speed V fly , actual fuel flow Fuel flow control equivalence ratio ER of the previous calculation cycle fly .

[0071] The axial overload A under the elastic system x1 It is the overload value under the action of aerodynamic force and thrust other than gravity, measured by the aircraft inertial measurement device. Measured by the liquid ramjet engine fuel flow meter.

[0072] Next, the filter is designed to deal with the axial overload A of the aircraft. x1 Perform filtering calculation to obtain the filtered axial overload A x1,lb , A x1,lb =H(z)·A x1 , H(z) is the filter function.

[0073] Then through the Mach number Ma fly 、Flight angle of attack α fly The axial force coefficient of the aircraft is obtained by performing two-dimensional linear interpolation calculation.

[0074] CA=f CA (Ma fly , α fly ), f CA is a two-dimensional linear interpolation function.

[0075] According to the fuel flow The mass of the aircraft m is obtained by integration fly .

[0076] m0 is the initial mass of the vehicle at the time of ignition of the liquid ramjet engine.

[0077] Finally, the thrust of the liquid ramjet engine is calculated online, that is, the engine's identified thrust F Engine,bs .

[0078] Among them, ρ is the atmospheric density at the current cruising altitude, and S is the characteristic area of ​​the aircraft.

[0079] S12. Calculate the corrected fuel flow program equivalence ratio based on the thrust-drag relative deviation of the engine.

[0080] Set the data buffer according to the formula: Calculate the relative deviation k of the engine thrust resistance in the data buffer area dltF The average Among them, T hcq To set the data buffer time length.

[0081] Set the push resistance deviation threshold k set , according to the formula Calculate the fuel flow program equivalence ratio adjustment level N, where abs is the absolute value function and int is the floor rounding function.

[0082] According to the formula: Calculate the corrected fuel flow program equivalence ratio ER stdxz , where sign is the sign function, k xz is the correction factor.

[0083] S13. Calculate the fuel flow program equivalence ratio increment according to the speed deviation of the aircraft.

[0084] Get the longitudinal velocity V of the ground launch system output by the navigation system during the cruise flight phase x,fly ;

[0085] According to the formula: dltER = k ER ·[k 1v ·(V x,fly -V x,std )+k 2v ·∫(V x,fly -V x,std )], calculate the fuel flow program equivalence ratio increment dltER, where k ER , k 1v , k 2v is the speed control coefficient, V x,std The longitudinal velocity of the ground launch system set for the cruise flight phase, where the integral coefficient k 2v You can choose whether to add it according to the control accuracy requirements.

[0086] S14. Based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment, adjust the fuel flow control equivalence ratio.

[0087] According to the formula: ER zl0 =ER stdxz +dltER Calculate fuel flow regulation equivalence ratio ER zl0 ;

[0088] Adjust the equivalence ratio ER for fuel flow zl0 A limiting process is performed to obtain an adjusted fuel flow control equivalence ratio.

[0089] The limiting process in this embodiment mainly includes two parts:

[0090] First, according to the engine performance constraints, the fuel flow rate is adjusted to the equivalence ratio ERzl0 Perform limiting processing to obtain the fuel flow regulation equivalent ratio ER after limiting zl1 :

[0091]

[0092] Among them, ER max and ER min Adjusting the limit value of the equivalence ratio for the fuel flow;

[0093] Then, according to the engine performance constraints, the equivalence ratio ER is adjusted for the limited fuel flow zl1 Perform rate-of-change limiting processing to obtain the fuel flow control equivalent ratio ER after rate-of-change limiting zl :

[0094]

[0095] Among them, dER lim is the fuel flow rate adjustment equivalence ratio change rate limit value, T0 is the calculation period, ER zl1,j-1 For ER zl1 The value of the previous calculation cycle.

[0096] The following is a specific example to further illustrate:

[0097] Step 1: Assume that the initial cruising mass of the aircraft is 4400kg, the cruising altitude is 15km~30km, the cruising Mach number is Ma4~Ma8, the cruising angle of attack is 0°~20°, the sideslip angle is zero, the fuel flow equivalence ratio is 0.2~1.8, and the characteristic area of ​​the aircraft is S=0.5m 2 .

[0098] Step 2: According to the liquid ramjet engine thrust model, calculate the liquid ramjet engine thrust interpolation table f under different working conditions F (Ma, α, H, ER).

[0099] Step 3: Online calculation of the thrust-drag characteristic deviation during cruise flight.

[0100] Assuming the result of navigation calculation output, the axial overload A under the missile system x1 After the filter A x1,lb =0.1627m / s 2 , Mach number Ma fly =5.668, flight angle of attack α fly =8.247°, altitude H fly =25000m, total speed V fly =1691m / s, current aircraft mass m fly =1990kg, current fuel flow control equivalent ratio ERfly =1.0319, current atmospheric density ρ = 0.0401 kg / m 3 , gravitational acceleration constant g = 9.8 m / s 2 , the current fuel flow control program equivalence ratio ER std =1.2.

[0101] By Mach number Ma fly 、Flight angle of attack α fly Perform two-dimensional linear interpolation to obtain the aircraft axial force coefficient CA = f CA (Ma fly , α fly )=-0.5989.

[0102] Online identification and calculation of liquid ramjet engine thrust, i.e. identification thrust F Engine,bs .

[0103]

[0104] According to the Mach number fly 、Flight angle of attack α fly 、Altitude H fly , Current fuel flow control equivalence ratio ER fly The theoretical thrust F is obtained by four-dimensional interpolation calculation Engine,std .

[0105] F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly )=15018N

[0106] Calculation of relative deviation k of thrust-drag characteristics of liquid ramjet engine dltF .

[0107] k dltF =(F Engine,bs -F Engine,std ) / F Engine,std =0.09988

[0108] Setting T hcq = 10s data buffer area, calculate the relative deviation k of the thrust-drag characteristics of the liquid ramjet engine in the data buffer area dltF The average

[0109]

[0110] Step 4: After the liquid ramjet engine is ignited and passes through the data buffer area, every time T xz=10s, adjust the fuel flow control program equivalence ratio instruction according to the identified thrust-resistance deviation, and calculate the corrected program equivalence ratio ER stdxz .

[0111] Set the push resistance deviation threshold k set =0.05, based on the average relative deviation of the thrust-resistance characteristics and threshold k set , calculate the program equivalence ratio instruction adjustment level N.

[0112]

[0113] Take the correction factor k xz =-0.07, calculate the corrected program equivalence ratio ER stdxz .

[0114]

[0115] Step 5: Calculate the liquid ramjet engine fuel flow regulation equivalence ratio instruction ER zl .

[0116] Set the speed control coefficient k ER =1.0, k 1v =-0.006, k 2v = 0. Obtain the longitudinal velocity V of the ground launch system output by the navigation system during the cruise flight phase x,fly =1682.88m / s, the program longitudinal velocity V under the ground launch system x,std =1682.77m / s, calculate the program equivalent ratio increment dltER based on the speed deviation feedback.

[0117] dltER=k ER ·[k 1v ·(V x,fly -V x,std )+k 2v ·∫(V x,fly -V x,std )]=0.0007

[0118] Calculate the fuel flow regulation equivalence ratio command ER zl0 .

[0119] ER zl0 =ER stdxz +dltER=1.0327.

[0120] According to the performance constraints of the liquid ramjet engine, the fuel flow rate is adjusted to the equivalence ratio instruction ER. zl0 Limiting processing, ER max =1.4, ER min=0.6, and the fuel flow regulation equivalent ratio instruction ER after limiting is obtained zl1 =1.0327.

[0121] According to the performance constraints of the liquid ramjet engine, the fuel flow rate is adjusted to the equivalence ratio instruction ER. zl1 Perform change rate limiting processing, and the equivalent ratio change rate limit value is dER lim =0.05, calculation period T0 = 0.005s, the final fuel flow control equivalent ratio ER is obtained zl =1.0324.

[0122] Through the above steps, the fuel flow control equivalent ratio ER of the aircraft cruising speed control based on the liquid ramjet engine can be obtained. zl . When the aerodynamic parameters are pulled 20%, the engine thrust is pulled 10%, and there is a 10m / s wind field interference during the flight process, the aircraft can cruise stably within the required flight envelope during a 1000s long-term cruise. The implementation effect is as follows Figure 3 and Figure 4 As shown by Figure 3 It can be seen that the flight Mach number is in the range of Ma5.4 to Ma5.8. Figure 4 It can be seen that the fuel flow control equivalence ratio of the liquid ramjet engine is continuously corrected in a closed loop as the flight status changes.

[0123] In summary, the aircraft adaptive speed control method of the present invention, through online identification of the thrust-drag deviation of the aircraft, adjusts the fuel flow program equivalence ratio according to the identified thrust-drag deviation to eliminate the static error of speed control, and uses speed deviation feedback to calculate the fuel flow program equivalence ratio increment to control the cruising speed, thereby realizing adaptive control of the cruising speed of the aircraft for a long time in a large airspace.

[0124] At the same time, an embodiment of the present invention also provides an aircraft adaptive speed control device, which includes an adjustment module and a control module.

[0125] The adjustment module is used to adjust the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft. The control module is used to control the cruising speed of the aircraft according to the fuel flow control equivalence ratio adjusted in real time.

[0126] In some embodiments, the adjustment module adjusts the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft, including:

[0127] The relative thrust-drag deviation of the engine is calculated based on the identified thrust of the engine and the theoretical thrust of the engine.

[0128] According to the relative deviation of thrust and drag of the engine, the corrected fuel flow program equivalence ratio is calculated.

[0129] Calculates the fuel flow program equivalence ratio increment based on the aircraft speed deviation.

[0130] The fuel flow control equivalence ratio is adjusted based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment.

[0131] Furthermore, the adjustment module calculates the thrust-drag relative deviation of the engine according to the identified thrust of the engine and the theoretical thrust of the engine, including:

[0132] According to the formula: Calculate the engine's identified thrust F Engine,bs , where A x1,lb A is the axial overload of the aircraft x1 Filtered axial overload, m fly is the mass of the aircraft, g is the acceleration due to gravity, CA = f CA (Ma fly , α fly ) is the aircraft axial force coefficient, f CA is a two-dimensional linear interpolation function, Ma fly is the Mach number, α fly is the flight angle of attack, ρ is the atmospheric density at the current cruising altitude, V fly is the total velocity of the aircraft, S is the characteristic area of ​​the aircraft;

[0133] According to the formula: F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly ), calculate the theoretical thrust F of the engine Engine,std , where f F is a two-dimensional linear interpolation function, H fly is the altitude, ER fly is the fuel flow control equivalence ratio of the previous calculation cycle;

[0134] According to the formula: k dltF =(F Engine,bs -F Engine,std ) / F Engine,std , calculate the relative deviation k of the engine thrust resistance dltF .

[0135] Furthermore, the adjustment module calculates a corrected fuel flow program equivalence ratio according to the thrust-drag relative deviation of the engine, including:

[0136] Set the data buffer according to the formula: Calculate the relative deviation k of the engine thrust resistance in the data buffer area dltF The average Among them, T hcq To set the data buffer time length.

[0137] Set the push resistance deviation threshold k set , according to the formula Calculate the fuel flow program equivalence ratio adjustment level N, where abs is the absolute value function and int is the rounding down function;

[0138] According to the formula: Calculate the corrected fuel flow program equivalence ratio ER stdxz , where sign is the sign function, k xz is the correction factor.

[0139] Furthermore, the adjustment module calculates the fuel flow program equivalence ratio increment according to the speed deviation of the aircraft, including:

[0140] Get the longitudinal velocity V of the ground launch system output by the navigation system during the cruise flight phase x,fly ;

[0141] According to the formula: dltER = k ER ·[k 1v ·(V x,fly -V x,std )+k 2v ·∫(V x,fly -V x,std )], calculate the fuel flow program equivalence ratio increment dltER, where k ER , k 1v , k 2v is the speed control coefficient, V x,std The longitudinal velocity of the ground launch system set for the cruise phase of flight.

[0142] Furthermore, the adjustment module adjusts the fuel flow control equivalence ratio based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment, including:

[0143] According to the formula: ER zl0 =ER stdxz +dltER Calculate fuel flow regulation equivalence ratio ER zl0 ;

[0144] Adjust the equivalence ratio ER for fuel flow zl0 A limiting process is performed to obtain an adjusted fuel flow control equivalence ratio.

[0145] Furthermore, the adjustment module adjusts the fuel flow equivalence ratio ER zl0Perform limiting processing to obtain the adjusted fuel flow control equivalence ratio, including:

[0146] According to the engine performance constraints, the fuel flow rate is adjusted to the equivalence ratio ER zl0 Perform limiting processing to obtain the fuel flow regulation equivalent ratio ER after limiting zl1 :

[0147]

[0148] Among them, ER max and ER min Adjusting the limit value of the equivalence ratio for the fuel flow;

[0149] According to the engine performance constraints, the fuel flow after limiting is adjusted to the equivalent ratio ER zl1 Perform rate-of-change limiting processing to obtain the fuel flow control equivalent ratio ER after rate-of-change limiting zl :

[0150]

[0151] Among them, dER lim is the fuel flow rate adjustment equivalence ratio change rate limit value, T0 is the calculation period, ER zl1,j-1 For ER zl1 The value of the previous calculation cycle.

[0152] In summary, the aircraft adaptive speed control device of the present invention, through online identification of the thrust-drag deviation of the aircraft, adjusts the fuel flow program equivalence ratio according to the identified thrust-drag deviation to eliminate the static error of speed control, and uses speed deviation feedback to calculate the fuel flow program equivalence ratio increment to control the cruising speed, thereby realizing adaptive control of the cruising speed of the aircraft for a long time in a large airspace.

[0153] An embodiment of the present invention also provides a device, comprising a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, the steps of the above-mentioned histogram-based K-core algorithm are implemented.

[0154] It should be understood that the processor may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among them, the general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0155] In one embodiment, the processor is used to run a computer program stored in the memory to implement the following steps:

[0156] The fuel flow control equivalence ratio is adjusted according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft.

[0157] The cruising speed of the aircraft is controlled according to the fuel flow control equivalence ratio adjusted in real time.

[0158] In one embodiment, the fuel flow control equivalence ratio is adjusted according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft to achieve:

[0159] The relative thrust-drag deviation of the engine is calculated based on the identified thrust of the engine and the theoretical thrust of the engine.

[0160] According to the relative deviation of thrust and drag of the engine, the corrected fuel flow program equivalence ratio is calculated.

[0161] Calculates the fuel flow program equivalence ratio increment based on the aircraft speed deviation.

[0162] The fuel flow control equivalence ratio is adjusted based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment.

[0163] In one embodiment, the thrust-drag relative deviation of the engine is calculated based on the identified thrust of the engine and the theoretical thrust of the engine, so as to achieve:

[0164] According to the formula: Calculate the engine's identified thrust F Engine,bs , where A x1,lb is the axial overload A of the aircraft x1 Filtered axial overload, m fly is the mass of the aircraft, g is the acceleration due to gravity, CA = fCA (Ma fly , α fly ) is the aircraft axial force coefficient, f CA is a two-dimensional linear interpolation function, Ma fly is the Mach number, α fly is the flight angle of attack, ρ is the atmospheric density at the current cruising altitude, V fly is the total velocity of the aircraft, S is the characteristic area of ​​the aircraft;

[0165] According to the formula: F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly ), calculate the theoretical thrust F of the engine Engine,std , where f F is a two-dimensional linear interpolation function, H fly is the altitude, ER fly is the fuel flow control equivalence ratio of the previous calculation cycle;

[0166] According to the formula: k dltF =(F Engine,bs -F Engine,std ) / F Engine,std , calculate the relative deviation k of the engine thrust resistance dltF .

[0167] In one embodiment, the corrected fuel flow program equivalence ratio is calculated based on the thrust-drag relative deviation of the engine to achieve:

[0168] Set the data buffer according to the formula: Calculate the relative deviation k of the engine thrust resistance in the data buffer area dltF The average Among them, T hcq To set the data buffer time length

[0169] Set the push resistance deviation threshold k set , according to the formula Calculate the fuel flow program equivalence ratio adjustment level N, where abs is the absolute value function and int is the rounding down function;

[0170] According to the formula: Calculate the corrected fuel flow program equivalence ratio ER stdxz , where sign is the sign function, k xz is the correction factor.

[0171] In one embodiment, the calculation of the fuel flow rate program equivalence ratio increment according to the speed deviation of the aircraft is used to achieve:

[0172] Get the longitudinal velocity V of the ground launch system output by the navigation system during the cruise flight phase x,fly ;

[0173] According to the formula: dltER = k ER ·[k 1v ·(V x,fly -V x,std )+k 2v ·∫(V x,fly -V x,std )], calculate the fuel flow program equivalence ratio increment dltER, where k ER , k 1v , k 2v is the speed control coefficient, V x,std The longitudinal velocity of the ground launch system set for the cruise phase of flight.

[0174] In one embodiment, the fuel flow control equivalence ratio is adjusted based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment to achieve:

[0175] According to the formula: ER zl0 =ER stdxz +dltER Calculate fuel flow regulation equivalence ratio ER zl0 ;

[0176] Adjust the equivalence ratio ER for fuel flow zl0 A limiting process is performed to obtain an adjusted fuel flow control equivalence ratio.

[0177] In one embodiment, the fuel flow rate is adjusted by the equivalence ratio ER zl0 The limited processing is performed to obtain the adjusted fuel flow control equivalent ratio, which is used to achieve:

[0178] According to the engine performance constraints, the fuel flow rate is adjusted to the equivalence ratio ER zl0 Perform limiting processing to obtain the fuel flow regulation equivalent ratio ER after limiting zl1 :

[0179]

[0180] Among them, ER max and ER min Adjusting the limit value of the equivalence ratio for the fuel flow;

[0181] According to the engine performance constraints, the fuel flow after limiting is adjusted to the equivalent ratio ER zl1 Perform rate-of-change limiting processing to obtain the fuel flow control equivalent ratio ER after rate-of-change limiting zl :

[0182]

[0183] Among them, dER lim is the fuel flow rate adjustment equivalence ratio change rate limit value, T0 is the calculation period, ER zl1,j-1 For ER zl1 The value of the previous calculation cycle.

[0184] An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, wherein when the computer program is executed by a processor, the above steps are implemented.

[0185] It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In a hardware implementation, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or may be implemented as hardware, or may be implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable storage medium, which may include a computer-readable storage medium (or a non-transitory medium) and a communication medium (or a temporary medium).

[0186] As is known to those of ordinary skill in the art, the term computer-readable storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules or other data). Computer-readable storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is known to those of ordinary skill in the art that communication media typically contain computer-readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transmission mechanism, and may include any information delivery medium.

[0187] Exemplarily, the computer-readable storage medium may be an internal storage unit of the electronic device of the aforementioned embodiment, such as a hard disk or memory of the electronic device. The computer-readable storage medium may also be an external storage device of the electronic device, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device.

[0188] The above are only specific implementations of the embodiments of the present invention, but the protection scope of the embodiments of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in the embodiments of the present invention, and these modifications or replacements should be included in the protection scope of the embodiments of the present invention. Therefore, the protection scope of the embodiments of the present invention shall be based on the protection scope of the claims.

Claims

1. An aircraft adaptive speed control method, characterized in that: The method comprises the following steps: The fuel flow control equivalence ratio is adjusted according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft; Controlling the cruising speed of the aircraft according to the fuel flow control equivalence ratio adjusted in real time; The step of adjusting the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft includes: Calculate the thrust-drag relative deviation of the engine according to the identified thrust of the engine and the theoretical thrust of the engine; According to the thrust-drag relative deviation of the engine, the corrected fuel flow program equivalence ratio is calculated; Calculate a fuel flow program equivalence ratio increment based on the aircraft's speed deviation; adjusting the fuel flow control equivalence ratio based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment; The step of calculating the thrust-drag relative deviation of the engine according to the identified thrust of the engine and the theoretical thrust of the engine comprises: According to the formula: Calculate the engine's identified thrust F Engine,bs , where A x1,lb A is the axial overload of the aircraft x1 Filtered axial overload, m fly is the mass of the aircraft, g is the acceleration due to gravity, CA = f CA (Ma fly , α fly ) is the aircraft axial force coefficient, f CA is a two-dimensional linear interpolation function, Ma fly is the Mach number, α fly is the flight angle of attack, ρ is the atmospheric density at the current cruising altitude, V fly is the total velocity of the aircraft, S is the characteristic area of ​​the aircraft; According to the formula: F Engine,std =f F (Ma fly , α fly , H fly , E.R. fly ), calculate the theoretical thrust F of the engine Engine,std , where f F is a two-dimensional linear interpolation function, H fly is the altitude, ER fly is the fuel flow control equivalence ratio of the previous calculation cycle; According to the formula: k dltF =(F Engine,bs -F Engine,std ) / F Engine,std , calculate the relative deviation k of the engine thrust resistance dltF ; The method of calculating the corrected fuel flow program equivalence ratio according to the thrust-drag relative deviation of the engine includes: Set the data buffer area according to the formula: Calculate the relative deviation k of the engine thrust resistance in the data buffer area dltF The average Among them, T hcq To set the data buffer time length; Set the push resistance deviation threshold k set , according to the formula Calculate the fuel flow program equivalence ratio adjustment level N, where abs is the absolute value function and int is the rounding down function; According to the formula: Calculate the corrected fuel flow program equivalence ratio ER stdxz , where sign is the sign function, k xz is the correction factor.

2. The method for adaptive speed control of an aircraft according to claim 1, characterized in that: The step of calculating the fuel flow rate program equivalence ratio increment according to the speed deviation of the aircraft includes: Get the longitudinal velocity V of the ground launch system output by the navigation system during the cruise flight phase x,fly ; According to the formula: dltER = k ER ·[k 1v ·(V x,fly -V x,std )+k 2v ·∫(V x,fly -V x,std )], calculate the fuel flow program equivalence ratio increment dltER, where k ER , k 1v , k 2v is the speed control coefficient, V x,std The longitudinal velocity of the ground launch system set for the cruise phase of flight.

3. The method for adaptive speed control of an aircraft according to claim 2, characterized in that: The step of adjusting the fuel flow control equivalence ratio based on the corrected fuel flow program equivalence ratio and the fuel flow program equivalence ratio increment includes: According to the formula: ER zl0 =ER stdxz +dltER Calculate fuel flow regulation equivalence ratio ER zl0 ; Adjust the equivalence ratio ER for fuel flow zl0 A limiting process is performed to obtain an adjusted fuel flow control equivalence ratio.

4. The method for adaptive speed control of an aircraft as claimed in claim 3, characterized in that: The fuel flow rate adjustment equivalence ratio ER zl0 Perform limiting processing to obtain the adjusted fuel flow control equivalence ratio, including: According to the engine performance constraints, the fuel flow rate is adjusted to the equivalence ratio ER zl0 Perform limiting processing to obtain the fuel flow regulation equivalent ratio ER after limiting zl1 : Among them, ER max and ER min Adjusting the limit value of the equivalence ratio for the fuel flow; According to the engine performance constraints, the fuel flow after limiting is adjusted to the equivalent ratio ER zl1 Perform rate-of-change limiting processing to obtain the fuel flow control equivalent ratio ER after rate-of-change limiting zl : Among them, dER lim is the fuel flow rate adjustment equivalence ratio change rate limit value, T0 is the calculation period, ER zl1,j-1 For ER zl1 The value of the previous calculation cycle.

5. An aircraft adaptive speed control device for implementing the aircraft adaptive speed control method according to claim 1, characterized in that: include: An adjustment module, which is used to adjust the fuel flow control equivalence ratio according to the thrust-drag deviation of the aircraft engine and the speed deviation of the aircraft; The control module is used to control the cruising speed of the aircraft according to the fuel flow control equivalence ratio adjusted in real time.

6. A device, characterized in that: The device comprises a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, the steps of an aircraft adaptive speed control method according to any one of claims 1 to 4 are implemented.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, the steps of an aircraft adaptive speed control method according to any one of claims 1 to 4 are implemented.

Images