A take-off and landing attitude control method, device, equipment and medium

Abstract

The present application discloses a take-off and landing attitude control method, device, equipment and medium, which relates to the field of flight attitude control technology. By obtaining the current flight phase of the aircraft, and obtaining the ground-rubbing angle and parking angle of the aircraft; wherein the flight phase includes the landing phase and the take-off phase; generating an attitude / vertical speed integrated instruction according to the flight phase; obtaining an attitude error according to the attitude / vertical speed integrated instruction; obtaining an attitude protection control component according to the ground-rubbing angle and the parking angle; obtaining a comprehensive error according to the attitude error and the attitude protection control component, so as to adjust the aircraft's attitude according to the comprehensive error. The above scheme comprehensively considers the attitude protection range and trajectory control accuracy during take-off and landing, and adjusts the aircraft's take-off and landing attitude by designing a comprehensive feedback of attitude and vertical speed, and assisting with attitude protection control. While the aircraft can maintain the track relatively accurately during take-off and landing, it can also control the attitude within the protection range, thereby ensuring the flight safety of the aircraft.

Description

Technical Field

[0001] The present application relates to the technical field of flight attitude control, and in particular to a take-off and landing attitude control method, device, equipment and medium. Background Art

[0002] During takeoff and landing, aircraft are constrained by takeoff distance requirements and wheel speed protection requirements. Their takeoff and landing speeds are generally slow, approaching or even exceeding the left edge of the flight envelope. Therefore, to maintain a certain climb / descent rate and wingspan, the aircraft must maintain a certain attitude angle during takeoff and landing.

[0003] At present, there are three commonly used control methods for the takeoff / landing attitude protection of aircraft during takeoff and landing: the first is to directly control the deflection of the rudder through flight control calculation based on attitude feedback to achieve inner-loop attitude control. This control method generally has a longer attitude rise time, which will increase the two-wheel rolling distance after pulling up, and the landing point control accuracy during landing is poor; the second is to estimate the appropriate landing speed and sink rate based on the model simulation results, and control the attitude by controlling the sink rate. This control method is more dependent on model accuracy, and has weak wind interference resistance at the moment of touchdown; the third is to set a physical skid at the tail of the aircraft to protect the aircraft's propeller through hard limit. This control mode is more dependent on the aircraft configuration design, such as well-type or 20-type layout aircraft, and will increase the strength design requirements of the tail structure.

[0004] In view of the above problems, how to better achieve attitude control during aircraft take-off and landing and ensure aircraft flight safety is an urgent problem to be solved by technicians in this field. Summary of the Invention

[0005] The purpose of this application is to provide a take-off and landing attitude control method, device, equipment and medium to better achieve attitude control during aircraft take-off and landing and ensure aircraft flight safety.

[0006] To solve the above technical problems, the present application provides a take-off and landing attitude control method, comprising:

[0007] Obtaining a current flight phase of an aircraft, and obtaining a ground-rubbing angle and a parking angle of the aircraft; wherein the flight phase includes a landing phase and a take-off phase;

[0008] generating an attitude / vertical speed integrated command according to the flight phase;

[0009] obtaining an attitude error according to the attitude / vertical speed integrated instruction;

[0010] obtaining a posture protection control component according to the ground-rubbing angle and the parking angle;

[0011] A comprehensive error is obtained according to the attitude error and the attitude protection control component, so as to adjust the attitude of the aircraft according to the comprehensive error.

[0012] Preferably, when the aircraft is in the landing phase, generating an attitude / vertical speed integrated instruction according to the flight phase includes:

[0013] Obtaining the airport height and the distance to be flown of the aircraft; wherein the airport height is the height of the aircraft from the ground, and the distance to be flown is the horizontal distance between the aircraft and the airport;

[0014] Performing theoretical flattening trajectory processing on the distance to be flown to generate a theoretical flattening field height instruction;

[0015] Obtaining a difference between the theoretical flattening field height instruction and the field height to obtain a height deviation;

[0016] Obtaining a desired vertical speed, and obtaining a vertical speed deviation according to the height error;

[0017] The attitude / vertical speed combined command is generated according to the desired vertical speed and the vertical speed deviation.

[0018] Preferably, when the aircraft is in the take-off phase, generating an attitude / vertical speed integrated instruction according to the flight phase includes:

[0019] Get attitude angle command;

[0020] The attitude / vertical speed integrated instruction is generated according to the attitude angle instruction.

[0021] Preferably, adjusting the attitude of the aircraft according to the comprehensive error includes:

[0022] Obtaining an automatic driving instruction based on the comprehensive error;

[0023] generating a control surface instruction for the aircraft according to the autopilot instruction;

[0024] The attitude of the aircraft is adjusted by the control surface instructions.

[0025] Preferably, before obtaining the automatic driving instruction according to the comprehensive error, the method further includes:

[0026] The integrated error is filtered by a filter or a limiter.

[0027] Preferably, the acquiring of the attitude protection control component according to the ground-rubbing angle and the parking angle comprises:

[0028] Determining whether the attitude angle of the aircraft meets a preset requirement;

[0029] If so, then end;

[0030] If not, the attitude protection control component is obtained according to the ground-rubbing angle and the parking angle through a virtual skid controller.

[0031] Preferably, the determining whether the attitude angle of the aircraft meets a preset requirement includes:

[0032] Determining whether the attitude angle is greater than the sum of the parking angle and the margin, and the attitude angle is less than the difference between the wiping angle and the margin;

[0033] If so, the preset requirements are met;

[0034] If not, the preset requirement is not met.

[0035] In order to solve the above technical problems, the present application also provides a take-off and landing attitude control device, comprising:

[0036] A first acquisition module is configured to acquire a current flight phase of the aircraft and acquire a ground-scrubbing angle and a parking angle of the aircraft; wherein the flight phase includes a landing phase and a take-off phase;

[0037] A generating module, configured to generate an attitude / vertical speed integrated instruction according to the flight phase;

[0038] A second acquisition module is used to acquire an attitude error according to the attitude / vertical speed integrated instruction;

[0039] a third acquisition module, configured to acquire a posture protection control component according to the ground-rubbing angle and the parking angle;

[0040] A fourth acquisition module is used to acquire a comprehensive error according to the attitude error and the attitude protection control component, so as to adjust the attitude of the aircraft according to the comprehensive error.

[0041] To solve the above technical problems, the present application also provides a take-off and landing attitude control device, comprising:

[0042] memory for storing computer programs;

[0043] A processor is used to implement the steps of the above-mentioned take-off and landing attitude control method when executing the computer program.

[0044] In order to solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned take-off and landing attitude control method are implemented.

[0045] The takeoff and landing attitude control method provided in this application obtains the current flight phase of the aircraft and obtains the aircraft's ground-rubbing angle and parking angle; wherein the flight phase includes the landing phase and the takeoff phase; generates an attitude / vertical speed integrated instruction based on the flight phase; obtains an attitude error based on the attitude / vertical speed integrated instruction; obtains an attitude protection control component based on the ground-rubbing angle and the parking angle; obtains a comprehensive error based on the attitude error and the attitude protection control component, and is used to adjust the aircraft's attitude based on the comprehensive error. It can be seen that the above scheme comprehensively considers the attitude protection range and trajectory control accuracy during takeoff and landing, and adjusts the aircraft's takeoff and landing attitude by designing comprehensive feedback of attitude and vertical speed, assisted by attitude protection control. During the aircraft's takeoff and landing phases, the aircraft can maintain its trajectory relatively accurately while controlling its attitude within the protection range, thereby ensuring the aircraft's flight safety.

[0046] In addition, the embodiments of the present application also provide a take-off and landing attitude control device, equipment and medium, with the same effect as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0048] Figure 1 A flowchart of a take-off and landing attitude control method provided in an embodiment of the present application;

[0049] Figure 2 A logic diagram for the attitude / vertical speed integrated control mode takeoff and landing control calculation provided in an embodiment of the present application;

[0050] Figure 3 A logic diagram for generating attitude / vertical speed integrated instructions provided in an embodiment of the present application;

[0051] Figure 4 A logic diagram of the virtual sled controller calculation provided in an embodiment of the present application;

[0052] Figure 5 A schematic diagram of a take-off and landing attitude control device provided in an embodiment of the present application;

[0053] Figure 6 A schematic diagram of a take-off and landing attitude control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0055] The core of this application is to provide a take-off and landing attitude control method, device, equipment and medium to better achieve attitude control during aircraft take-off and landing and ensure aircraft flight safety.

[0056] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0057] At present, there are three commonly used control methods for the takeoff / landing attitude protection of aircraft during takeoff and landing: the first is to directly control the deflection of the rudder through flight control calculation based on attitude feedback to achieve inner-loop attitude control. This control method generally has a longer attitude rise time, which will increase the two-wheel rolling distance after pulling up, and the landing point control accuracy during landing is poor; the second is to estimate the appropriate landing speed and sink rate based on the model simulation results, and control the attitude by controlling the sink rate. This control method is more dependent on model accuracy, and has weak wind interference resistance at the moment of touchdown; the third is to set a physical skid at the tail of the aircraft to protect the aircraft's propeller through hard limit. This control mode is more dependent on the aircraft configuration design, such as well-type or 20-type layout aircraft, and will increase the strength design requirements of the tail structure.

[0058] It can be seen that the existing several control methods are not able to achieve good attitude control during aircraft take-off and landing. Therefore, in order to ensure the flight safety of the aircraft, this application provides a take-off and landing attitude control method. Figure 1 This is a flow chart of a take-off and landing attitude control method provided in an embodiment of the present application. Figure 1 As shown, the method includes:

[0059] S10: Obtain the current flight phase of the aircraft, and obtain the ground-scrubbing angle and parking angle of the aircraft.

[0060] Among them, the flight phase includes the landing phase and the take-off phase.

[0061] It is understandable that since the flight attitude of the aircraft during takeoff and landing is different, the attitude control method is also different. Therefore, in the specific implementation, it is necessary to first determine the current flight phase of the aircraft, that is, to determine whether the aircraft is in the takeoff phase or the landing phase.

[0062] Further obtain the aircraft's ground scrub angle and parking angle. The aircraft's parking angle refers to the angle between the aircraft's longitudinal axis and the ground horizontal line when the aircraft is in a normal parking state; the aircraft's ground scrub angle is the angle between the line connecting the main wheel touchdown point to the lowest point of the aircraft's tail and the ground horizontal line when the front three-point landing gear aircraft is parked. During the aircraft's takeoff and landing process, it is necessary to pay strict attention to the aircraft's takeoff / landing attitude, which mainly includes the aircraft's pitch angle and roll angle. Among them, the pitch angle is the angle between the aircraft's body axis and the horizontal plane, which is mainly strongly correlated with the aircraft's parking angle and ground scrub angle; the roll angle is the angle between the aircraft's symmetry plane and the vertical plane containing the aircraft's body axis, which is mainly strongly correlated with the wing ground scrub angle.

[0063] S11: Generate attitude / vertical speed integrated instructions according to the flight phase.

[0064] Furthermore, an attitude / vertical speed integrated instruction is generated according to the flight phase of the aircraft. Figure 2 This is a logic diagram of the attitude / vertical speed integrated control mode take-off and landing control calculation provided in the embodiment of this application. Figure 2 As shown in Figure 1, the attitude / vertical speed integrated command is mainly generated by the takeoff and landing integrated controller. Since the aircraft has a takeoff phase and a landing phase, the following will explain the generation process of the attitude / vertical speed integrated command in the two cases:

[0065] Figure 3 This is a logic diagram for generating attitude / vertical speed integrated instructions provided in the embodiment of the present application. Figure 3 As shown in Figure 1, when the aircraft is in the landing phase, the integrated takeoff and landing controller obtains the aircraft's field height and distance to fly. Field height is the height of the aircraft above the ground, and distance to fly is the horizontal distance from the airport. The distance to fly is then processed using a theoretical flattening trajectory to generate a theoretical flattening field height command. The theoretical flattening trajectory is the solution set of the following three-dimensional first-order differential equation:

[0066] ;

[0067] in, To wait for the flight distance, is the preset coefficient, For the field height, It is sideways.

[0068] Furthermore, the difference between the theoretical leveling height instruction and the field height is obtained to obtain the height deviation of the aircraft from the theoretical leveling trajectory at this time. Figure 3 The integrated take-off and landing controller includes two leveling controllers: Leveling controller 1 is used to obtain the vertical speed deviation based on the height error, and leveling controller 2 is used to obtain the desired vertical speed based on the field height.

[0069] It's important to note that the vertical speed deviation is the difference between the aircraft's current altitude and the altitude corresponding to the theoretical flare trajectory. It serves as the sink rate command for intercepting a standard flare glidepath. The desired vertical speed is the sink rate command generated to maintain the standard flare glidepath. After determining the desired vertical speed and vertical speed deviation, the attitude controller in the integrated takeoff and landing controller generates a combined attitude / vertical speed command.

[0070] During takeoff, the aircraft obtains a set attitude angle command and then feeds it into the roll compensator in the takeoff and landing integrated controller. This compensator then calculates the combined attitude and vertical speed command for takeoff. It's important to note that the roll compensator corrects for deviations between the projected pitch angle under roll conditions and the actual value.

[0071] S12: Obtain attitude error according to attitude / vertical speed integrated instruction.

[0072] After receiving the attitude / vertical speed integrated instruction, the attitude error of the aircraft is obtained according to the attitude / vertical speed integrated instruction. Figure 2 The attitude sensor in the aircraft obtains the direct feedback attitude, further obtains the first difference between the attitude / vertical speed integrated instruction and the direct feedback attitude, and uses the first difference as the attitude error. Figure 2 The vertical velocity sensor in the control unit obtains the vertical velocity, which is then converted by the attitude conversion controller to obtain a vertical velocity conversion attitude. A second difference between the attitude / vertical velocity combined command and the vertical velocity conversion attitude is obtained, and this second difference is used as the attitude error. The specific method for obtaining the attitude error is not limited in this embodiment and depends on the specific implementation.

[0073] S13: Obtaining attitude protection control components according to the ground scraping angle and the parking angle.

[0074] Furthermore, the virtual skid controller calculates the attitude protection control component based on the aircraft's ground-scrubbing angle and parking angle. It's important to note that the virtual skid controller is designed to achieve boundary attitude protection and employs a quasi-open-loop design approach.

[0075] Figure 4 This is a logic diagram of the virtual sled controller calculation provided in the embodiment of the present application. Figure 4 As shown in the figure, the virtual slider controller mainly includes a positive pass filter, a negative pass filter, and a protector. The negative pass filter means that when the input value is negative, the output value is equal to the input value; when the input value is non-negative, the output value is zero, that is, negative values ​​can pass, but non-negative values ​​cannot pass. The positive pass filter does the opposite: when the input value is positive, the output value is equal to the input value; when the input value is non-positive, the output value is zero, that is, positive values ​​can pass, but non-positive values ​​cannot pass.

[0076] In practice, to obtain the attitude protection control component, it is necessary to determine whether the aircraft has entered the attitude protection range. Specifically, the aircraft's attitude angle is determined to meet preset requirements. If so, the operation ends; if not, the virtual skid controller obtains the attitude protection control component based on the ground-scrubbing angle and the parking angle. This embodiment does not impose any restrictions on the preset requirements and will be determined based on the specific implementation.

[0077] As a preferred embodiment, determining whether the aircraft's attitude angle meets preset requirements requires determining whether the attitude angle is greater than the sum of the parking angle and the margin, and less than the difference between the ground contact angle and the margin. If so, the preset requirements are met; if not, the preset requirements are not met. It should be noted that the margin refers to the design margin. For example, if the actual limit is 5°, the control limit is set to 4° to account for the control margin. The margin is primarily derived from engineering experience.

[0078] Therefore, when the aircraft's attitude angle is less than the sum of the parking angle and the margin, or greater than the difference between the ground-scrubbing angle and the margin, the attitude angle is considered to not meet the preset requirements. At this point, the virtual skid controller takes effect, calculating the attitude protection control component based on the ground-scrubbing angle and the parking angle. If the attitude angle is greater than the sum of the parking angle and the margin, but less than the difference between the ground-scrubbing angle and the margin, the attitude angle is considered to meet the preset requirements. The positive and negative gates in the virtual skid controller can then be used to exclude situations where the attitude angle is within the normal range, preventing the virtual skid controller from affecting attitude control within the normal range.

[0079] S14: Obtaining a comprehensive error according to the attitude error and the attitude protection control component, so as to adjust the attitude of the aircraft according to the comprehensive error.

[0080] Finally, after the attitude error and attitude protection control component of the aircraft are obtained, the comprehensive error is obtained according to the attitude error and the attitude protection control component, and the attitude of the aircraft is adjusted according to the comprehensive error.

[0081] As a preferred embodiment, Figure 2 As shown in Figure 1, the aircraft's attitude is adjusted by the autopilot controller generating autopilot commands based on the integrated error and inputting these commands into the damping stabilization controller. The damping stabilization controller then generates rudder commands based on the autopilot commands and inputs these commands into the rudder actuators. The rudder actuators adjust the rudder deflection based on the rudder commands, thereby adjusting the aircraft's attitude.

[0082] It should be noted that, in order to adjust the frequency domain characteristics and smoothness of each controller, as a preferred embodiment, the integrated error can also be filtered before obtaining autopilot commands based on the integrated error. Specifically, the integrated error is filtered through a filter or limiter to obtain a filtered integrated error with a reasonable range and smooth commands for subsequent aircraft attitude adjustment.

[0083] In this embodiment, the current flight phase of the aircraft is obtained, along with the ground-scrubbing angle and the landing angle; wherein the flight phase includes the landing phase and the takeoff phase; an attitude / vertical velocity composite command is generated based on the flight phase; an attitude error is obtained based on the attitude / vertical velocity composite command; an attitude protection control component is obtained based on the ground-scrubbing angle and the landing angle; and a composite error is obtained based on the attitude error and the attitude protection control component, which is then used to adjust the aircraft's attitude based on the composite error. As can be seen, the above scheme comprehensively considers the attitude protection range and trajectory control accuracy during takeoff and landing. By designing comprehensive feedback of attitude and vertical velocity, supplemented by attitude protection control, the aircraft's attitude is adjusted during takeoff and landing. During takeoff and landing, the aircraft can maintain its trajectory relatively accurately while keeping its attitude within the protection range, ensuring flight safety.

[0084] In the above embodiments, the take-off and landing attitude control method is described in detail. The present application also provides corresponding embodiments of the take-off and landing attitude control device.

[0085] Figure 5 This is a schematic diagram of a take-off and landing attitude control device provided in an embodiment of the present application. Figure 5 As shown, the take-off and landing attitude control device includes:

[0086] The first acquisition module 10 is used to acquire the current flight phase of the aircraft and acquire the ground contact angle and parking angle of the aircraft. The flight phase includes the landing phase and the take-off phase.

[0087] The generation module 11 is used to generate attitude / vertical speed integrated instructions according to the flight phase.

[0088] The second acquisition module 12 is used to acquire the attitude error according to the attitude / vertical speed integrated instruction.

[0089] The third acquisition module 13 is configured to acquire the attitude protection control component according to the ground rubbing angle and the parking angle.

[0090] The fourth acquisition module 14 is configured to acquire a comprehensive error based on the attitude error and the attitude protection control component, so as to adjust the attitude of the aircraft based on the comprehensive error.

[0091] In this embodiment, the takeoff and landing attitude control device includes a first acquisition module, a generation module, a second acquisition module, a third acquisition module, and a fourth acquisition module. When in operation, the takeoff and landing attitude control device can implement the relevant steps of the aforementioned takeoff and landing attitude control method. The device obtains the aircraft's current flight phase and the aircraft's ground-rubbing angle and parking angle; wherein the flight phase includes the landing phase and the takeoff phase; generates an attitude / vertical velocity composite command based on the flight phase; obtains an attitude error based on the attitude / vertical velocity composite command; obtains an attitude protection control component based on the ground-rubbing angle and parking angle; and obtains a composite error based on the attitude error and the attitude protection control component, which is used to adjust the aircraft's attitude based on the composite error. It can be seen that the aforementioned scheme comprehensively considers the attitude protection range and trajectory control accuracy during takeoff and landing. By designing comprehensive feedback of attitude and vertical velocity, supplemented by attitude protection control, the aircraft's takeoff and landing attitude is adjusted. During takeoff and landing, the aircraft can maintain its trajectory relatively accurately while controlling its attitude within the protection range, ensuring flight safety.

[0092] Figure 6 This is a schematic diagram of a take-off and landing attitude control device provided in an embodiment of the present application. Figure 6 As shown, the take-off and landing attitude control equipment includes:

[0093] The memory 20 is used to store computer programs.

[0094] The processor 21 is configured to implement the steps of the take-off and landing attitude control method mentioned in the above embodiment when executing the computer program.

[0095] The take-off and landing attitude control device provided in this embodiment may include but is not limited to a smart phone, a tablet computer, a laptop computer, or a desktop computer.

[0096] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented in at least one hardware form: a digital signal processor (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content required to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is responsible for processing computing operations related to machine learning.

[0097] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, it can implement the relevant steps of the take-off and landing attitude control method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include but is not limited to data related to the take-off and landing attitude control method.

[0098] In some embodiments, the take-off and landing attitude control device may further include a display screen 22 , an input and output interface 23 , a communication interface 24 , a power supply 25 , and a communication bus 26 .

[0099] Those skilled in the art will understand that Figure 6 The structure shown in the figure does not constitute a limitation on the take-off and landing attitude control device, and may include more or fewer components than shown in the figure.

[0100] In this embodiment, the takeoff and landing attitude control device includes a memory and a processor. The memory is used to store a computer program. The processor, when executing the computer program, implements the steps of the takeoff and landing attitude control method described in the above embodiment. The method comprises obtaining the current flight phase of the aircraft and obtaining the aircraft's ground scrub angle and parking angle; wherein the flight phase includes the landing phase and the takeoff phase; generating an attitude / vertical velocity composite command based on the flight phase; obtaining an attitude error based on the attitude / vertical velocity composite command; obtaining an attitude protection control component based on the ground scrub angle and parking angle; and obtaining a composite error based on the attitude error and the attitude protection control component, which is used to adjust the aircraft's attitude based on the composite error. It can be seen that the above scheme comprehensively considers the attitude protection range and trajectory control accuracy during takeoff and landing. By designing comprehensive feedback of attitude and vertical velocity, supplemented by attitude protection control, the aircraft's takeoff and landing attitude is adjusted. During takeoff and landing, the aircraft can maintain its trajectory relatively accurately while keeping its attitude within the protection range, ensuring flight safety.

[0101] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiment.

[0102] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and executes all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program code.

[0103] In this embodiment, a computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above-described method embodiment. The method comprises obtaining the current flight phase of the aircraft and obtaining the aircraft's ground-scrubbing angle and parking angle; wherein the flight phase includes the landing phase and the takeoff phase; generating an attitude / vertical velocity composite command based on the flight phase; obtaining an attitude error based on the attitude / vertical velocity composite command; obtaining an attitude protection control component based on the ground-scrubbing angle and parking angle; and obtaining a composite error based on the attitude error and the attitude protection control component, which is used to adjust the aircraft's attitude based on the composite error. It can be seen that the above-described scheme comprehensively considers the attitude protection range and trajectory control accuracy during takeoff and landing. By designing comprehensive feedback of attitude and vertical velocity, supplemented by attitude protection control, the aircraft's attitude is adjusted during takeoff and landing. During takeoff and landing, the aircraft can maintain its trajectory relatively accurately while controlling its attitude within the protection range, ensuring flight safety.

[0104] The above is a detailed introduction to the take-off and landing attitude control method, device, equipment and medium provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of this application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of this application.

[0105] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A take-off and landing attitude control method, characterized in that: include: Obtaining a current flight phase of an aircraft, and obtaining a ground-rubbing angle and a parking angle of the aircraft; wherein the flight phase includes a landing phase and a take-off phase; generating an attitude / vertical speed integrated command according to the flight phase; obtaining an attitude error according to the attitude / vertical speed integrated instruction; Obtaining a posture protection control component according to the ground-rubbing angle and the parking angle; Obtaining a comprehensive error according to the attitude error and the attitude protection control component, so as to adjust the attitude of the aircraft according to the comprehensive error; Wherein, obtaining the attitude protection control component according to the ground-rubbing angle and the parking angle includes: When the attitude angle of the aircraft is less than the sum of the parking angle and the design margin, or the attitude angle is greater than the difference between the ground-rubbing angle and the design margin, a value obtained by subtracting the attitude angle from the target sum is input into a positive regulator in the virtual sled controller, and a value obtained by subtracting the attitude angle from the target difference is input into a negative regulator in the virtual sled controller to obtain the attitude protection control component; when the attitude angle is greater than the sum of the parking angle and the design margin and less than the difference between the ground-rubbing angle and the design margin, the influence of the virtual sled controller on the attitude control within the normal range is eliminated through the positive regulator and the negative regulator in the virtual sled controller; the target sum is the sum of the parking angle and the design margin; the target difference is the difference between the ground-rubbing angle and the design margin; The negative pass device is used to control the passage of negative values ​​and the non-negative values ​​to be blocked, and the positive pass device is used to control the passage of positive values ​​and the non-positive values ​​to be blocked; the design margin is a value obtained based on engineering experience; Furthermore, the adjusting of the attitude of the aircraft includes: obtaining an autopilot instruction according to the comprehensive error through an autopilot controller, and inputting the autopilot instruction into a damping stabilization controller; the damping stabilization controller obtaining a rudder instruction according to the autopilot instruction, and inputting the rudder instruction into a rudder actuator; the rudder actuator adjusting the rudder deflection according to the rudder instruction to achieve adjustment of the aircraft attitude.

2. The take-off and landing attitude control method according to claim 1, characterized in that: When the aircraft is in the landing phase, generating an attitude / vertical speed integrated instruction according to the flight phase includes: Obtaining the airport height and the distance to be flown of the aircraft; wherein the airport height is the height of the aircraft from the ground, and the distance to be flown is the horizontal distance between the aircraft and the airport; Performing theoretical flattening trajectory processing on the distance to be flown to generate a theoretical flattening field height instruction; Obtaining a difference between the theoretical flattening field height instruction and the field height to obtain a height deviation; Obtaining a desired vertical speed, and obtaining a vertical speed deviation according to the height error; The attitude / vertical speed combined command is generated according to the desired vertical speed and the vertical speed deviation.

3. The take-off and landing attitude control method according to claim 1, characterized in that: When the aircraft is in the take-off phase, generating an attitude / vertical speed integrated instruction according to the flight phase includes: Get attitude angle command; The attitude / vertical speed integrated instruction is generated according to the attitude angle instruction.

4. The take-off and landing attitude control method according to claim 1, characterized in that: Before adjusting the attitude of the aircraft, the method further includes: The integrated error is filtered by a filter or a limiter.

5. A take-off and landing attitude control device, characterized in that: include: A first acquisition module is configured to acquire a current flight phase of the aircraft and acquire a ground-scrubbing angle and a parking angle of the aircraft; wherein the flight phase includes a landing phase and a take-off phase; A generating module, configured to generate an attitude / vertical speed integrated instruction according to the flight phase; A second acquisition module is used to acquire an attitude error according to the attitude / vertical speed integrated instruction; a third acquisition module, configured to acquire a posture protection control component according to the ground-rubbing angle and the parking angle; a fourth acquisition module, configured to acquire a comprehensive error based on the attitude error and the attitude protection control component, so as to adjust the attitude of the aircraft according to the comprehensive error; The third acquisition module is specifically configured to input a value obtained by subtracting the attitude angle from a target sum into a positive transistor in a virtual sled controller, and input a value obtained by subtracting the attitude angle from a target difference into a negative transistor in the virtual sled controller, so as to obtain the attitude protection control component, when the attitude angle of the aircraft is less than the sum of the parking angle and the design margin, or when the attitude angle is greater than the difference between the ground-rubbing angle and the design margin; and when the attitude angle is greater than the sum of the parking angle and the design margin and less than the difference between the ground-rubbing angle and the design margin, eliminate the influence of the virtual sled controller on attitude control within a normal range through the positive transistor and the negative transistor in the virtual sled controller; the target sum is the sum of the parking angle and the design margin; and the target difference is the difference between the ground-rubbing angle and the design margin. The negative pass device is used to control the passage of negative values ​​and the non-negative values ​​to be blocked, and the positive pass device is used to control the passage of positive values ​​and the non-positive values ​​to be blocked; the design margin is a value obtained based on engineering experience; In addition, the fourth acquisition module is specifically used to obtain an autopilot instruction based on the comprehensive error through the autopilot controller, and input the autopilot instruction into the damping stabilization controller. The damping stabilization controller obtains a rudder instruction based on the autopilot instruction, and inputs the rudder instruction into the rudder actuator. The rudder actuator adjusts the rudder deflection according to the rudder instruction to achieve aircraft attitude adjustment.

6. A take-off and landing attitude control device, characterized in that: include: memory for storing computer programs; A processor, configured to implement the steps of the take-off and landing attitude control method according to any one of claims 1 to 4 when executing the computer program.

7. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the take-off and landing attitude control method according to any one of claims 1 to 4 are implemented.

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