Aircraft horizontal turning control method and device

Abstract

The present application belongs to the field of flight control technology, and particularly relates to a method and device for controlling horizontal turning of an aircraft. The method mainly includes step S1, determining the heading deviation of the aircraft; step S2, determining to use indicated airspeed or proportional integrator to calculate the rudder deviation command value according to the comparison between the heading deviation and the set value, using proportional integral control method according to the difference between the actual roll angle and the roll angle command, calculating the aileron control command value, and calculating the normal overload command value according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle; step S3, controlling the heading turning of the aircraft according to the rudder deviation command value, controlling the rolling of the aircraft according to the aileron control command, and controlling the lifting and lowering of the aircraft according to the normal overload command. The present application realizes the automatic control of aircraft turning, the turning process is smooth, and the flight safety and comfort are improved.

Description

Technical Field

[0001] The present application belongs to the field of flight control technology, and in particular relates to a method and device for controlling horizontal turning of an aircraft. Background Art

[0002] Any action of an aircraft can be divided into three basic actions: roll, yaw and pitch. The three actions require ailerons, rudders and elevators to achieve. Turning an aircraft means tilting the aircraft to one side and pulling the joystick back to achieve the turn. At present, the pilot usually controls the aircraft to turn by pressing the joystick to one side and pulling the joystick back to achieve the turn. The entire turning process is affected by the pilot's skills, especially in the process of steep turns. First, the aircraft needs to roll into a steep tilt state, no matter how much sideslip will be caused by doing so, and then pull the joystick back sharply, which will cause the pilot to fall back into the seat, causing dizziness. If the operation is improper, it is easy to cause the aircraft to become unstable and cause an accident. Summary of the invention

[0003] In order to solve at least one of the above technical problems, the present application designs a method and device for controlling horizontal turning of an aircraft to achieve automatic control of turning of the aircraft.

[0004] The first aspect of the present application provides a method for controlling a horizontal turn of an aircraft, mainly comprising:

[0005] Step S1, determining the heading deviation of the aircraft;

[0006] Step S2, according to the comparison between the heading deviation and the set value, determine to use the indicated airspeed or proportional integrator to calculate the rudder deviation command value, according to the difference between the actual roll angle and the roll angle command, use the proportional integral control method to calculate the aileron control command value, and according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle, calculate the normal overload command value;

[0007] Step S3, controlling the aircraft heading turn according to the rudder deflection command value, controlling the aircraft roll according to the aileron control command, and controlling the aircraft ascent and descent according to the normal overload command.

[0008] Preferably, step S1 further comprises:

[0009] Step S11, converting the input range [0°, 360°] of the target heading received by the flight control system into the range [-180°, 180°] used for control law calculation;

[0010] Step S12: Subtract the modified target heading from the actual heading of the aircraft, and set the difference value within the range of [-180°, 180°] to obtain the heading deviation of the aircraft.

[0011] Preferably, in step S2, the set value is 10°. If the absolute value of the heading deviation is less than 10°, the absolute value of the heading deviation is connected to a proportional integrator to calculate the rudder deviation command value. Otherwise, the maximum rudder deviation amount at the current indicated airspeed is used as the rudder deviation command value.

[0012] Preferably, in step S2, calculating the aileron control instruction further includes:

[0013] When the difference between the actual roll angle and the roll angle command is less than or equal to 3°, a proportional-integral control method of proportional+integral is used to calculate the aileron control command value;

[0014] When the difference between the actual roll angle and the roll angle command exceeds 3°, the integrator value is cleared and only the proportional control method is used to calculate the aileron control command value.

[0015] Preferably, in step S2, calculating the normal overload instruction value includes:

[0016]

[0017] Among them, K H , K v and K lat They are altitude gain, vertical velocity gain and lateral gain, n zcmd is the normal overload command value, PressH_c is the altitude command value, PressH is the actual pressure altitude, Bank is the roll angle, and Vzg is the vertical speed.

[0018] The second aspect of the present application provides an aircraft horizontal turning control device, which mainly includes:

[0019] A heading deviation determination module, used to determine the heading deviation of the aircraft;

[0020] A turning parameter calculation module is used to determine whether to use the indicated airspeed or proportional integrator to calculate the rudder deviation command value according to the comparison between the heading deviation and the set value, calculate the aileron control command value according to the difference between the actual roll angle and the roll angle command using the proportional integral control method, and calculate the normal overload command value according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle;

[0021] The turning control module is used to control the aircraft heading turning according to the rudder deflection command value, control the aircraft rolling according to the aileron control command, and control the aircraft ascending and descending according to the normal overload command.

[0022] Preferably, the heading deviation determination module comprises:

[0023] A range adjustment unit, used to convert the input range [0°, 360°] of the target heading received by the flight control system into the range [-180°, 180°] used for control law calculation;

[0024] The heading deviation calculation unit is used to subtract the modified target heading from the actual heading of the aircraft, and set the difference within the range of [-180°, 180°] to obtain the heading deviation of the aircraft.

[0025] Preferably, the set value is 10°. If the absolute value of the heading deviation is less than 10°, the absolute value of the heading deviation is connected to a proportional integrator to calculate the rudder deviation command value. Otherwise, the maximum rudder deviation at the current indicated airspeed is used as the rudder deviation command value.

[0026] Preferably, the turning parameter calculation module further comprises:

[0027] An aileron proportional-integral control unit, used to calculate the aileron control command value by using a proportional-integral control method of proportional+integral when the difference between the actual roll angle and the roll angle command is less than or equal to 3°;

[0028] The aileron proportional control unit is used to clear the integrator value when the difference between the actual roll angle and the roll angle command exceeds 3°, and only use the proportional control method to calculate the aileron control command value.

[0029] Preferably, the turning parameter calculation module further includes a normal overload instruction calculation unit, which is used to calculate the normal overload instruction value according to the following formula:

[0030]

[0031] Among them, K H , K v and K lat They are altitude gain, vertical velocity gain and lateral gain, n zcmd is the normal overload command value, PressH_c is the altitude command value, PressH is the actual pressure altitude, Bank is the roll angle, and Vzg is the vertical speed.

[0032] The present application realizes the automatic control of aircraft turning, and the turning process is smooth, thereby improving flight safety and comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a control flow chart of one implementation of the aircraft horizontal turning control method of the present application.

[0034] Figure 2 It is a schematic diagram of heading turn control of an implementation method of applying for a horizontal turn control method of an aircraft.

[0035] Figure 3 It is a schematic diagram of lateral zero-slope control of an implementation method of the aircraft horizontal turning control method of the present application.

[0036] Figure 4 It is a schematic diagram of longitudinal altitude holding control of one implementation of the aircraft horizontal turning control method of the present application. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the implementation of this application will be described in more detail in combination with the drawings in the implementation of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and cannot be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in combination with the drawings.

[0038] The first aspect of the present application provides a method for controlling a horizontal turn of an aircraft, such as Figure 1 As shown, it mainly includes:

[0039] Step S1, determining the heading deviation of the aircraft;

[0040] Step S2, according to the comparison between the heading deviation and the set value, determine to use the indicated airspeed or proportional integrator to calculate the rudder deviation command value, according to the difference between the actual roll angle and the roll angle command, use the proportional integral control method to calculate the aileron control command value, and according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle, calculate the normal overload command value;

[0041] Step S3, controlling the aircraft heading turn according to the rudder deflection command value, controlling the aircraft roll according to the aileron control command, and controlling the aircraft ascent and descent according to the normal overload command.

[0042] Based on the existing aircraft inner-loop control stabilization, this application designs a heading control algorithm through outer-loop automatic flight control, and uses rudder deflection to achieve the aircraft's target heading / track or established route tracking. At the same time, a lateral control algorithm is designed to deflect the ailerons to keep the aircraft's roll attitude almost zero during the turn; a longitudinal control algorithm is designed to keep the aircraft's altitude almost unchanged during the turn. This application is designed based on the existing aircraft inner-loop control stabilization control law, which is easy to implement and easy to iterate the control algorithm parameters, saving design time and cost. For aircraft that require horizontal flight, such as early warning aircraft, horizontal turns without loss of height and slope can be achieved to ensure flight missions and combat effectiveness, and it has high application value.

[0043] In some optional implementations, step S1 further includes:

[0044] Step S11, converting the input range [0°, 360°] of the target heading received by the flight control system into the range [-180°, 180°] used for control law calculation;

[0045] Step S12: Subtract the modified target heading from the actual heading of the aircraft, and set the difference value within the range of [-180°, 180°] to obtain the heading deviation of the aircraft.

[0046] In this embodiment, the flight control system receives the set target heading HDG_AFCU, changes the heading input range from [0°, 360°] to [-180°, 180°] used for control law calculation; then, the target heading in the modified range is subtracted from the actual heading of the aircraft, and the range of the heading difference is limited to [-180°, 180°] to obtain the aircraft heading deviation Delta_YAW.

[0047] In some optional embodiments, in step S2, the set value is 10°. If the absolute value of the heading deviation is less than 10°, the absolute value of the heading deviation is connected to a proportional integrator to calculate the rudder deviation command value. Otherwise, the maximum rudder deviation at the current indicated airspeed is used as the rudder deviation command value.

[0048] In this embodiment, reference Figure 2 According to the comparison result of the heading deviation Delta_YAW and 10°, the rudder commands of different sizes are calculated: when the absolute value of Delta_YAW is greater than or equal to 10°, the rudder command value is the maximum rudder deviation under the current indicated airspeed Vias; when the absolute value of Delta_YAW is less than 10°, according to the absolute value of Delta_YAW, the proportional integral controller is connected, K p and K I They are proportional gain and integral gain respectively. The calculation formula of rudder deflection command is as follows:

[0049]

[0050] The fading process is adopted when the command is switched, so as to ensure the initial change speed of the aircraft heading and realize the precise control of the aircraft heading.

[0051] In some optional implementations, in step S2, calculating the aileron control instruction further includes:

[0052] When the difference between the actual roll angle and the roll angle command is less than or equal to 3°, a proportional-integral control method of proportional+integral is used to calculate the aileron control command value;

[0053] When the difference between the actual roll angle and the roll angle command exceeds 3°, the integrator value is cleared and only the proportional control method is used to calculate the aileron control command value.

[0054] refer to Figure 3 In this embodiment, the lateral roll angle command Bank_c is always zero during the horizontal turn. According to the difference between the actual roll angle Bank and the roll angle command, the proportional integral control method is used to achieve the roll-free control. The aileron command calculation formula is as follows:

[0055] δ acmd =Kp_Bank×(Bank_c-Bank)+Ki_Bank×∫(Bank_c-Bank)

[0056] Kp_Bank and Ki_Bank are proportional gain and integral gain. At the same time, the integral branch circuit sets the tolerance limit and anti-saturation loop. When the absolute value of Bank_c-Bank exceeds 3°, the integrator value is cleared to prevent the integral command from being too large.

[0057] In some optional implementations, in step S2, calculating the normal overload instruction value includes:

[0058]

[0059] Among them, K H , K v and K lat They are altitude gain, vertical velocity gain and lateral gain, n zcmd is the normal overload command value, PressH_c is the altitude command value, PressH is the actual pressure altitude, Bank is the roll angle, and Vzg is the vertical speed.

[0060] refer to Figure 4In this embodiment, the pressure altitude when the horizontal turning mode is connected is maintained longitudinally, that is, the altitude command PressH_c. The difference between the altitude command and the actual pressure altitude PressH is used as the main control signal. At the same time, the vertical speed Vzg signal and the roll angle signal Bank are used for compensation and converted into the overload command n zcmd When the aircraft altitude is lower / higher than the altitude command, the error signal calculates the positive / negative overload command, corrects the deviation in time and maintains the pressure altitude value.

[0061] The second aspect of the present application provides an aircraft horizontal turning control device corresponding to the above method, mainly comprising:

[0062] A heading deviation determination module, used to determine the heading deviation of the aircraft;

[0063] A turning parameter calculation module is used to determine whether to use the indicated airspeed or proportional integrator to calculate the rudder deviation command value according to the comparison between the heading deviation and the set value, calculate the aileron control command value according to the difference between the actual roll angle and the roll angle command using the proportional integral control method, and calculate the normal overload command value according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle;

[0064] The turning control module is used to control the aircraft heading turning according to the rudder deflection command value, control the aircraft rolling according to the aileron control command, and control the aircraft ascending and descending according to the normal overload command.

[0065] In some optional implementations, the heading deviation determination module includes:

[0066] A range adjustment unit, used to convert the input range [0°, 360°] of the target heading received by the flight control system into the range [-180°, 180°] used for control law calculation;

[0067] The heading deviation calculation unit is used to subtract the modified target heading from the actual heading of the aircraft, and set the difference within the range of [-180°, 180°] to obtain the heading deviation of the aircraft.

[0068] In some optional embodiments, the set value is 10°. If the absolute value of the heading deviation is less than 10°, the absolute value of the heading deviation is connected to a proportional integrator to calculate the rudder deviation command value. Otherwise, the maximum rudder deviation at the current indicated airspeed is used as the rudder deviation command value.

[0069] In some optional implementations, the turning parameter calculation module further includes:

[0070] An aileron proportional-integral control unit, used to calculate the aileron control command value by using a proportional-integral control method of proportional+integral when the difference between the actual roll angle and the roll angle command is less than or equal to 3°;

[0071] The aileron proportional control unit is used to clear the integrator value when the difference between the actual roll angle and the roll angle command exceeds 3°, and only use the proportional control method to calculate the aileron control command value.

[0072] In some optional implementations, the turning parameter calculation module further includes a normal overload instruction calculation unit, which is used to calculate the normal overload instruction value according to the following formula:

[0073]

[0074] Among them, K H , K v and K lat They are altitude gain, vertical velocity gain and lateral gain, n zcmd is the normal overload command value, PressH_c is the altitude command value, PressH is the actual pressure altitude, Bank is the roll angle, and Vzg is the vertical speed.

[0075] The present application realizes the automatic control of aircraft turning, and the turning process is smooth, thereby improving flight safety and comfort.

[0076] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for controlling a horizontal turn of an aircraft, characterized in that: include: Step S1, determining the heading deviation of the aircraft; Step S2, according to the comparison between the heading deviation and the set value, determine to use the indicated airspeed or proportional integrator to calculate the rudder deviation command value, according to the difference between the actual roll angle and the roll angle command, use the proportional integral control method to calculate the aileron control command value, and according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle, calculate the normal overload command value; Step S3, controlling the aircraft heading turn according to the rudder deflection command value, controlling the aircraft rolling according to the aileron control command, and controlling the aircraft ascending and descending according to the normal overload command; Wherein, in step S2, the set value is 10°, if the absolute value of the heading deviation is less than 10°, the absolute value of the heading deviation is connected to the proportional integrator to calculate the rudder deviation command value, otherwise the maximum rudder deviation under the current indicated airspeed is used as the rudder deviation command value; In step S2, the calculation of the aileron control command further includes: When the difference between the actual roll angle and the roll angle command is less than or equal to 3°, a proportional-integral control method of proportional+integral is used to calculate the aileron control command value, wherein the lateral roll angle command is always zero during a horizontal turn; When the difference between the actual roll angle and the roll angle command exceeds 3°, the integrator value is cleared and only the proportional control method is used to calculate the aileron control command value; In step S2, calculating the normal overload instruction value includes: Among them, K H , K v and K lat They are altitude gain, vertical velocity gain and lateral gain, n zcmd is the normal overload command value, PressH_c is the altitude command value, PressH is the actual pressure altitude, Bank is the roll angle, and Vzg is the vertical speed.

2. The aircraft horizontal turning control method according to claim 1, characterized in that: Step S1 further comprises: Step S11, converting the input range [0°, 360°] of the target heading received by the flight control system into the range [-180°, 180°] used for control law calculation; Step S12: Subtract the modified target heading from the actual heading of the aircraft, and set the difference value within the range of [-180°, 180°] to obtain the heading deviation of the aircraft.

3. An aircraft horizontal turning control device, characterized in that: include: A heading deviation determination module, used to determine the heading deviation of the aircraft; A turning parameter calculation module is used to determine whether to use the indicated airspeed or proportional integrator to calculate the rudder deviation command value according to the comparison between the heading deviation and the set value, calculate the aileron control command value according to the difference between the actual roll angle and the roll angle command using the proportional integral control method, and calculate the normal overload command value according to the difference between the altitude command and the actual pressure altitude, the vertical speed and the roll angle; A turning control module, used to control the heading turning of the aircraft according to the rudder deflection command value, control the rolling of the aircraft according to the aileron control command, and control the ascent and descent of the aircraft according to the normal overload command; Wherein, the set value is 10°. If the absolute value of the heading deviation is less than 10°, the absolute value of the heading deviation is connected to the proportional integrator to calculate the rudder deviation command value. Otherwise, the maximum rudder deviation under the current indicated airspeed is used as the rudder deviation command value. The turning parameter calculation module further includes: an aileron proportional-integral control unit, for calculating the aileron control command value by using a proportional-integral control method of proportional+integral when the difference between the actual roll angle and the roll angle command is less than or equal to 3°, and the lateral roll angle command is always zero during a horizontal turn; An aileron proportional control unit, used for clearing the integrator value when the difference between the actual roll angle and the roll angle command exceeds 3°, and only using the proportional control method to calculate the aileron control command value; The normal overload instruction calculation unit is used to calculate the normal overload instruction value according to the following formula: Among them, K H , K v and K lat They are altitude gain, vertical velocity gain and lateral gain, n zcmd is the normal overload command value, PressH_c is the altitude command value, PressH is the actual pressure altitude, Bank is the roll angle, and Vzg is the vertical speed.

4. The aircraft horizontal turning control device according to claim 3, characterized in that: The heading deviation determination module comprises: A range adjustment unit, used to convert the input range [0°, 360°] of the target heading received by the flight control system into the range [-180°, 180°] used for control law calculation; The heading deviation calculation unit is used to subtract the modified target heading from the actual heading of the aircraft, and set the difference within the range of [-180°, 180°] to obtain the heading deviation of the aircraft.

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