High-speed continuous rolling aircraft rudder control method, device, equipment and storage medium

Abstract

This invention discloses a method, apparatus, device, and storage medium for rudder control of a high-speed continuously rolling aircraft. The method includes: acquiring the roll angle and roll angular velocity of the aircraft; obtaining a predicted rudder surface angle based on the roll angle, the roll angular velocity, and the rudder surface mounting angle; obtaining a conversion matrix between the four rudder deflection angles of an X-shaped rudder and three-channel control commands based on the predicted rudder surface angles; obtaining the rudder deflection angles of the four rudder surfaces in the X-shaped rudder based on the conversion matrix and the three-channel control commands; and controlling the X-shaped rudder based on the rudder deflection angles. This invention is applied to the field of navigation control. By introducing predicted rudder surface angles into the control process of a high-speed continuously rolling aircraft, the control results of the four rudder deflection angles are consistent with the three-channel commands input by the control system, given the known roll angle of the aircraft and the rudder deflection angles of the three control channels, thus achieving stability and control of the high-speed continuously rolling aircraft.

Description

Technical Field

[0001] This invention relates to the field of navigation and control technology, specifically to a method, device, equipment, and storage medium for rudder control of a high-speed continuous roll aircraft. Background Technology

[0002] High-speed continuous roll vehicles refer to spinning projectile-like aircraft that continuously roll around their own longitudinal axis during flight. The spin of the airframe / projectile body reduces the negative impacts of aerodynamic asymmetry, structural asymmetry, and thrust eccentricity caused by manufacturing errors on the projectile's motion, improving dynamic stability, reducing dispersion during uncontrolled flight, and enabling simultaneous control of pitch and yaw using a single-channel actuator, thus simplifying the control system structure. Therefore, high-speed continuous roll vehicles offer a series of advantages, including simplified control system structure and composition, improved penetration capability, relaxed manufacturing error tolerance, and avoidance of asymmetric ablation, and are widely used in UAVs, artillery shells, rockets, tactical missiles, and reentry vehicles.

[0003] High-speed, continuously rotating aircraft typically employ fixed rudders as their actuators. These fixed rudders can rotate differentially around the longitudinal axis of the aircraft / missile body to provide pitch and yaw control. Using fixed rudders simplifies the control system, facilitates the guidance modification of conventional aircraft, and reduces production and maintenance costs. Unlike non-rotating missiles, the high-speed rotation of the aircraft / missile body presents numerous challenges to the analysis and design of the control system. The main problems are as follows:

[0004] (1) The unique feature of the dynamic characteristics of a rotating projectile is mainly manifested in the strong coupling between the pitch and yaw channels. The main reasons for this strong coupling include aerodynamic crosslinking induced by the Magnus effect, inertial crosslinking induced by the gyro effect, and control crosslinking induced by dynamic delay. This results in strong coupling between the yaw and pitch channels of the rotating projectile. Therefore, the control surface cannot be designed separately for the yaw, pitch, and roll control loops as it is for ordinary aircraft, so as to achieve linear decoupling of yaw, pitch, and roll. The longitudinal and lateral directions must be considered together. Consequently, the control surface deflection angle cannot be decoupled from the conventional servo control based on the zero roll angle condition.

[0005] (2) Since the control surfaces on the missile rotate with the missile body, they need to be described in the rotating coordinate system. However, considering that the spatial motion of the missile body and the verification of the system control performance are described in the non-rotating coordinate system, it is necessary to transform the rotating coordinate system. The transformation will make the system a periodic time-varying system and control cross-linking will occur.

[0006] (3) The generation mechanism of the control force of the spinning projectile makes the control method of the spinning projectile completely different from the classic error control method of ballistic missiles. It is mostly a quasi-closed-loop average value control. How to effectively control the deflection of the canard during the rotation of the projectile and realize that the average control force of the canard points to the required direction increases the difficulty of the control system design.

[0007] (4) The spinning projectile adopts pulse width modulation control, which requires the control surface to deflect continuously according to the control signal. As the spin speed of the projectile increases, the requirements for the speed of the servo motor response also increase. It is necessary to design a servo system allocation relationship that meets the requirements based on the characteristics of the spinning projectile.

[0008] By mapping the control channel rudder deflection angle, nonlinear decoupling control of the actual rudder deflection angle can be achieved. This also allows electric servos to be used on spinning projectiles at higher speeds, making them more effective as actuators for spinning projectiles. Since the X-shaped rudder cannot directly control the pitch and yaw motion of the projectile, its motion control method is more complex than that of the cross-shaped rudder. Its torque distribution model is more intricate. Each rudder surface of the X-shaped rudder can affect the pitch, yaw, and roll motion states of the projectile. The X-shaped rudder's projectile motion control system differs from the conventional cross-shaped rudder in that it adds a control distribution link. The structure of the X-shaped rudder control system is as follows: Figure 1 As shown.

[0009] The actual control allocation problem of the X-type rudder includes rudder allocation, where the control command *r* is a 3×1 vector containing pitch, yaw, and roll moments. The actual servo control command *u* is a 4×1 vector, corresponding to the four rudder deflection angles of the X-type rudder. The number of actuators exceeds the required number of degrees of freedom, exhibiting overdrive characteristics. Therefore, the X-type rudder's steering methods are flexible and diverse, and the corresponding rudder dynamics model is complex. The accuracy and rationality of control allocation directly affect the subsequent actual projectile attitude and motion control. Traditionally, to achieve precise and rational control allocation, zero roll velocity is typically used. The assumption is that the projectile's roll angle γ is 0 or close to 0. When the rolling projectile rolls, its longitudinal and lateral motions are coupled, meaning the roll angular velocity... When the moment force is not small, the projectile possesses a certain angular momentum during roll, acting like a gyroscope. When subjected to a torque in another direction, it will precess in the vertical direction. This is especially true when the projectile is rotating at high speed, where both the roll angle and roll angular velocity are significant. At this point, the pitch and yaw channels become severely intertwined and cannot be orthogonally decoupled, leading to numerous control constraints, poor rudder control accuracy, and low rudder effectiveness. The main problems are:

[0010] (1) After the control command is transmitted to the control surface deflection system, it takes time to calculate the deflection angle. After the calculation is completed, the information needs to be input to the servo motor, and the servo motor needs to adjust the time to achieve the specified deflection angle. When the projectile roll speed is large, due to the accumulation of time, the actual position of the servo motor changes from the ideal position at the time the control command is issued.

[0011] (2) If the adjustment angles of the four servos are different, then their adjustment times will be different. After each servo completes the current command, it will execute the next command. The timing of the four servos is disordered, which ultimately leads to the control distribution effect not matching the ideal state.

[0012] (3) When the control system continuously sends control commands to the rudder surface deflection system, the processing speed of the rudder surface deflection system is less than that of the control system, and the rudder motor deflection adjustment time is greater than that of the rudder surface system, resulting in a large amount of redundant control commands.

[0013] (4) When the servo is adjusting the deflection angle, the projectile is also rotating continuously. During the adjustment of the servo and the spin of the projectile, the control command may produce unexpected control effects, leading to the projectile going out of control. Summary of the Invention

[0014] To address the problems of limited response speed of the four servo motors, inconsistent servo adjustment time, control redundancy, and timing disorder in the existing technology of high-speed continuous roll aircraft during rapid body roll, this invention provides a servo control method, device, equipment, and storage medium for high-speed continuous roll aircraft. It establishes a conversion relationship between three-channel control commands and four servo deflection angles. When the body rotation speed is faster than the servo motor response speed, a predicted servo surface angle is introduced. The predicted angle is used to recalculate the servo surface angle, ensuring that, given the known aircraft roll angle and the servo deflection angles of the three control channels, the servo deflection angle control results of the four servos are consistent with the three-channel commands input to the control system. This yields the optimal allocation scheme with the minimum servo surface deflection, achieving stability and control of the high-speed continuous roll aircraft.

[0015] To achieve the above objectives, the present invention provides a rudder control method for a high-speed continuous roll aircraft, comprising the following steps:

[0016] Step 1: Obtain the roll angle and roll angular velocity of the aircraft;

[0017] Step 2: Obtain the predicted control surface angle based on the roll angle, the roll angular velocity, and the control surface mounting angle;

[0018] Step 3: Based on the predicted rudder surface angles, obtain the conversion matrix between the four rudder deflection angles of the X-shaped rudder and the three-channel control commands;

[0019] Step 4: Based on the transformation matrix and the three-channel control command, obtain the rudder deflection angles of the four rudder surfaces in the X-shaped rudder, and control the X-shaped rudder based on the rudder deflection angles.

[0020] In one embodiment, the high-speed continuous roll aircraft control method further includes step 5, determining whether the entire flight control control cycle has been completed:

[0021] If so, then terminate the X-shaped rudder deflection control;

[0022] Otherwise, proceed to the next flight control cycle, obtain the next three-channel control command from the flight control system, and repeat steps 1 to 5.

[0023] In one embodiment, step 2, specifically, involves basing the roll angle, the roll angular velocity, and the predicted control surface angle as follows:

[0024]

[0025] in, ζ is the predicted control surface angle, γ is the aircraft's roll angle, and ζ is the control surface installation angle. Let t be the roll angular velocity of the aircraft. m Adjust the timing for the servo motor.

[0026] In one embodiment, step 2, specifically, involves basing the roll angle, the roll angular velocity, and the predicted control surface angle as follows:

[0027]

[0028] in, ζ is the predicted control surface angle, γ is the aircraft's roll angle, and ζ is the control surface installation angle. This is an estimation of the aircraft roll angle deviation caused by the control surfaces failing to respond to control commands in a timely manner.

[0029] In one embodiment, the roll angle deviation estimation for:

[0030]

[0031] Where σ is the roll angle deviation adjustment coefficient, which is usually determined by the system's inherent performance and can be obtained through experimental determination for the same type of aircraft. To understand the variation law of roll angular velocity, when rolling at a fixed roll angle, in order to overcome unnecessary noise interference, it is usually set as follows: In practical systems, this can be obtained through digital calculations after filtering by the aircraft's inertial navigation equipment. mThe adjustment time of the rudder system can be obtained by measuring the rudder control system or by calculation. The calculation method is to load an angle sensor on the rudder surface or rudder motor and filter the time difference between the issuance time of the first few rudder deflection commands and the time when the rudder deflection angle is in place. The initial time can be preset based on experience.

[0032] In another embodiment, the roll angle deviation estimation for:

[0033]

[0034] Where σ is the roll angle deviation adjustment coefficient, which is usually determined by the system's inherent performance and can be obtained through experimental determination for the same type of aircraft. This is the projectile roll angle value when the previous control command was issued. This is the roll angle of the projectile when the last control surface is deflected into position after the previous control command is issued. It can usually be replaced by the roll angle of the projectile when the servo motor is deflected into position. This positioning time can be obtained through feedback from the servo system.

[0035] In one embodiment, the servo adjustment time is:

[0036]

[0037] Where α is the adjustment coefficient, β is the proportional coefficient of the maximum roll angular velocity of the aircraft that the servo response speed can respond to, ω is the servo response speed, and t s This is the output cycle of the three-channel control command.

[0038] In one embodiment, in step 3, when the rudder surface angle is the predicted rudder surface angle... When the transformation matrix is:

[0039]

[0040] Where A is the conversion matrix between the four deflection angles of the X-type rudder and the three-channel control commands.

[0041] In one embodiment, in step 3, when the rudder surface angle is the predicted rudder surface angle... When the transformation matrix is:

[0042]

[0043] Where A is the conversion matrix between the four deflection angles of the X-type rudder and the three-channel control commands.

[0044] In one embodiment, step 4, which involves obtaining the deflection angles of the four control surfaces in the X-shaped rudder based on the transformation matrix and the three-channel control commands, specifically involves:

[0045] Using the Moore-Penrose pseudo-inverse method, the inverse transformation matrix between the four deflection angles of the X-type rudder and the three-channel control commands is obtained as follows:

[0046] F = A T (AA T ) -1

[0047] Where F is the inverse transformation matrix between the four deflection angles of the X-type rudder and the three-channel control commands, and A is the transformation matrix between the four deflection angles of the X-type rudder and the three-channel control commands. T Let A be the transpose of matrix A;

[0048] Based on the inverse transformation matrix F between the four deflection angles of the X-shaped rudder and the three-channel control commands, and the three-channel control commands, the deflection angles of the four control surfaces in the X-shaped rudder are obtained as follows:

[0049]

[0050] Where, δ x δ y δ z These are the three-channel control commands for x, y, and z respectively, and δ1, δ2, δ3, and δ4 are the rudder deflection angles of the four control surfaces in the X-shaped rudder.

[0051] To achieve the above objectives, the present invention also provides a high-speed continuous roll aircraft rudder control device, which uses the above-described method to control the X-shaped rudder deflection angle. The high-speed continuous roll aircraft rudder control device includes:

[0052] The information acquisition unit is used to acquire the roll angle and roll angular velocity of the aircraft.

[0053] The rudder surface angle prediction unit is used to obtain the predicted rudder surface angle based on the roll angle, the roll angular velocity, and the rudder surface mounting angle.

[0054] The transformation matrix calculation unit is used to obtain the transformation matrix between the four deflection angles of the X-shaped rudder and the three-channel control commands based on the predicted rudder surface angles.

[0055] The rudder deflection control unit is used to obtain the rudder deflection angles of the four rudder surfaces in the X-type rudder according to the transformation matrix and the three-channel control command, and to control the X-type rudder based on the rudder deflection angles.

[0056] To achieve the above objectives, the present invention also provides a terminal device, comprising:

[0057] Memory, used to store programs;

[0058] A processor for executing the program stored in the memory, wherein when the program is executed, the processor is used to perform some or all of the steps of the method described above.

[0059] To achieve the above objectives, the present invention also provides a computer-readable storage medium storing computer-executable instructions; when executed by a processor, the computer-executable instructions are used to implement some or all of the steps of the method described above.

[0060] The present invention has the following beneficial technical effects:

[0061] 1. The relationship between the rudder deflection angle of the four servos and the rudder deflection angle control command of the three channels was established. When calculating the rudder deflection angle, the roll angle was taken into account. When the servos are controlled, the command and the rudder deflection angle correspond one-to-one, and there is no cumulative error over time.

[0062] 2. The relationship between the rudder deflection angle of the four servos and the three-channel rudder deflection angle control command was established. When calculating the rudder deflection angle, the initial installation angle of the rudder surface was taken into account. It is no longer limited to the cross-shaped rudder, which can meet the control distribution requirements in the case of X-shaped rudder. Moreover, it is no longer required that the two pairs of rudder surfaces of the X-shaped rudder be completely perpendicular to each other.

[0063] 3. Taking into account the factors of servo adjustment and projectile spin, and based on the influence of the servo adjustment cycle, a predicted angle is added when calculating the control surface angle to ensure the actual control effect and control stability, and to solve the problem of control surface lag caused by rapid projectile roll. It is suitable for high-speed rotating projectiles.

[0064] 4. The deflection amount allocation scheme based on mathematical analysis effectively reduces the deflection amplitude and frequency of the servo motor, saving control energy. Attached Figure Description

[0065] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0066] Figure 1 This is a structural diagram of an existing X-type rudder control system.

[0067] Figure 2 This is a schematic diagram of the position of the servo motor in its initial state in Embodiment 1 of the present invention;

[0068] Figure 3 This is a schematic diagram showing the angle between the servo motor and the projectile coordinate system at a certain moment in Embodiment 1 of the present invention;

[0069] Figure 4 This is a flowchart of the rudder control method for a high-speed continuous roll aircraft in Embodiment 1 of the present invention;

[0070] Figure 5 This is a block diagram of the rudder control device for a high-speed continuous roll aircraft in Embodiment 2 of the present invention;

[0071] Figure 6 This is a structural block diagram of the terminal device in Embodiment 3 of the present invention.

[0072] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0073] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0074] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0075] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0076] Example 1

[0077] This embodiment discloses a rudder control method for a high-speed continuously rolling aircraft, mainly applied to the navigation control of rotating projectiles and rockets such as UAVs, artillery shells, rockets, tactical missiles, and reentry vehicles. In this embodiment, by designing a rudder deflection angle control method for the four control surfaces of an X-shaped rudder, the control commands from the three known control channels of the flight control system are converted into rudder deflection angles for the four control surfaces based on the measured roll angle and roll angular velocity of the aircraft, ensuring consistency with the control commands from the three control channels.

[0078] To address the issues of limited response speed of the four servo motors and inconsistent servo adjustment times during rapid roll of the missile, resulting in control redundancy and timing chaos, a predictive angle method is used to recalculate the control surface angle. To address the control redundancy problem, the Moore-Penrose pseudo-inverse method is used to obtain the optimal allocation scheme with the minimum control surface deflection, thereby achieving stability and control of the high-speed continuous roll aircraft.

[0079] In the specific implementation of the high-speed continuous roll aircraft rudder control method in this embodiment, the rudder number is first determined, then the rudder surface state information is initialized, and the conversion from control command to rudder deflection angle control is established. Next, the rudder adjustment cycle is fixed. When the projectile rotation speed is faster than the rudder response speed, a rudder surface prediction angle is introduced, and the rudder surface angle is recalculated using the prediction angle method. Following this, the optimal rudder deflection angle control is calculated using the optimal control method, realizing the method and corresponding relationship of converting the three-channel control commands into high-speed continuous roll aircraft control under high-speed roll angle conditions.

[0080] Different documents define the positive direction of the servo motor number differently. When the projectile is not spinning, these differences only affect the sign of the parameters. However, when the projectile spins, due to its changing position, failing to unify the definition can easily lead to problems such as the actual control effect being opposite to the ideal, and matrix singularities when the servo motor passes through special positions. Therefore, this embodiment first numbers the servos and unifies the definition of the rotation direction. The initial position, number, and positive direction of the servo motor are as follows: Figure 2 As shown in the rear view. According to the usual definition of the projectile coordinate system, in the initial state, the angle between the X-shaped rudder's servo and the Y and Z coordinate axes is 45°. The normal force generated by each rudder is positive in the clockwise direction.

[0081] When the projectile moves, assuming at a certain moment the servo is in the following position... Figure 3 At the position shown, there exists a control surface with an angle η between itself and the control surface in the missile's coordinate system. Figure 2-3 The two pairs of control surfaces of the X-shaped rudder intersect perfectly perpendicularly, therefore all four control surfaces make an angle η with the control surfaces in the body coordinate system. In the missile body coordinate system, the conversion relationship between the control deflection angles of the four servos and the three-channel control commands is as follows:

[0082]

[0083] That is, the conversion matrix A between the X-shaped rudder and the three-channel control commands is

[0084]

[0085] Where, δ x δ y δ zThe x, y, and z channels represent control commands. δ1, δ2, δ3, and δ4 are the rudder deflection angles corresponding to the rudder surfaces connected to the four servos, respectively. η is the rudder surface angle, which is the sum of the roll angle γ and the initial installation angle ζ.

[0086] η=γ+ζ

[0087] The initial installation angle ζ is equal to the angle between servo motor #3 and the positive Y-axis of the missile's coordinate system. If the control surfaces are evenly distributed, the initial installation angle ζ is 45°. At this point, the inertial sensors inside the missile can measure the missile's roll angle γ and roll angular velocity. As well as the direction of rotation, the control surface deflection angles δ1, δ2, δ3, and δ4 corresponding to the current moment of the four servos can be obtained through the feedback of each servo, thus realizing the control of the control command to the deflection angle when the projectile is rolling.

[0088] However, during rapid roll of the projectile, the adjustment times of the four servos are not synchronized, resulting in control redundancy and timing issues. Therefore, this embodiment presents a servo control method for high-speed continuous roll aircraft based on the different roll angular velocities of the projectile, referencing... Figure 4 The method includes the following:

[0089] Step 1: Obtain the aircraft's roll angle γ and roll angular velocity. In the specific implementation process, the roll angle γ and the roll angular velocity It can be measured by inertial sensors inside the projectile;

[0090] Step 2: Calculate the predicted control surface angle based on the roll angle, roll angular velocity, and control surface mounting angle;

[0091] In the process of generating a high-speed rotating projectile, the requirement for rapid response of the servo motors increases with the increase of the projectile's spin speed. This embodiment addresses the problem that the fixed performance and limited adjustment capability of the servo motors make it difficult to meet actual control requirements in terms of response speed. Based on the control system cycle, a method of providing a given time point is used to obtain the predicted control surface angle for the next moment, thus solving the control surface lag problem caused by the rapid roll of the projectile exceeding the servo motor response speed. Simultaneously, to ensure that all four servo motors can complete their respective control commands within a very short time, a control command greater than expected is given, enabling the servo motors to complete the expected control by the end of the time. Therefore, the time for each servo motor control is defined as the servo motor adjustment time, denoted as t. m The formula for calculating the predicted angle of the control surfaces at this time is:

[0092]

[0093] in, This represents the predicted rudder surface angle. In practical applications, t...m It can be estimated through experiments, or it can be obtained by measuring the servo response speed and the projectile roll angular velocity, as follows:

[0094]

[0095] in, ω is the servo motor response speed, β is the maximum proportionality coefficient that the servo motor response speed ω can respond to under the current conditions, which can be measured through ground tests. α is the adjustment coefficient, t s The output cycle of the control command is determined by the control system itself.

[0096] It is worth noting that the prediction process for the control surface angle during this process is not limited to the above-described implementation. Therefore, this embodiment also provides another method for predicting the control surface angle:

[0097]

[0098] in, This is an estimation of the aircraft roll angle deviation caused by the control surfaces failing to respond to control commands in a timely manner.

[0099] In one embodiment, roll angle deviation estimation The calculation process is as follows:

[0100]

[0101] Where σ is the roll angle deviation adjustment coefficient, which is usually determined by the system's inherent performance and can be obtained through experimental determination for the same type of aircraft. To understand the variation law of roll angular velocity, when rolling at a fixed roll angle, in order to overcome unnecessary noise interference, it is usually set as follows: In practical systems, this can be obtained through digital calculations after filtering by the aircraft's inertial navigation equipment. m The adjustment time of the rudder system can be obtained by measuring the rudder control system or by calculation. The calculation method is to load an angle sensor on the rudder surface or rudder motor and filter the time difference between the issuance time of the first few rudder deflection commands and the time when the rudder deflection angle is in place. The initial time can be preset based on experience.

[0102] In another embodiment, roll angle deviation estimation The calculation process is as follows:

[0103]

[0104] in, This is the projectile roll angle value when the previous control command was issued. This is the roll angle of the projectile when the last control surface is deflected into position after the previous control command is issued. It can usually be replaced by the roll angle of the projectile when the servo motor is deflected into position. This positioning time can be obtained through feedback from the servo system.

[0105] Step 3: Based on the predicted control surface angles, obtain the conversion matrix between the four control surface deflection angles of the X-shaped control rudder and the three-channel control commands, i.e.:

[0106]

[0107] It is worth noting that the X-type rudder uses a redundant control method, therefore the transformation matrix A is not unique and can have multiple forms. For example, the transformation matrix can also be expressed as:

[0108]

[0109] Step 4: Based on the transformation matrix and the three-channel control commands, obtain the deflection angles of the four control surfaces in the X-shaped rudder, and control the X-shaped rudder based on the deflection angles.

[0110] Since the conversion process from control commands to rudder deflection control is a redundant process, optimal control needs to be calculated to optimize the performance of the control system. The conversion relationship between the rudder deflection angles of the four servo motors of an X-type rudder and the three-channel control commands is as follows:

[0111]

[0112] Using the Moore-Penrose pseudo-inverse method, the least squares result of the inverse transformation matrix F from the three-channel control commands to the four rudder deflection angles is as follows:

[0113] F = A T (AA T ) -1

[0114] This result represents the optimal allocation scheme with the minimum control surface deflection; therefore, the optimal control surface deflection angle formula is:

[0115]

[0116] Among them, A T Let A be the transpose of matrix A;

[0117] Step 5: Determine whether the entire flight control cycle has been completed.

[0118] If so, then terminate the X-shaped rudder deflection control;

[0119] Otherwise, proceed to the next flight control cycle, obtain the next three-channel control command from the flight control system, and repeat steps 1 to 5 until the entire flight control cycle is completed.

[0120] Example 2

[0121] Based on the rudder control method for a high-speed continuous roll aircraft in Embodiment 1, this embodiment discloses a rudder control device for a high-speed continuous roll aircraft. (Reference) Figure 5 The high-speed continuous roll aircraft rudder control device includes an information acquisition unit, a rudder surface angle prediction unit, a transformation matrix calculation unit, and a rudder deflection angle control unit. This high-speed continuous roll aircraft rudder control device is used to execute some or all of the steps of the high-speed continuous roll aircraft rudder control method in Embodiment 1. Specifically:

[0122] The information acquisition unit is used to acquire the roll angle and roll rate of the aircraft;

[0123] The control surface angle prediction unit is used to predict the control surface angle based on the roll angle, roll rate, and control surface installation angle.

[0124] The conversion matrix calculation unit is used to obtain the conversion matrix between the four rudder deflection angles of the X-shaped rudder and the three-channel control commands based on the real-time or predicted rudder surface angles.

[0125] The rudder deflection control unit is used to obtain the rudder deflection angles of the four rudder surfaces in the X-type rudder according to the transformation matrix and the three-channel control commands, and to control the X-type rudder based on the rudder deflection angles.

[0126] In this embodiment, the specific working process and working principle of the information acquisition unit, the rudder surface angle prediction unit, the transformation matrix calculation unit and the rudder deflection angle control unit are the same as those in Embodiment 1, so they will not be described again in this embodiment.

[0127] Example 3

[0128] like Figure 6 The diagram shows a terminal device disclosed in this embodiment, including a transmitter, a receiver, a memory, and a processor. The transmitter is used to send instructions and data, the receiver is used to receive instructions and data, the memory is used to store computer-executed instructions, and the processor is used to execute the computer-executed instructions stored in the memory to implement some or all of the steps performed by the high-speed continuous roll aircraft rudder control method in Embodiment 1 above. Its specific implementation process is the same as that of the high-speed continuous roll aircraft rudder control method in Embodiment 1 above.

[0129] It should be noted that the aforementioned memory can be either standalone or integrated with the processor. When the memory is set up independently, the terminal device also includes a bus for connecting the memory and the processor.

[0130] Example 4

[0131] This embodiment also discloses a computer-readable storage medium storing computer-executable instructions. When the processor executes the computer-executable instructions, it implements some or all of the steps of the high-speed continuous roll aircraft rudder control method in Embodiment 1 above.

[0132] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A method of controlling the rudder of a high-speed continuous roll aircraft, characterized in that, Includes the following steps: Step 1: Obtain the roll angle and roll angular velocity of the aircraft; Step 2, based on the roll angle, the roll angular velocity, and the rudder surface mounting angle, obtains the predicted rudder surface angle, specifically as follows: in, The predicted rudder surface angle, The roll angle of the aircraft. Install angles on the control surfaces. The roll angular velocity of the aircraft. Adjust the timing for the servo motor; Step 3: Based on the predicted control surface angles, obtain the conversion matrix between the four control surface deflection angles of the X-shaped control rudder and the three-channel control commands. When the control surface angles are the predicted control surface angles... When the transformation matrix is: in, A This is the conversion matrix between the four deflection angles of the X-type rudder and the three-channel control commands; Step 4: Based on the transformation matrix and the three-channel control command, obtain the rudder deflection angles of the four rudder surfaces in the X-shaped rudder, and control the X-shaped rudder based on the rudder deflection angles.

2. A method of controlling the rudder of a high-speed continuous roll aircraft, characterized in that, Includes the following steps: Step 1: Obtain the roll angle and roll angular velocity of the aircraft; Step 2, based on the roll angle, the roll angular velocity, and the rudder surface mounting angle, obtains the predicted rudder surface angle, specifically as follows: in, The predicted rudder surface angle, The roll angle of the aircraft. Install angles on the control surfaces. This is an estimate of the aircraft roll angle deviation caused by the control surfaces failing to respond to control commands in a timely manner; Step 3: Based on the predicted control surface angles, obtain the conversion matrix between the four control surface deflection angles of the X-shaped control rudder and the three-channel control commands. When the control surface angles are the predicted control surface angles... When the transformation matrix is: wherein, A is the conversion matrix between the four rudder deflection angles of the X-rudder and the three-channel control commands; Step 4: Based on the transformation matrix and the three-channel control command, obtain the rudder deflection angles of the four rudder surfaces in the X-shaped rudder, and control the X-shaped rudder based on the rudder deflection angles.

3. The method of claim 2, wherein, The estimated roll angle deviation of the aircraft is: in, The roll angular velocity of the aircraft. Adjust the timing for the servo motor. The law governing the change of roll angular velocity, This is the roll angle deviation adjustment coefficient.

4. The rudder control method for a high-speed continuous roll aircraft according to claim 2, characterized in that, The estimated roll angle deviation of the aircraft is: in, This is the projectile roll angle value when the previous control command was issued. This is the roll angle of the missile body when the last control surface deflects into position after the previous control command was issued. This is the roll angle deviation adjustment coefficient.

5. The method of claim 1 or 3, wherein, The servo adjustment time is: in, To adjust the coefficient, The proportionality coefficient for the maximum roll rate of the aircraft that the servo motor response speed can respond to. For servo response speed, This is the output cycle of the three-channel control command.

6. The method of claim 1 or 2 or 3 or 4, wherein, It also includes step 5, which determines whether the entire flight control cycle has been completed: If so, then terminate the X-shaped rudder deflection control; Otherwise, proceed to the next flight control cycle, obtain the next three-channel control command from the flight control system, and repeat steps 1 to 5.

7. The method of claim 1 or 2 or 3 or 4, wherein, In step 4, the deflection angles of the four control surfaces in the X-shaped rudder are obtained based on the transformation matrix and the three-channel control commands, specifically as follows: Using the Moore-Penrose pseudo-inverse method, the inverse transformation matrix between the four deflection angles of the X-type rudder and the three-channel control commands is obtained as follows: in, F This is the inverse transformation matrix between the four deflection angles of the X-type rudder and the three-channel control commands. A This is the conversion matrix between the four deflection angles of the X-type rudder and the three-channel control commands. For matrix The transpose of the matrix; The inverse transformation matrix between the four rudder deflection angles of the X-shaped rudder and the three-channel control commands. F And the three-channel control commands yield the deflection angles of the four control surfaces in the X-shaped rudder, as follows: in, , , They are respectively , , Three-channel control commands. , , , These are the rudder deflection angles of the four rudder surfaces in an X-shaped rudder.

8. A high-speed continuous roll aircraft rudder control device, characterized by, The high-speed continuous roll aircraft rudder control device comprises: X-shaped rudder deflection control using the method described in any one of claims 1 to 7. The information acquisition unit is used to acquire the roll angle and roll angular velocity of the aircraft. The rudder surface angle prediction unit is used to obtain the predicted rudder surface angle based on the roll angle, the roll angular velocity, and the rudder surface mounting angle. The transformation matrix calculation unit is used to obtain the transformation matrix between the four deflection angles of the X-shaped rudder and the three-channel control commands based on the predicted rudder surface angles. The rudder deflection control unit is used to obtain the rudder deflection angles of the four rudder surfaces in the X-type rudder according to the transformation matrix and the three-channel control command, and to control the X-type rudder based on the rudder deflection angles.

9. A terminal device, comprising: include: Memory, used to store programs; A processor for executing the program stored in the memory, wherein when the program is executed, the processor is configured to perform the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions; when executed by a processor, the computer-executable instructions are used to implement some or all of the steps of the method as described in any one of claims 1 to 7.

Images