A method for accurately controlling the sideslip and snaking turning position of a high-speed aircraft

Abstract

The present invention provides a precise position control method for realizing lateral serpentine maneuvers by measuring longitudinal acceleration signals and lateral acceleration signals of an aircraft, wherein the method obtains longitudinal flight distance and lateral flight distance by integrating acceleration, generates elliptical, sinusoidal, and quasi-elliptical desired trajectories according to the needs of maneuvering, and generates first-order differential and second-order differential signals of the desired serpentine trajectory by combining a second-order lag transfer function with a first-order lag transfer function, generates corresponding velocity error and acceleration error signals to form a yaw angle desired signal, calculates the first-order differential signal of the yaw angle error signal, a hinge integral signal, and an interference estimation compensation signal related to acceleration and angular velocity, and finally forms a precise lateral serpentine turning position control signal to realize lateral serpentine turning control.

Description

Technical Field

[0001] The invention relates to the field of aircraft control, and in particular to a method for controlling lateral snaking maneuvering turns of a high-speed aircraft. Background Art

[0002] The difference between the lateral snaking turning control and lateral position control of an aircraft is that the general lateral position control is often due to the need for correction, eliminating the lateral position deviation caused by wind interference to navigation, so the accuracy of the position control is not high, especially the time accuracy is not high, and the turning movement is relatively gentle. The lateral snaking of a high-speed aircraft is often due to the need for maneuvering, such as breaking through a fire blockade area, so that the lateral maneuver must be completed accurately in a limited time, otherwise the snaking trajectory may be deformed into a part of a circular trajectory, resulting in trajectory distortion. Therefore, general lateral position control can achieve satisfactory control effects by controlling only from the position and speed levels. However, due to the high speed of high-speed aircraft, it is easy to have trajectory distortion if the matching is not good, so the position and timestamp accuracy of the control are very high. Based on the above background reasons, the present invention provides a lateral snaking precise position control method that controls from three aspects of position, speed and acceleration, and matches adaptive interference estimation technology and differential signal estimation technology at the same time. The final experiment also shows that the method provided by the present invention not only has high theoretical value, but also has good engineering practical value.

[0003] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to ordinary technicians in the field. Summary of the invention

[0004] The purpose of the present invention is to provide a method for accurately controlling the sideslip snaking turning position of a high-speed aircraft, thereby overcoming the problems of weak anti-interference ability and low position accuracy of snaking maneuvers caused by limitations and defects of related technologies.

[0005] According to one aspect of the present invention, there is provided a method for accurately controlling the sideslip snaking turn position of a high-speed aircraft, comprising the following steps:

[0006] Step S10, install a longitudinal accelerometer, measure the longitudinal acceleration of the aircraft, obtain the longitudinal velocity by integration, and then integrate again to obtain the longitudinal flight distance, and then generate an elliptical expected trajectory signal, a sinusoidal expected trajectory signal, and a quasi-elliptical expected trajectory signal according to the flight distance, and obtain a lateral serpentine expected trajectory signal after superposition.

[0007] Step S20, the lateral serpentine desired trajectory signal is generated into a first lag signal of the lateral serpentine desired trajectory through a second-order lag transfer function, and then the second lag signal of the lateral serpentine desired trajectory is generated through a first-order lag transfer function, and then the first differential signal of the lateral serpentine desired trajectory is solved by difference; finally, the serpentine first differential first lag signal is generated through a second-order lag transfer function; the serpentine first differential second lag signal is generated through a first-order lag transfer function, and finally the serpentine desired trajectory second differential signal is obtained by difference.

[0008] Step S30, installing a lateral accelerometer, measuring the lateral acceleration of the aircraft, and obtaining the lateral velocity of the aircraft by integration, and then obtaining the lateral displacement of the aircraft by integration, and comparing it with the lateral serpentine desired trajectory signal to obtain a lateral position error signal; using the lateral velocity signal to compare with the first differential signal of the lateral serpentine desired trajectory to obtain a lateral velocity error signal; comparing the lateral acceleration with the second differential signal of the lateral serpentine desired trajectory to obtain a lateral acceleration error signal; and then combining the lateral position error signal, the lateral velocity error signal and the lateral acceleration error signal to obtain a lateral combined error signal.

[0009] Step S40, the lateral combined error signal is used to generate a first lag signal of the lateral combined error through a second-order lag transfer function, the second lag signal of the lateral combined error is obtained through a first-order lag transfer function, and the first differential signal of the lateral combined error is obtained through difference calculation; the lateral combined error is then integrated to obtain a combined error integral signal, and the lateral position error signal, the lateral velocity error signal, the lateral acceleration error signal and the first differential signal of the lateral combined error are superimposed to form a yaw angle desired signal, and finally a yaw angle anti-saturation desired signal is obtained through saturation processing.

[0010] Step S50, installing an attitude gyroscope to measure the yaw angle signal of the aircraft, and comparing it with the yaw angle anti-saturation expected signal to obtain a yaw angle error signal; and obtaining a first-order lag signal of the yaw angle error through a second-order lag transfer function, and obtaining a second-order lag signal of the yaw angle error through a first-order lag transfer function, and obtaining a first-order differential signal of the yaw angle error by taking the difference, and combining the yaw angle error signal and its integral to form a yaw angle error sliding mode signal, and then superimposing the lateral velocity error signal and the lateral acceleration error signal for hinge integration to obtain a lateral hinge integral signal.

[0011] Step S60, installing a rate gyro to measure the yaw rate of the aircraft, and respectively designing the acceleration disturbance estimation law and the angular velocity disturbance estimation law through the yaw error sliding mode signal, and obtaining the acceleration disturbance parameter estimation value and the angular velocity disturbance parameter estimation value after integration; then combining the yaw error signal, the yaw rate signal, the lateral hinge integral signal, the lateral acceleration error signal, and the yaw error first-order differential signal to form a yaw serpentine turn control comprehensive signal, and obtaining the final lateral serpentine turn position precise control signal after anti-saturation processing.

[0012] In an exemplary embodiment of the present invention, a longitudinal accelerometer is installed to measure the longitudinal acceleration of the aircraft, and the longitudinal velocity is obtained by integration, and then the longitudinal flight distance is obtained by integration again, and then an elliptical desired trajectory signal, a sinusoidal desired trajectory signal, and a quasi-elliptical desired trajectory signal are respectively generated according to the flight distance, and the lateral serpentine desired trajectory signal is obtained after superposition, including:

[0013] v x =∫a x dt;

[0014] x = ∫v x dt;

[0015]

[0016] z 12 =r2 sin(ω1(x-x0)+θ1);

[0017]

[0018] z1=z 11 +z 12 +z 13 ;

[0019] where a x is the longitudinal acceleration of the aircraft measured by the longitudinal accelerometer, v x is the longitudinal velocity of the aircraft; x is the longitudinal flight distance of the aircraft; z 11 is the elliptical expected trajectory signal; z 12 is the sinusoidal expected trajectory signal; z 13 is the quasi-ellipse expected trajectory signal, z1 is the lateral serpentine expected trajectory signal; r1 and a1 are the ellipse-related constant parameters, x0 is the starting position parameter of the lateral serpentine of the aircraft, which is a constant; r2, ω1, θ1 are the serpentine-related constant parameters; r3, a1, ω2 are the quasi-ellipse-related constant parameters.

[0020] In an exemplary embodiment of the present invention, the lateral serpentine desired trajectory signal is generated through a second-order lag function to generate a lateral serpentine desired trajectory first lag signal, and then through a first-order lag function to generate a lateral serpentine desired trajectory second lag signal, and then through difference to solve the lateral serpentine desired trajectory first difference signal; finally through a second-order lag function to generate a serpentine first difference first lag signal; through a first-order lag function to generate a serpentine first difference second lag signal, and finally through difference to obtain a serpentine desired trajectory second difference signal includes:

[0021]

[0022] Where z2 is the first-order lag signal of the desired lateral serpentine trajectory; z3 is the second-order lag signal of the desired lateral serpentine trajectory; a1, a3, a4 are the time parameters of the transfer function, which are constants; s is the differential operator of the transfer function; d z1 is the primary differential signal of the lateral serpentine expected trajectory; d z2 It is the first difference and first lag signal of the serpentine; d z3 is the serpentine first-order differential second-order lag signal; d z4 It is the secondary difference signal of the expected lateral serpentine trajectory.

[0023] In an exemplary embodiment of the present invention, a lateral accelerometer is installed to measure the lateral acceleration of the aircraft, and the lateral velocity of the aircraft is obtained by integration, and the lateral displacement of the aircraft is obtained by integration, and compared with the lateral serpentine desired trajectory signal to obtain a lateral position error signal; the lateral velocity signal is compared with the first differential signal of the lateral serpentine desired trajectory to obtain a lateral velocity error signal; the lateral acceleration is compared with the second differential signal of the lateral serpentine desired trajectory to obtain a lateral acceleration error signal; and then the lateral position error signal, the lateral velocity error signal and the lateral acceleration error signal are combined to obtain a lateral combined error signal, which includes:

[0024] v z =∫a z dt

[0025] z=∫v z dt

[0026] e z = z-z1;

[0027] e v =v z -d z1 ;

[0028] e a =a z -d z4 ;

[0029] e h =k1ez +k2e v +k3e a +k4e z e v e a

[0030] where a z is the lateral acceleration of the aircraft measured by the lateral accelerometer, v z is the lateral speed of the aircraft; z is the lateral flight distance of the aircraft; e z is the lateral position error signal; e v is the lateral velocity error signal; e a is the lateral acceleration error signal, e h is the lateral combined error signal.

[0031] In an exemplary embodiment of the present invention, the lateral combined error signal is used to generate a lateral combined error first lag signal through a second-order lag transfer function, a lateral combined error second lag signal is obtained through a first-order lag transfer function, and a lateral combined error first differential signal is obtained through difference calculation; the lateral combined error is then integrated to obtain a combined error integral signal, and the lateral position error signal, the lateral velocity error signal, the lateral acceleration error signal and the lateral combined error first differential signal are superimposed to form a yaw angle desired signal, and finally the yaw angle anti-saturation desired signal is obtained through saturation processing, including:

[0032]

[0033] φ da =j1e z +j2e v +j3e a +s1+j4d z5 ;

[0034]

[0035] Where k1, k2 and k3 are constant parameter signals; e2 is the first lag signal of the lateral combination error, e3 is the second lag signal of the lateral combination error, d z5 is the first differential signal of the lateral combined error; s1 is the integrated signal of the combined error, φ da is the desired signal of yaw angle, φ d is the yaw angle anti-saturation expected signal; w1 is the yaw angle saturation threshold parameter, which is a constant; j1, j2, j3 and j4 are constant control parameters.

[0036] In an exemplary embodiment of the present invention, an attitude gyroscope is installed to measure the yaw angle signal of the aircraft, and the yaw angle anti-saturation expected signal is compared to obtain a yaw angle error signal; a first-order lag signal of the yaw angle error is obtained through a second-order lag transfer function, a second-order lag signal of the yaw angle error is obtained through a first-order lag transfer function, and a first-order differential signal of the yaw angle error is obtained by difference calculation, and the yaw angle error signal and its integral are combined to form a yaw angle error sliding mode signal, and then the lateral velocity error signal and the lateral acceleration error signal are superimposed for hinge integration to obtain a lateral hinge integral signal including;

[0037] e φ =φ-φ d ;

[0038]

[0039] s 2a =c1∫e φ dt+c2d z6 +e φ ;

[0040] s2=∫(s 2a +w1e φ +w2e φ e v +w3e φ e a )dt;

[0041] Where φ is the aircraft yaw angle signal measured by the attitude gyroscope, e φ is the yaw angle error signal; e f2 is the first lag signal of the yaw angle error, e f3 is the secondary lag signal of the yaw angle error, d z6 is the first differential signal of yaw angle error, s 2a is the sliding mode signal of the yaw angle error; c1 and c2 are the constant parameters of the sliding surface; s2 is the lateral hinge integral signal.

[0042] In an exemplary embodiment of the present invention, a rate gyroscope is installed to measure the yaw rate of the aircraft, and the acceleration disturbance estimation law and the angular velocity disturbance estimation law are designed respectively through the yaw angle error sliding mode signal, and the acceleration disturbance parameter estimation value and the angular velocity disturbance parameter estimation value are obtained after integration; then the yaw angle error signal, the yaw angle rate signal, the lateral hinge integral signal, the lateral acceleration error signal, and the yaw angle error primary differential signal are combined to form a yaw serpentine turn control comprehensive signal, and the final lateral serpentine turn position precise control signal is obtained after anti-saturation processing, which includes:

[0043]

[0044] where w a1 、w a2 、w a3 is a constant integral parameter; ω y The yaw rate signal of the aircraft measured by the rate gyro is installed. is the acceleration disturbance estimation law, is the angular velocity disturbance estimation law, is the estimated value of acceleration disturbance parameter, is the estimated value of the angular velocity disturbance parameter; w4 and w5 are constant parameters for controlling the speed of the estimated rate, l1, l2, l3, l4, and l5 are constant control parameters, and u a The comprehensive signal of yaw serpentine turn control, w2 is the saturation threshold parameter of the yaw rudder system, which is a constant value; u is the precise control signal of the lateral serpentine turn position, which is transmitted to the yaw rudder system of the high-speed aircraft to realize the precise control of the lateral serpentine turn position of the high-speed aircraft by negative feedback control.

[0045] Beneficial Effects

[0046] The invention discloses a method for accurately controlling the side-slipping snaking turning position of a high-speed aircraft, and its main innovations are as follows: First, a lateral snaking maneuvering method combining three types of trajectories, namely, elliptical, sinusoidal, and quasi-elliptical, is proposed, and the desired desired trajectory can be generated by setting parameters as needed. Second, the first-order differential and second-order differential signals of the desired trajectory are solved by combining the second-order transfer function with the first-order transfer function, thereby generating a combined error at the velocity and acceleration levels, and forming a desired yaw angle signal, so as to achieve accurate control of the turning from the three levels of position, acceleration, and velocity, while the traditional method generally controls from the two levels of position or velocity, so that the present solution has better turning position control accuracy.

[0047] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present invention, and together with the specification are used to explain the principles of the present invention. Obviously, the accompanying drawings described below are only some embodiments of the present invention, and for those of ordinary skill in the art, other accompanying drawings can be obtained based on these accompanying drawings without creative work.

[0049] Figure 1 The present invention provides a flow chart of a method for accurately controlling the sideslip snaking turning position of a high-speed aircraft.

[0050] Figure 2is the lateral velocity curve of the aircraft according to the method provided in the embodiment of the present invention (unit: meters per second);

[0051] Figure 3 is the lateral acceleration curve of the aircraft according to the method provided in the embodiment of the present invention (unit: meters per second squared);

[0052] Figure 4 is a lateral flight distance curve of an aircraft according to the method provided in an embodiment of the present invention (unit: meter);

[0053] Figure 5 is a lateral position error signal curve of the aircraft according to the method provided in the embodiment of the present invention (unit: meter);

[0054] Figure 6 is a curve of an aircraft yaw angle signal of the method provided in an embodiment of the present invention (unit: degree);

[0055] Figure 7 is a yaw rate signal curve of the aircraft according to the method provided in the embodiment of the present invention (unit: degree per second);

[0056] Figure 8 It is a lateral serpentine turn position precise control signal curve (unit: degree) of the method provided in the embodiment of the present invention. DETAILED DESCRIPTION

[0057] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as being limited to the examples set forth herein; on the contrary, these embodiments are provided so that the present invention will be more comprehensive and complete, and the concept of the example embodiments will be fully conveyed to those skilled in the art. The described features, structures, or characteristics may be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present invention. However, those skilled in the art will appreciate that the technical solutions of the present invention may be practiced while omitting one or more of the specific details, or other methods, components, devices, steps, etc. may be adopted. In other cases, known technical solutions are not shown or described in detail to avoid blurring out various aspects of the present invention.

[0058] The present invention provides a precise position control method for realizing lateral snaking maneuvers by measuring the longitudinal acceleration signal and lateral acceleration signal of an aircraft. The longitudinal flight distance and the lateral flight distance are obtained by integrating the acceleration, and the desired elliptical, sinusoidal, and quasi-elliptical trajectories are generated according to the maneuvering needs. The first-order differential and second-order differential signals of the desired snaking trajectory are generated by combining the second-order lag function and the first-order lag function, and the corresponding velocity error and acceleration error signals are generated to form the desired yaw angle signal. The first-order differential signal of the yaw angle error signal and the hinge integral signal and the interference estimation compensation signal related to the acceleration and angular velocity are calculated, and finally the lateral snaking turning position precise control signal is formed to realize lateral snaking turning control.

[0059] Next, a method for accurately controlling the side-slip snaking turn position of a high-speed aircraft of the present invention will be further explained and illustrated in conjunction with the accompanying drawings. Figure 1 As shown, the method for accurately controlling the side-slip snaking turn position of a high-speed aircraft may include the following steps:

[0060] Step S10, install a longitudinal accelerometer, measure the longitudinal acceleration of the aircraft, obtain the longitudinal velocity by integration, and then integrate again to obtain the longitudinal flight distance, and then generate an elliptical expected trajectory signal, a sinusoidal expected trajectory signal, and a quasi-elliptical expected trajectory signal according to the flight distance, and obtain a lateral serpentine expected trajectory signal after superposition.

[0061] Specifically, first install the longitudinal accelerometer to measure the longitudinal acceleration of the aircraft, denoted as a x .

[0062] Secondly, the longitudinal acceleration is integrated to obtain the longitudinal velocity signal, denoted as v x The integration method is as follows:

[0063] v x =∫a x dt;

[0064] Next, the longitudinal velocity signal is integrated to obtain the longitudinal flight distance signal, which is recorded as x. The integration method is as follows:

[0065] x = ∫v x dt;

[0066] Then, according to the flight distance, an elliptical expected trajectory signal, a sinusoidal expected trajectory signal, and a quasi-elliptical expected trajectory signal are generated respectively as follows:

[0067]

[0068] z 12 =r2 sin(ω1(x-x0)+θ1);

[0069]

[0070] where z 11 is the elliptical expected trajectory signal; z 12 is the sinusoidal expected trajectory signal; z 13 is the ellipse-like expected trajectory signal, r1 and a1 are the ellipse-related constant parameters, x0 is the starting position parameter of the aircraft's lateral serpentine, which is a constant; r2, ω1, θ1 are the serpentine-related constant parameters; r3, a2, ω2 are the ellipse-like constant parameters.

[0071] Finally, the elliptical expected trajectory signal, the sinusoidal expected trajectory signal, and the quasi-elliptical expected trajectory signal are superimposed to obtain the lateral serpentine expected trajectory signal as follows:

[0072] z1=z 11 +z 12 +z 13 ;

[0073] Where z1 is the lateral serpentine desired trajectory signal.

[0074] Step S20, the lateral serpentine desired trajectory signal is generated into a first lag signal of the lateral serpentine desired trajectory through a second-order lag transfer function, and then the second lag signal of the lateral serpentine desired trajectory is generated through a first-order lag transfer function, and then the first differential signal of the lateral serpentine desired trajectory is solved by difference; finally, the serpentine first differential first lag signal is generated through a second-order lag transfer function; the serpentine first differential second lag signal is generated through a first-order lag transfer function, and finally the serpentine desired trajectory second differential signal is obtained by difference.

[0075] Specifically, the first lateral serpentine desired trajectory signal is generated into a first-order lag signal of the lateral serpentine desired trajectory through a second-order lag function as follows:

[0076]

[0077] Where z2 is the first-order delayed signal of the lateral serpentine expected trajectory; s is the differential operator of the transfer function; a1 and a2 are the time parameters of the transfer function, which are constants.

[0078] Secondly, the first-order lag signal of the lateral serpentine desired trajectory is converted into the second-order lag signal of the lateral serpentine desired trajectory through the first-order lag transfer function as follows:

[0079]

[0080] Where a3 is the time parameter of the transfer function, which is a constant, and z3 is the secondary lag signal of the lateral serpentine expected trajectory.

[0081] Then, the first differential signal of the lateral serpentine desired trajectory is solved by using the second-order lag signal of the lateral serpentine desired trajectory as follows:

[0082]

[0083] where d z1 It is the primary differential signal of the desired lateral serpentine trajectory.

[0084] Again, the first-order differential signal of the lateral serpentine desired trajectory is used to generate the first-order differential and first-order lag signal of the serpentine as follows:

[0085]

[0086] where d z2 It is a serpentine first difference and first lag signal.

[0087] Then, the serpentine first-order differential first-order lag signal is generated through the first-order lag transfer function to generate the serpentine first-order differential second-order lag signal as follows:

[0088]

[0089] where d z3 It is a serpentine first-difference second-lag signal.

[0090] Finally, the second-order differential signal of the serpentine first-order differential and the second-order delayed signal is obtained by subtracting the serpentine desired trajectory as follows:

[0091]

[0092] where d z4 It is the secondary difference signal of the expected lateral serpentine trajectory.

[0093] Step S30, installing a lateral accelerometer, measuring the lateral acceleration of the aircraft, and obtaining the lateral velocity of the aircraft by integration, and then obtaining the lateral flight distance of the aircraft by integration, and comparing it with the lateral serpentine expected trajectory signal to obtain a lateral position error signal; using the lateral velocity signal to compare with the first differential signal of the lateral serpentine expected trajectory to obtain a lateral velocity error signal; comparing the lateral acceleration with the second differential signal of the lateral serpentine expected trajectory to obtain a lateral acceleration error signal; and then combining the lateral position error signal, the lateral velocity error signal and the lateral acceleration error signal to obtain a lateral combined error signal.

[0094] Specifically, first, a lateral accelerometer is installed to measure the lateral acceleration signal of the aircraft, denoted as a z .

[0095] Secondly, the lateral acceleration signal is integrated to obtain the lateral velocity as follows:

[0096] v z =∫a z dt

[0097] where v z is the lateral velocity signal of the aircraft.

[0098] Then, the lateral velocity signal of the aircraft is integrated to obtain the lateral flight distance signal of the aircraft as follows:

[0099] z=∫v z dt;

[0100] Where z is the lateral flight distance of the aircraft.

[0101] Again, the lateral serpentine expected trajectory signal is compared with the lateral flight distance of the aircraft to obtain the lateral position error signal as follows:

[0102] e z = z-z1;

[0103] where e z is the lateral position error signal.

[0104] Then, the lateral velocity signal is compared with the first differential signal of the lateral serpentine desired trajectory to obtain the lateral velocity error signal as follows:

[0105] e v =v z -d z1 ;

[0106] where e v is the lateral velocity error signal.

[0107] After that, the lateral acceleration is compared with the secondary differential signal of the lateral serpentine desired trajectory to obtain the lateral acceleration error signal as follows:

[0108] e a =a z -d z4 ;

[0109] where e a is the lateral acceleration error signal.

[0110] Finally, the lateral position error signal, the lateral velocity error signal and the lateral acceleration error signal are combined to obtain the lateral combined error signal as follows:

[0111] e h =k1e z +k2e v +k3e a +k4e z e v ea

[0112] Among them, k1, k2, k3, k4 are constant control parameters, e h is the lateral combined error signal.

[0113] Step S40, the lateral combined error signal is used to generate a first lag signal of the lateral combined error through a second-order lag transfer function, the second lag signal of the lateral combined error is obtained through a first-order lag transfer function, and the first differential signal of the lateral combined error is obtained through difference calculation; the lateral combined error is then integrated to obtain a combined error integral signal, and the lateral position error signal, the lateral velocity error signal, the lateral acceleration error signal and the first differential signal of the lateral combined error are superimposed to form a yaw angle desired signal, and finally a yaw angle anti-saturation desired signal is obtained through saturation processing.

[0114] Specifically, firstly, the lateral combined error signal is transferred through a second-order lag function to generate a lateral combined error first-order lag signal as follows:

[0115]

[0116] Where e2 is the first lag signal of the lateral combined error.

[0117] Secondly, the first-order lag signal of the lateral combination error is transferred through the first-order lag transfer function to obtain the second-order lag signal of the lateral combination error as follows:

[0118]

[0119] Where e3 is the secondary lag signal of the lateral combined error.

[0120] Next, the secondary lag signal of the lateral combined error is solved by difference calculation to obtain the primary differential signal of the lateral combined error as follows:

[0121]

[0122] where d z5 It is the primary differential signal of the lateral combined error.

[0123] Then, the lateral combined error is integrated to obtain the combined error integral signal as follows:

[0124] s1=∫e h dt;

[0125] Where s1 is the combined error integral signal.

[0126] After that, the combined error integral signal is used to superimpose the lateral position error signal, the lateral velocity error signal, the lateral acceleration error signal and the lateral combined error primary difference signal to form the desired yaw angle signal as follows:

[0127] φ da =j1e z +j2e v +j3e a +s1+j4d z5 ;

[0128] where φ da is the desired yaw angle signal, where j1, j2, j3 and j4 are constant control parameters.

[0129] Finally, the yaw angle desired signal is saturated to obtain the yaw angle anti-saturation desired signal

[0130]

[0131] where φ d is the yaw angle anti-saturation expected signal; w1 is the yaw angle saturation threshold parameter, which is a constant.

[0132] Step S50, installing an attitude gyroscope to measure the yaw angle signal of the aircraft, and comparing it with the yaw angle anti-saturation expected signal to obtain a yaw angle error signal; and obtaining a first-order lag signal of the yaw angle error through a second-order lag transfer function, and obtaining a second-order lag signal of the yaw angle error through a first-order lag transfer function, and obtaining a first-order differential signal of the yaw angle error by taking the difference, and combining the yaw angle error signal and its integral to form a yaw angle error sliding mode signal, and then superimposing the lateral velocity error signal and the lateral acceleration error signal for hinge integration to obtain a lateral hinge integral signal.

[0133] Specifically, firstly, an attitude gyroscope is installed to measure the aircraft yaw angle signal, which is recorded as φ. Then the aircraft yaw angle signal is compared with the yaw angle anti-saturation expected signal to obtain the yaw angle error signal as follows:

[0134] e φ =φ-φ d ;

[0135] where e φ is the yaw angle error signal.

[0136] Secondly, the yaw angle error signal is transferred through the second-order lag function to obtain the first-order lag signal of the yaw angle error as follows:

[0137]

[0138] where e f2 It is the first-lag signal of yaw angle error.

[0139] Then, the first-order lag signal of the yaw angle error is transferred through the first-order lag function to obtain the second-order lag signal of the yaw angle error as follows:

[0140]

[0141] where e f3 It is the secondary lag signal of yaw angle error.

[0142] Next, the first differential signal of the yaw angle error is obtained by taking the difference of the second lag signal of the yaw angle error as follows:

[0143]

[0144] where d z6 It is the primary differential signal of yaw angle error.

[0145] Then the yaw angle error first difference signal is combined with the yaw angle error signal and its integral to form the yaw angle error sliding mode signal as follows:

[0146] s 2a =c1∫e φ dt+c2d z6 +e φ ;

[0147] where s 2a is the sliding mode signal of the yaw angle error; c1 and c2 are the constant parameters of the sliding surface.

[0148] Finally, the lateral velocity error signal and the lateral acceleration error signal are superimposed for hinge integration to obtain the lateral hinge integral signal as follows:

[0149] s2=∫(s 2a +w1e φ +w2e φ e v +w3e φ e a )dt;

[0150] where w a1 、w a2 、w a3 is a constant integral parameter, and s2 is the lateral hinge integral signal.

[0151] Step S60, installing a rate gyro to measure the yaw rate of the aircraft, and respectively designing the acceleration disturbance estimation law and the angular velocity disturbance estimation law through the yaw error sliding mode signal, and obtaining the acceleration disturbance parameter estimation value and the angular velocity disturbance parameter estimation value after integration; then combining the yaw error signal, the yaw rate signal, the lateral hinge integral signal, the lateral acceleration error signal, and the yaw error first-order differential signal to form a yaw serpentine turn control comprehensive signal, and obtaining the final lateral serpentine turn position precise control signal after anti-saturation processing.

[0152] Specifically, first install a rate gyro to measure the yaw rate of the aircraft, denoted as ωy Secondly, according to the yaw angle error sliding mode signal, the acceleration disturbance estimation law and the angular velocity disturbance estimation law are designed as follows:

[0153]

[0154] Among them, w4 and w5 are constant parameters that control the speed of estimation. is the acceleration disturbance estimation law, is the law of angular velocity disturbance estimation.

[0155] Again, after integrating the above acceleration disturbance estimation law and angular velocity disturbance estimation law, the acceleration disturbance parameter estimation value and angular velocity disturbance parameter estimation value are obtained as follows:

[0156]

[0157] in is the estimated value of acceleration disturbance parameter, is the estimated value of the angular velocity disturbance parameter.

[0158] After that, the acceleration disturbance parameter estimation value and the angular velocity disturbance parameter estimation value are used to superimpose the yaw angle error signal, the yaw angular rate signal, the lateral hinge integral signal, the lateral acceleration error signal, and the yaw angle error primary differential signal to form a yaw serpentine turn control comprehensive signal as follows:

[0159]

[0160] Among them, l1, l2, l3, l4, l5 are constant control parameters, u a Yaw serpentine turn control integrated signal.

[0161] Finally, after anti-saturation processing of the yaw serpentine turn control integrated signal, the final lateral serpentine turn position precise control signal is obtained as follows:

[0162]

[0163] Wherein w2 is the saturation threshold parameter of the yaw rudder system, which is a constant value; u is the precise control signal of the lateral serpentine turn position, which is transmitted to the yaw rudder system of the high-speed aircraft to realize the precise control of the lateral serpentine turn position of the high-speed aircraft by negative feedback control.

[0164] Case implementation and computer simulation results analysis

[0165] In step S10, parameters r1=0, a1=200, x0=0, r2=300, ω1=0.2, θ1=0, r3=0, a2=1.5, ω2=0.2 are selected.

[0166] In step S20, parameters a1=0.001, a2=0.05, and a3=0.03 are selected.

[0167] In step S30, parameters k1=0.01, k2=0.03, k3=0.005, k4=0.001 are selected.

[0168] In step S40 , parameters j1=0.005, j2=0.01, j3=0.002, j4=0.005, w1=0.6 are selected.

[0169] In step S50, parameters c1=0.2 and c2=0.5 are selected.

[0170] In step S60, parameters w4=0.003, w5=0.002, l1=2.7, l2=0.3, l3=0.2, l4=0.2, l5=0.35, and w2=0.5 are selected.

[0171] Finally, the lateral velocity of the aircraft is obtained as Figure 2 The lateral acceleration of the aircraft is shown as Figure 3 As shown; the lateral flight distance of the aircraft is as follows Figure 4 As shown; the lateral position error signal is as follows Figure 5 As shown; the aircraft yaw angle signal is as follows Figure 6 As shown; the yaw rate signal of the aircraft is as follows Figure 7 As shown; the precise control signal of the lateral serpentine turning position is as follows Figure 8 As shown. Figure 4 It can be seen that the aircraft's lateral snaking maneuver has achieved very good results. Except for a slight deviation in the first cycle, the subsequent cycles are very perfect. Figure 8 It can be seen that the control signal is larger in the first cycle, and returns to a stable state in the subsequent cycles. In summary, it can be seen from the experimental results that the method provided by the present invention is completely effective and has high engineering application value.

Claims

1. A method for accurately controlling the side-slip snaking turn position of a high-speed aircraft, characterized in that: A longitudinal accelerometer is installed to measure the longitudinal acceleration of the aircraft, and the longitudinal velocity is obtained by integration, which is then integrated again to obtain the longitudinal flight distance. Then, an elliptical desired trajectory signal, a sinusoidal desired trajectory signal, and a quasi-elliptical desired trajectory signal are generated according to the flight distance, and a lateral serpentine desired trajectory signal is obtained after superposition. Then, a first-order lag transfer function is used to generate a first-order lag transfer function to generate a second-order lag signal to generate a lateral serpentine desired trajectory, and then a second-order lag transfer function is used to generate a second-order lag signal to generate a lateral serpentine desired trajectory. Finally, the lateral serpentine desired trajectory signal and the lateral serpentine desired trajectory are solved. The first-order lag signal is obtained by solving the difference between the first-order lag signal of the lateral serpentine expected trajectory and the second-order lag signal of the lateral serpentine expected trajectory to obtain the first-order lag signal of the lateral serpentine expected trajectory; finally, the serpentine first-order lag signal is generated by the second-order lag transfer function; the serpentine first-order lag signal is generated by the first-order lag transfer function, and finally, the serpentine first-order lag signal is obtained by solving the difference between the first-order lag signal of the serpentine first-order lag signal and the first-order lag signal of the lateral serpentine expected trajectory, and the difference between the first-order lag signal of the serpentine first-order lag signal and the first-order lag signal of the serpentine first-order lag signal. No.; install a lateral accelerometer to measure the lateral acceleration of the aircraft, and obtain the lateral velocity of the aircraft by integration, and then obtain the lateral flight distance of the aircraft by integration, and compare it with the lateral serpentine expected trajectory signal to obtain a lateral position error signal; use the lateral velocity signal to compare with the first differential signal of the lateral serpentine expected trajectory to obtain a lateral velocity error signal; compare the lateral acceleration with the second differential signal of the lateral serpentine expected trajectory to obtain a lateral acceleration error signal; then compare the lateral position error signal, the lateral velocity error signal and the lateral acceleration error signal The signals are combined to obtain a lateral combined error signal; the first lag signal of the lateral combined error is generated by a second-order lag transfer function, the second lag signal of the lateral combined error is obtained by a first-order lag transfer function, and the first differential signal of the lateral combined error is obtained by difference calculation; the lateral combined error is then integrated to obtain a combined error integral signal, and the lateral position error signal, the lateral velocity error signal, the lateral acceleration error signal and the first differential signal of the lateral combined error are superimposed to form a yaw angle desired signal, and finally the yaw angle anti-saturation desired signal is obtained after saturation processing, which includes: v x =∫a x dt; x=∫v x dt; z 12 =r2sin(ω1(x-x0)+θ1); z1=z 11 +with 12 +with 13 ; v z =∫a z dt; z=∫v z dt; yes z =z-z1; yes v =v z -d z1 ; e a =a z -d z4 ; e h =k1e z +k2e v +k3e a +k4e z e v e a s1=∫e h dt; φ da =j1e z +j2e v +j3e a +s1+j4d z5 ; where a x is the longitudinal acceleration of the aircraft measured by the longitudinal accelerometer, v x is the longitudinal velocity of the aircraft; x is the longitudinal flight distance of the aircraft; z 11 is the elliptical expected trajectory signal; z 12 is the sinusoidal expected trajectory signal; z 13 is the quasi-elliptical expected trajectory signal, z1 is the lateral serpentine expected trajectory signal; r1, a1 are ellipse-related constant parameters, x0 is the starting position parameter of the aircraft's lateral serpentine, which is a constant; r2, ω1, θ1 are serpentine-related constant parameters; r3, a2, ω2 are quasi-ellipse-related constant parameters; z2 is the first-lag signal of the lateral serpentine expected trajectory; z3 is the second-lag signal of the lateral serpentine expected trajectory, a1, a4, a3 are the time parameters of the transfer function, which are constants; s is the differential operator of the transfer function; d z1 is the primary differential signal of the lateral serpentine expected trajectory; d z2 It is the first difference and first lag signal of the snake shape; d z3 is the serpentine first-order differential second-order lag signal; d z4 is the secondary differential signal of the lateral serpentine expected trajectory; a z is the lateral acceleration of the aircraft measured by the lateral accelerometer, v z is the lateral speed of the aircraft; z is the lateral flight distance of the aircraft; e z is the lateral position error signal; e v is the lateral velocity error signal; e a is the lateral acceleration error signal, e h is the lateral combined error signal, k1, k2, k3 and k4 are constant parameters; e2 is the first lag signal of the lateral combined error, e3 is the second lag signal of the lateral combined error, d z5 is the first differential signal of the lateral combined error; s1 is the integrated signal of the combined error, φ da is the desired signal of yaw angle, φ d is the yaw angle anti-saturation expected signal; w1 is the yaw angle saturation threshold parameter, which is a constant; j1, j2, j3 and j4 are constant control parameters.

2. The method for accurately controlling the sideslipping and snaking turning position of a high-speed aircraft according to claim 1, characterized in that: An attitude gyroscope is installed to measure the yaw angle signal of the aircraft, and compared with the yaw angle anti-saturation expected signal to obtain a yaw angle error signal; and a first lag signal of the yaw angle error is obtained through a second-order lag transfer function, and a second lag signal of the yaw angle error is obtained through a first-order lag transfer function, and a first differential signal of the yaw angle error is obtained by difference, and the yaw angle error signal and its integral are combined to form a yaw angle error sliding mode signal, and then the lateral velocity error signal and the lateral acceleration error signal are superimposed for hinge integration to obtain a lateral hinge integral signal; then a rate gyroscope is installed to measure the yaw angle rate of the aircraft, and the acceleration interference estimation law and the angular velocity interference estimation law are respectively designed through the yaw angle error sliding mode signal, and the acceleration interference parameter estimation value and the angular velocity interference parameter estimation value are obtained after integration; then the yaw angle error signal, the yaw angle rate signal, the lateral hinge integral signal, the lateral acceleration error signal, and the yaw angle error first differential signal are combined to form a yaw serpentine turn control comprehensive signal, and the final lateral serpentine turn position precise control signal is obtained after anti-saturation processing, which includes: e φ =φ-φ d ; s 2a =c1∫e φ dt+c2d z6 +e φ ; <h2 style=";text-align:left;direction:ltr">s2=∫(s<h2 style=";text-align:left;direction:ltr"> 2a <h2 style=";text-align:left;direction:ltr"> +w1e<h2 style=";text-align:left;direction:ltr"> φ <h2 style=";text-align:left;direction:ltr"> +w2e<h2 style=";text-align:left;direction:ltr"> φ <h2 style=";text-align:left;direction:ltr"> e<h2 style=";text-align:left;direction:ltr"> v <h2 style=";text-align:left;direction:ltr"> +w3e<h2 style=";text-align:left;direction:ltr"> φ <h2 style=";text-align:left;direction:ltr"> e<h2 style=";text-align:left;direction:ltr"> a <h2 style=";text-align:left;direction:ltr"> )dt; Where φ is the aircraft yaw angle signal measured by the attitude gyroscope, e φ is the yaw angle error signal; e f2 is the first lag signal of the yaw angle error, e f3 is the secondary lag signal of the yaw angle error, d z6 is the first differential signal of yaw angle error, s 2a is the sliding mode signal of the yaw angle error; c1 and c2 are the constant parameters of the sliding mode surface; s2 is the lateral hinge integral signal, w a1 、w a2 、w a3 is a constant integral parameter; ω y The yaw rate signal of the aircraft measured by the rate gyro is installed. is the acceleration disturbance estimation law, is the angular velocity disturbance estimation law, is the estimated value of acceleration disturbance parameter, is the estimated value of angular velocity disturbance parameter; w4 and w5 are constant parameters for controlling the speed of estimation, l1, l2, l3, l4, l5 are constant control parameters, and u a The comprehensive signal of yaw serpentine turn control, w2 is the saturation threshold parameter of the yaw rudder system, which is a constant value; u is the precise control signal of the lateral serpentine turn position, which is transmitted to the yaw rudder system of the high-speed aircraft to realize the precise control of the lateral serpentine turn position of the high-speed aircraft by negative feedback control.

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