A control method, device and system for improving lateral ride comfort of an aircraft
By arranging lateral acceleration sensors along the longitudinal axis of the aircraft and processing triaxial angular velocity signals, target aileron and rudder commands are generated to drive the ailerons and rudder to deflect, thus solving the problem of poor ride quality in large passenger aircraft under gust disturbances and improving ride comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2022-11-11
- Publication Date
- 2026-04-07
AI Technical Summary
Modern large passenger aircraft undergo significant deformation during gusts of wind, and traditional control methods cannot guarantee the quality of passenger experience.
Three sets of lateral acceleration sensors are arranged along the longitudinal axis of the aircraft. Combined with the three-axis angular velocity signals, the target aileron differential command and rudder command are generated through filtering and gain adjustment. The aileron and rudder are driven to deflect to counteract the lateral force and torque caused by gust disturbance.
It effectively reduces the increase in lateral overload of aircraft under gust disturbances, improves passenger comfort, has a simple hardware structure, high signal reliability, and is easy to implement in engineering.
Smart Images
Figure CN115755959B_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application belongs to the technical field of flight control, and particularly relates to a control method, device and system for improving lateral flight comfort of an airplane. BACKGROUND
[0002] Ride quality control (also referred to as ride feel control) is an active control technology that can improve the comfort of passengers on an airplane and improve the economy of the airplane.
[0003] With the development of modern large passenger airplanes, most passenger airplanes have a multi-control surface layout structure. For example, the A340 of Airbus has four pairs of ailerons and six pairs of spoilers, and the A380 further increases to eight pairs of spoilers; the B777 of Boeing also has multiple pairs of ailerons and spoilers. Due to the task requirements of modern large passenger airplanes, the airplanes often face relatively complex weather conditions, and the airplanes will produce large deformation when subjected to gust disturbance. The traditional control method cannot guarantee the ride quality of passengers. SUMMARY
[0004] The application provides a control method, device and system for improving lateral flight comfort of an airplane, which solves the problem in the prior art that an airplane produces large deformation when subjected to gust disturbance and cannot guarantee the ride quality of passengers. The technical solution is as follows:
[0005] In a first aspect, a control method for improving lateral flight comfort of an airplane is provided, which is used for a flight control computer, and the method comprises the following steps.
[0006] Obtaining lateral overload signals of multiple different positions of the airplane when subjected to crosswind disturbance and three-axis angular velocity signals of the airplane;
[0007] Obtaining multiple additional lateral overloads according to the multiple lateral overload signals and the three-axis angular velocity signals;
[0008] Generating target aileron differential instructions and target rudder instructions according to the multiple additional lateral overloads;
[0009] Outputting the target aileron differential instructions and the target rudder instructions to actuators, and driving the ailerons and the rudder to deflect to generate lateral forces and moments for offsetting the influence of side forces caused by the gust disturbance.
[0010] Optionally, the obtaining of the lateral overload signals of the multiple different positions of the airplane when subjected to the crosswind disturbance comprises the following steps.
[0011] Obtaining the lateral overload signals of the front, middle and rear different positions of the airplane when subjected to the crosswind disturbance according to three sets of lateral acceleration sensors arranged in advance along the longitudinal axis of the fuselage.
[0012] Optionally, the plurality of additional lateral overloads are obtained according to the plurality of lateral overloads and the three-axis angular velocity signal, comprising:
[0013] The three lateral overloads are filtered to obtain a front cabin lateral overload, a center of mass lateral overload and a rear cabin lateral overload.
[0014] The three-axis angular velocity signal of the aircraft is filtered to obtain a filtered three-axis angular velocity.
[0015] The front cabin additional lateral overload is obtained according to the front cabin lateral overload, the center of mass lateral overload and the filtered three-axis angular velocity.
[0016] The rear cabin additional lateral overload is obtained according to the rear cabin lateral overload, the center of mass lateral overload and the filtered three-axis angular velocity.
[0017] Optionally, the target aileron differential command and the target rudder command are generated according to the plurality of additional lateral overloads, comprising:
[0018] The front cabin additional lateral overload is gain-adjusted to obtain an aileron differential increment command, and the target aileron differential command is obtained according to the aileron differential increment command.
[0019] The rear cabin additional lateral overload is gain-adjusted to obtain a rudder increment command, and the target rudder command is obtained according to the rudder increment command.
[0020] Optionally, the target aileron differential command is obtained according to the aileron differential increment command, comprising:
[0021] The aileron differential increment command is limited and superimposed on the aileron differential command calculated by the control augmentation loop control law to obtain the target aileron differential command.
[0022] The target rudder command is obtained according to the rudder increment command, comprising:
[0023] The rudder increment command is limited and superimposed on the rudder command calculated by the control augmentation loop control law to obtain the target rudder command.
[0024] In a second aspect, a control device for improving the lateral flight comfort of an aircraft is provided, which is used in a flight control computer, and the device comprises:
[0025] An acquisition module, configured to:
[0026] Obtain lateral overload signals of the aircraft at different positions when subjected to a crosswind disturbance and a three-axis angular velocity signal of the aircraft;
[0027] The plurality of additional lateral overloads are obtained according to the plurality of lateral overloads and the three-axis angular velocity signal.
[0028] The generating module is configured to:
[0029] generate target aileron differential command and target rudder command according to the plurality of additional lateral overloads;
[0030] The output module is configured to output the target aileron differential command and the target rudder command to the actuator, and drive the aileron and the rudder to deflect to generate lateral force and moment for offsetting the influence of the side force caused by the gust disturbance.
[0031] Optionally, the acquisition module is specifically configured to:
[0032] The lateral acceleration sensors are arranged at different positions along the longitudinal axis of the fuselage, and the lateral overloads of the front cabin, the center of mass and the rear cabin are obtained when the aircraft is disturbed by the crosswind.
[0033] Optionally, the acquisition module is specifically configured to:
[0034] The three lateral overloads are filtered to obtain the lateral overloads of the front cabin, the center of mass and the rear cabin;
[0035] The three-axis angular velocity signals of the aircraft are filtered to obtain the filtered three-axis angular velocity signals;
[0036] The additional lateral overloads of the front cabin are obtained according to the lateral overloads of the front cabin, the center of mass and the filtered three-axis angular velocity signals;
[0037] The additional lateral overloads of the rear cabin are obtained according to the lateral overloads of the rear cabin, the center of mass and the filtered three-axis angular velocity signals.
[0038] In a third aspect, a control system for improving the lateral ride comfort of an aircraft is provided, comprising: a flight control computer, lateral acceleration sensors at different positions along the longitudinal axis of the fuselage, a three-axis angular rate gyroscope, an actuator, an aileron and a rudder,
[0039] The flight control computer is configured to: receive the lateral overloads collected by the plurality of lateral acceleration sensors and the three-axis angular velocity signals collected by the three-axis angular rate gyroscope; obtain a plurality of additional lateral overloads according to the plurality of lateral overloads and the three-axis angular velocity signals; generate target aileron differential command and target rudder command according to the plurality of additional lateral overloads; and output the target aileron differential command and the target rudder command to the actuator;
[0040] The actuator is configured to drive the aileron and the rudder to deflect to generate lateral force and moment for offsetting the influence of the side force caused by the gust disturbance.
[0041] The fuselage longitudinal axis is provided with a lateral acceleration sensor at the front cabin nose, a lateral acceleration sensor at the center of mass of the fuselage, and a lateral acceleration sensor at the rear cabin tail, which are used to collect lateral overload signals of the aircraft at different positions when disturbed by crosswind.
[0042] The actuator includes a left aileron actuator, a right aileron actuator, and a rudder actuator; the aileron includes a left aileron and a right aileron; and the flight control computer is configured to drive the left aileron to deflect through the left aileron actuator, drive the right aileron to deflect through the right aileron actuator, and drive the rudder to deflect through the rudder actuator.
[0043] The left aileron, the right aileron, and the rudder generate lateral forces and moments for offsetting the influence of side force caused by the gust disturbance.
[0044] The application arranges three sets of lateral acceleration sensors on the longitudinal axis of the aircraft, which are respectively located at the front cabin nose, the center of mass of the fuselage, and the rear cabin tail, and are used to obtain lateral overload signals of the aircraft at different positions when disturbed by crosswind, Figure 1 The middle black box is the sensor installation position. Combined with the three-axis angular velocity signals of the aircraft, the front cabin additional lateral overload and the rear cabin additional lateral overload are obtained after filtering processing, and the target aileron differential command and the target rudder command are formed through gain adjustment and amplitude limiting superposition, which drive the aileron and the rudder to deflect to generate lateral forces and moments to offset the influence of side force caused by the gust disturbance, so as to improve the passenger ride comfort. The hardware structure of the application is simple, the signal reliability is high, and the engineering implementation is easy, which can be used to improve the long-time lateral ride quality of large passenger aircraft. BRIEF DESCRIPTION OF DRAWINGS
[0045] Figure 1 FIG. 1 is a schematic diagram of the sensor installation position required by the control method for improving the lateral ride quality provided by the embodiment of the application;
[0046] Figure 2 FIG. 2 is a flowchart of the control method for improving the lateral ride quality provided by the embodiment of the application;
[0047] Figure 3 FIG. 3 is a schematic diagram of the effect of the application on the lateral overload amplitude;
[0048] Figure 4 FIG. 4 is a schematic diagram of the effect of the application on the roll angle;
[0049] Figure 5 FIG. 5 is a schematic diagram of the effect of the application on the sideslip angle;
[0050] Figure 6 FIG. 6 is a schematic diagram of the effect of the application on the aileron deflection value;
[0051] Figure 7is the effect diagram of the application on rudder deflection value;
[0052] Figure 8 is a structure diagram of a control system for improving cross- flight ride quality provided by an embodiment of the application. DETAILED DESCRIPTION
[0053] The application will be further described in detail below with reference to the drawings:
[0054] The application provides a control method suitable for improving cross- flight ride quality. Three sets of lateral acceleration sensors are arranged on the longitudinal axis of the aircraft, respectively at the front cabin nose, the aircraft center of mass, and the rear cabin tail, to obtain lateral overload signals of different positions in the front, middle, and rear of the aircraft when subjected to crosswind disturbance, Figure 1 The middle black box is the sensor installation position. Combined with the three-axis angular velocity signals of the aircraft, the front cabin additional lateral overload and the rear cabin additional lateral overload are obtained after filtering processing. Through gain adjustment and amplitude limiting superposition, target aileron differential instructions and target rudder instructions are formed to drive the aileron and rudder deflection to generate lateral force and moment, offset the lateral force influence brought by the gust disturbance, and achieve the purpose of improving passenger ride comfort. Please refer to Figure 2 is a control method flowchart for improving the cross- flight ride comfort of an aircraft provided by the application. The method is used for a flight control computer and is an active control method. The method includes the following steps:
[0055] Step 1, based on formula (1), the lateral overload signals of different positions in the front, middle, and rear of the aircraft when subjected to crosswind disturbance are obtained according to the three sets of lateral acceleration sensors arranged on the longitudinal axis of the aircraft, and the lateral overload signals are filtered to obtain the front cabin lateral overload, the center of mass lateral overload, and the rear cabin lateral overload.
[0056]
[0057] In formula (1), a fy , a gy , and a by are the front cabin lateral overload, the center of mass lateral overload, and the rear cabin lateral overload after filtering processing, respectively. f , a g , and a b are the lateral overload signals of different positions in the front, middle, and rear of the aircraft when subjected to crosswind disturbance obtained by the three sets of lateral acceleration sensors arranged on the longitudinal axis of the aircraft, respectively. f (filter), G g (filter), and G b (filter) are the filters of the corresponding channels.
[0058] When collecting the lateral overload signals, the following should be followed:
[0059] 1) In the air state, when a sensor signal exceeds a certain threshold value for t1 seconds, it is set as invalid;
[0060] 2) In the air state, when a sensor is less than a certain threshold value for t2 seconds, it is set as invalid;
[0061] 3) When any sensor is invalid, the function is cut off, that is, the signal is set to 0, and the command value calculated in steps 3, 4 and 5 is adjusted to 0 through linear fading.
[0062] The above-mentioned relatively conservative safety protection logic aims to ensure that the aircraft is not affected by abnormal signals and can fly normally in the case of signal failure or abnormal output due to interference.
[0063] Step 2, based on formula (2), the three-axis angular velocity signals of the aircraft are filtered to obtain the filtered three-axis angular rate.
[0064]
[0065] In formula (2), p, q and r are the three-axis angular rates of the aircraft, p f , q f and r f are the filtered three-axis angular rates of the aircraft, and G f (filter) is a filter.
[0066] The three-axis angular velocity signals of the aircraft are collected by a three-axis angular rate gyroscope.
[0067] Step 3, based on formula (3) and formula (4), the additional lateral overload of the front cabin Δa fy is calculated according to the lateral overload of the front cabin, the lateral overload of the center of mass and the filtered three-axis angular rate; and the additional lateral overload of the rear cabin Δa by is calculated according to the lateral overload of the rear cabin, the lateral overload of the center of mass and the filtered three-axis angular rate.
[0068]
[0069]
[0070] In formula (3) and formula (4), Δa fy is the additional lateral acceleration caused by the angular velocity and angular acceleration of the aircraft at the position of the front cabin of the aircraft; Δa by is the additional lateral acceleration caused by the angular velocity and angular acceleration of the aircraft at the position of the rear cabin of the aircraft; a fy is the lateral overload of the front cabin, a gy is the lateral overload of the center of mass, and a byFor lateral overload of the rear compartment; p f q f r f x represents the three-axis angular rates of the aircraft after filtering. f y f , z f The three-dimensional coordinates of the aircraft's forward cockpit position in the fuselage's Cartesian reference coordinate system; x b y b , z b The coordinates of the rear cabin position of the aircraft are in the three-dimensional coordinates of the aircraft's Cartesian reference coordinate system.
[0071] Step 4: Calculate the additional lateral overload Δa in the forward compartment based on the result of Step 3. fy After gain adjustment and multiplication, the aileron differential increment command Δδ is calculated. a See formula (5), and according to the aileron differential increment command Δδ a Received the target aileron differential control command.
[0072] The aileron differential increment command is calculated based on the additional lateral overload value of the forward cabin. This aileron differential increment command, after being limited, is superimposed on the aileron differential command calculated by the control law of the control augmentation loop. The aileron differential command calculated by the control law of the control augmentation loop can be obtained by referring to relevant technologies.
[0073] Δδ a =k a ×Δa fy (5)
[0074] In equation (5), k a For gain, Δa fy Additional lateral overload to the forward compartment, Δδ a This is the aileron differential increment command.
[0075] Step 5: Calculate the additional lateral overload Δa in the rear compartment based on the result of Step 3. by After gain adjustment and multiplication, the rudder increment command Δδ is calculated. r See formula (6), and according to the rudder increment command Δδ r Received the target rudder command.
[0076] The incremental rudder command is calculated based on the additional lateral overload value in the aft compartment. This incremental rudder command, after being limited, is superimposed on the rudder command calculated by the control law of the control augmentation loop. The rudder command calculated by the control law of the control augmentation loop can be obtained by referring to relevant technologies.
[0077] Δδ r =k r ×Δa by (6)
[0078] In equation (6), kr For gain, k r Δa is the ratio of the pitching moment coefficients of the aileron and the spoiler. by Additional lateral overload to the aft compartment, Δδ r This is the rudder increment command.
[0079] The target rudder increment command is used to balance the additional roll torque caused by the target aileron differential increment command.
[0080] Furthermore, in order to improve the accuracy of the calculation results of equations (5) and (6), the gain parameters in equations (5) and (6) can be optimized, and the gain k can be adjusted accordingly. a and gain k r During optimization, the optimization method of lateral comfort index is combined with a simplified lateral comfort index C. y The rolling frequency damping requirements of the Netherlands are combined with weighted synthesis by frequency band and time period. Multi-objective optimization offline design is performed in both frequency and time domains to solve for the optimal control parameter k. a and k r Then, the optimal control parameter k a and k r It is then integrated into the flight control software.
[0081] Step 6: Output the target aileron differential command and the target rudder command to the actuator, and drive the aileron and rudder to deflect in order to generate lateral force and torque to counteract the side force effect caused by gust disturbance.
[0082] Specifically, the flight control computer drives the left aileron to deflect via the left aileron actuator; drives the right aileron to deflect via the right aileron actuator; and drives the rudder to deflect via the rudder actuator. The left and right ailerons generate torque, and the rudder generates lateral force and torque to counteract the lateral force caused by gusts of wind, ultimately improving passenger comfort.
[0083] For example, based on a transport aircraft model, this control method is used for simulation analysis. The results of the aircraft's gust mitigation response after a crosswind disturbance are as follows: Figures 3 to 7 As shown in the figure, the solid lines represent the effect diagrams corresponding to the method described in this application, and the dashed lines represent the effect diagrams corresponding to the method not described in this application.
[0084] Figure 3 This is a schematic diagram comparing the lateral overload amplitude of the two. Figures 4 to 7 These are schematic diagrams comparing the two in terms of roll angle, sideslip angle, aileron deflection value, and rudder deflection value.
[0085] It can be seen that the control method of applying a lateral gust to the aircraft with gust reduction has a lateral overload suppression effect of more than 24%.
[0086] This application employs information fusion multi-sensor real-time processing technology. Under aircraft maneuvering and gust disturbance conditions, it comprehensively senses changes in lateral acceleration signals and three-axis angular rate signals at three representative locations—the front, middle, and rear cabins—through three sets of lateral acceleration sensors arranged along the longitudinal axis of the fuselage and one set of angular acceleration signals near the fuselage center of gravity. After signal filtering and comfort index optimization, it generates target aileron differential commands and target rudder commands to control the corresponding control surface actions, reducing the lateral overload increment caused by turbulence and thus improving the ride quality.
[0087] This application also provides a control device for improving lateral ride comfort in an aircraft, used by a flight control computer to execute the control method for improving lateral ride comfort described in this application. The device includes:
[0088] The acquisition module is used for:
[0089] Acquire lateral overload signals and three-axis angular velocity signals of the aircraft at multiple different positions when subjected to crosswind disturbances;
[0090] Multiple additional lateral overloads are obtained based on multiple lateral overload signals and triaxial angular velocity signals;
[0091] Generate modules for:
[0092] Target aileron differential commands and target rudder commands are generated based on multiple additional lateral overloads;
[0093] The output module is used to output the target aileron differential command and the target rudder command to the actuator, and drive the aileron and rudder to deflect in order to generate lateral force and torque to counteract the side force effect caused by gust disturbance.
[0094] The acquisition module is specifically used for:
[0095] The lateral overload signals at different positions of the aircraft (forward, mid- and rear) when subjected to crosswind disturbances are obtained by three sets of lateral acceleration sensors pre-arranged along the longitudinal axis of the fuselage.
[0096] Specifically, the acquisition module is also used for:
[0097] The three lateral overload signals were filtered to obtain the forward compartment lateral overload, center of gravity lateral overload, and aft compartment lateral overload.
[0098] The three-axis angular velocity signals of the aircraft are filtered to obtain the filtered three-axis angular rates;
[0099] The additional lateral overload of the forward compartment is obtained based on the forward compartment lateral overload, the center of mass lateral overload, and the filtered triaxial angular rate.
[0100] The additional lateral overload of the aft compartment is obtained based on the lateral overload of the aft compartment, the lateral overload of the center of mass, and the triaxial angular rate after filtering.
[0101] Figure 8 The schematic diagram provided in this application illustrates a control system for improving lateral ride comfort in an aircraft. The system includes: a flight control computer, a lateral acceleration sensor at the nose of the forward cockpit, a lateral acceleration sensor at the fuselage center of gravity, a lateral acceleration sensor at the tail of the rear cockpit, a three-axis angular rate gyroscope, actuators, ailerons, and a rudder.
[0102] The flight control computer receives lateral overload signals from lateral acceleration sensors at the nose of the front cabin, the center of gravity of the fuselage, and the tail of the rear cabin, and receives three-axis angular velocity signals from a three-axis angular rate gyroscope. It then executes steps 1 to 7 to generate target aileron differential commands and target rudder commands. These commands drive the ailerons and rudder to deflect via actuators, generating lateral forces and torques to counteract the lateral force effects caused by gusts and improve passenger comfort.
[0103] The actuators include a left aileron actuator, a right aileron actuator, and a rudder actuator. The ailerons include a left aileron and a right aileron. During operation, the flight control computer drives the left aileron to deflect via the left aileron actuator, drives the right aileron to deflect via the right aileron actuator, and drives the rudder to deflect via the rudder actuator. The left aileron, right aileron, and rudder generate lateral forces and moments to counteract the side force effects caused by gust disturbances.
[0104] The hardware resources required for this application are three lateral acceleration sensors (front, middle, and rear), a three-axis angular rate gyroscope, left and right aileron actuators, and rudder actuators. Compared with the lateral control of conventional fly-by-wire flight control systems, it only adds two lateral acceleration sensors to the front and rear cabins. Its configuration structure is relatively simple and easy to implement, and it has strong engineering significance.
[0105] The effectiveness of the method and system described in this application has been verified by flight quality simulation tests and has been applied in control law design schemes.
[0106] The above description merely illustrates the embodiments of this application, and while the description is quite specific and detailed, it should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application.
Claims
1. A control method for improving lateral ride comfort in an aircraft, characterized in that, For use with a flight control computer, the method includes: Acquire lateral overload signals and three-axis angular velocity signals of the aircraft at multiple different positions when subjected to crosswind disturbances; Multiple additional lateral overloads are obtained based on multiple lateral overload signals and triaxial angular velocity signals; Target aileron differential commands and target rudder commands are generated based on multiple additional lateral overloads; The target aileron differential command and target rudder command are output to the actuator, which drives the aileron and rudder to deflect in order to generate lateral force and torque to counteract the side force effect caused by gust disturbance. Acquire lateral overload signals at multiple different locations on the aircraft when subjected to crosswind disturbances, including: The lateral overload signals at different positions of the aircraft (front, middle, and rear) when subjected to crosswind disturbances are obtained based on three sets of lateral acceleration sensors pre-arranged along the longitudinal axis of the fuselage. Based on multiple lateral overload signals and triaxial angular velocity signals, several additional lateral overloads are obtained, including: The three lateral overload signals were filtered to obtain the forward compartment lateral overload, center of gravity lateral overload, and aft compartment lateral overload. The three-axis angular velocity signals of the aircraft are filtered to obtain the filtered three-axis angular rates; The additional lateral overload of the forward compartment is obtained based on the forward compartment lateral overload, the center of mass lateral overload, and the filtered triaxial angular rate. The additional lateral overload of the aft compartment is obtained based on the lateral overload of the aft compartment, the lateral overload of the center of mass, and the triaxial angular rate after filtering.
2. The method according to claim 1, characterized in that, Based on multiple additional lateral overloads, target aileron differential commands and target rudder commands are generated, including: Gain adjustment is applied to the additional lateral overload of the forward compartment to obtain the aileron differential increment command, and the target aileron differential command is obtained based on the aileron differential increment command; The gain of the additional lateral overload in the rear compartment is adjusted to obtain the rudder increment command, and the target rudder command is obtained based on the rudder increment command.
3. The method according to claim 2, characterized in that, The target aileron differential command is obtained based on the aileron differential increment command, including: The result of superimposing the aileron differential increment command, after being limited, onto the aileron differential command calculated by the control law of the control augmentation loop is taken as the target aileron differential command. The target rudder command is obtained based on the rudder increment command, including: The result of superimposing the incremental rudder command, after being limited, onto the rudder command calculated by the control law of the control augmentation loop is used as the target rudder command.
4. A control device for improving lateral ride comfort in an aircraft, characterized in that, For a flight control computer, the device includes: The acquisition module is used for: Acquire lateral overload signals and three-axis angular velocity signals of the aircraft at multiple different positions when subjected to crosswind disturbances; Multiple additional lateral overloads are obtained based on multiple lateral overload signals and triaxial angular velocity signals; Generate modules for: Target aileron differential commands and target rudder commands are generated based on multiple additional lateral overloads; The output module is used to output the target aileron differential command and the target rudder command to the actuator, and drive the aileron and rudder to deflect in order to generate lateral force and torque to counteract the side force effect caused by gust disturbance. The acquisition module is specifically used for: The lateral overload signals at different positions of the aircraft (front, middle, and rear) when subjected to crosswind disturbances are obtained based on three sets of lateral acceleration sensors pre-arranged along the longitudinal axis of the fuselage. The acquisition module is also used for: The three lateral overload signals were filtered to obtain the forward compartment lateral overload, center of gravity lateral overload, and aft compartment lateral overload. The three-axis angular velocity signals of the aircraft are filtered to obtain the filtered three-axis angular rates; The additional lateral overload of the forward compartment is obtained based on the forward compartment lateral overload, the center of mass lateral overload, and the filtered triaxial angular rate. The additional lateral overload of the aft compartment is obtained based on the lateral overload of the aft compartment, the lateral overload of the center of mass, and the triaxial angular rate after filtering.
5. A control system for improving lateral ride comfort in aircraft, characterized in that, include: Flight control computer, lateral acceleration sensors at different positions along the fuselage longitudinal axis, three-axis angular rate gyroscope, actuators, ailerons, and rudder. Lateral acceleration sensors are pre-positioned along the longitudinal axis of the fuselage at the nose of the forward cabin, the center of gravity of the fuselage, and the tail of the aft cabin to collect lateral overload signals at different positions of the aircraft when subjected to crosswind disturbances. The flight control computer is used to: receive lateral overload signals collected by multiple lateral acceleration sensors and three-axis angular velocity signals collected by a three-axis angular rate gyroscope; obtain multiple additional lateral overloads based on the multiple lateral overload signals and the three-axis angular velocity signals; generate target aileron differential commands and target rudder commands based on the multiple additional lateral overloads; and output the target aileron differential commands and target rudder commands to the actuators. The actuators are used to drive the ailerons and rudder to deflect, generating lateral forces and moments to counteract the side force effects of gusts of wind. Among them, multiple additional lateral overloads are obtained based on multiple lateral overload signals and triaxial angular velocity signals, including: The three lateral overload signals were filtered to obtain the forward compartment lateral overload, center of gravity lateral overload, and aft compartment lateral overload. The three-axis angular velocity signals of the aircraft are filtered to obtain the filtered three-axis angular rates; The additional lateral overload of the forward compartment is obtained based on the forward compartment lateral overload, the center of mass lateral overload, and the filtered triaxial angular rate. The additional lateral overload of the aft compartment is obtained based on the lateral overload of the aft compartment, the lateral overload of the center of mass, and the triaxial angular rate after filtering.
6. The system according to claim 5, characterized in that, The actuators include a left aileron actuator, a right aileron actuator, and a rudder actuator; the ailerons include a left aileron and a right aileron, and the flight control computer is used to: drive the left aileron to deflect via the left aileron actuator, drive the right aileron to deflect via the right aileron actuator, and drive the rudder to deflect via the rudder actuator. The left aileron, right aileron, and rudder generate lateral forces and moments to counteract the side force effects caused by gusts of wind.