An online velocity feedback control method and system for electromagnetic launching of an aircraft

Abstract

The application belongs to the technical field of electromagnetic launching aircraft, and relates to an online speed measurement feedback control method and system for an electromagnetic launching aircraft. The method comprises the following steps: acquiring electromagnetic launcher parameters and aircraft parameters, constructing an output speed equation of the electromagnetic launcher, constructing an output speed equation of the aircraft, and constructing a speed state equation of the electromagnetic launching aircraft; obtaining a speed observation vector according to the output speed equation of the electromagnetic launcher and the output speed equation of the aircraft; obtaining a speed fusion equation according to the speed observation vector and the speed state equation of the electromagnetic launching aircraft, constructing a Kalman filter, taking the speed observation vector as a filter observation, estimating a speed error of the electromagnetic launching aircraft, and performing speed feedback according to the estimation result. The method can meet the needs of different launching speeds of various aircrafts and improve the control precision.

Description

Technical Field

[0001] This application relates to the field of electromagnetic catapult technology, and in particular to an online speed measurement feedback control method and system for electromagnetic catapults. Background Technology

[0002] Electromagnetic catapult technology is an important application of electromagnetic launch technology in aircraft such as drones and fire extinguishing bombs, and represents a significant improvement over traditional catapult technology. Electromagnetic launch technology utilizes electromagnetic force (energy) to propel objects to high or ultra-high speeds. By converting electromagnetic energy into the instantaneous kinetic energy required to launch the payload, it can accelerate loads ranging from grams to tens of tons to high speeds over short distances. Among electromagnetic catapult technologies, orbital launch offers advantages such as large payload capacity and high reliability. Orbital launch electromagnetic catapult technology uses electromagnetic force to accelerate the armature mover of a linear motor on a track, ejecting the aircraft along with the mover off the track, thus achieving the purpose of launching the aircraft. Orbital launch electromagnetic launch technology has significant advantages in launching large-mass, low-to-medium speed objects. It can effectively launch aircraft ranging from a few kilograms to tens of tons, offering advantages such as high launch speed, short start-up time, short launch intervals, and repeatability. It can effectively solve problems such as sintering of the launch system during traditional launch processes.

[0003] Orbital-launched electromagnetic catapult systems need to launch different types of aircraft, such as drones and fire extinguishing projectiles, with varying payload weights and required launch speeds. Therefore, the launch speed must be adjusted based on mission requirements, aircraft type, and payload. Taking a certain type of unguided fire extinguishing projectile as an example, launching it at 145 m / s versus 150 m / s results in a positional deviation of over 70 meters. If wind interference is considered, this deviation would be even greater, far exceeding the accuracy requirements of this type of projectile. To achieve an accuracy of less than 10 meters, the launch speed deviation needs to be no greater than 0.5 m / s. Some aircraft require speed deviations controlled to be below 0.1 m / s, and there are even attitude limitations.

[0004] However, in the existing technology, due to the influence of load, environment, power supply, energy storage and other factors, the speed control method of electromagnetic catapult aircraft cannot meet the needs of different catapult speeds of various aircraft, and the control accuracy is not high. Summary of the Invention

[0005] Therefore, it is necessary to provide an online speed measurement feedback control method and system for electromagnetic catapult aircraft to address the above-mentioned technical problems. This method and system can meet the needs of different catapult speeds for various types of aircraft and improve control accuracy.

[0006] An online velocity feedback control method for an electromagnetic catapult aircraft includes:

[0007] Obtain electromagnetic catapult parameters and aircraft parameters;

[0008] Based on the electromagnetic catapult parameters, construct the output velocity equation of the electromagnetic catapult; based on the aircraft parameters, construct the output velocity equation of the aircraft; based on the electromagnetic catapult parameters and the aircraft parameters, construct the velocity state equation of the electromagnetic catapult aircraft.

[0009] Based on the output velocity equations of the electromagnetic catapult and the aircraft, the velocity observation vector is obtained;

[0010] Based on the velocity observation vector and the velocity state equation of the electromagnetic catapult, a velocity fusion equation is obtained, and a Kalman filter is constructed. The velocity observation vector is used as the filtering observation to estimate the velocity error of the electromagnetic catapult, and velocity feedback is performed based on the estimation results.

[0011] In one embodiment, constructing the output velocity equation of the electromagnetic catapult based on the electromagnetic catapult parameters includes:

[0012]

[0013] In the formula, V dx V is the velocity in the X-axis direction output by the speed sensor of the electromagnetic catapult. dy V is the velocity in the Y-axis direction output by the speed sensor of the electromagnetic catapult. dz V is the velocity in the Z-axis direction output by the speed sensor of the electromagnetic catapult. rx V represents the actual velocity along the X-axis. ry V represents the actual velocity along the Y-axis. rz δV represents the actual velocity along the Z-axis. dx δV represents the velocity error of the electromagnetic catapult's velocity sensor along the X-axis. dy δV represents the velocity error of the electromagnetic catapult's velocity sensor along the Y-axis. dz The velocity error of the speed sensor of the electromagnetic catapult along the Z-axis direction.

[0014] In one embodiment, constructing the aircraft's output velocity equation based on the aircraft parameters includes:

[0015]

[0016] In the formula, V fx V is the velocity in the X-axis direction output by the inertial navigation module of the aircraft. fy V is the velocity in the Y-axis direction output by the inertial navigation module of the aircraft. fz δV is the velocity in the Z-axis direction output by the inertial navigation module of the aircraft. fxδV represents the velocity error of the aircraft's inertial navigation module along the X-axis. fy δV represents the velocity error of the aircraft's inertial navigation module along the Y-axis. fz This represents the velocity error of the aircraft's inertial navigation module along the Z-axis.

[0017] In one embodiment, constructing the velocity state equation of the electromagnetic catapult aircraft based on the electromagnetic catapult parameters and the aircraft parameters includes:

[0018]

[0019] in,

[0020]

[0021]

[0022]

[0023] In the formula, X t (t) represents the state variable in the velocity state equation. To find the derivatives with respect to the state variables, F(t) is the system dynamic matrix of the state information error parameters, G(t) is the system noise distribution matrix, W(t) is the system noise vector, Δψ is the angle between the electromagnetic catapult's guide rail and the X-axis, Δθ is the angle between the electromagnetic catapult's guide rail and the Y-axis, Δγ is the angle between the electromagnetic catapult's guide rail and the Z-axis, and δV fx δV represents the velocity error of the aircraft's inertial navigation module along the X-axis. fy Let δV be the velocity error of the inertial navigation mode of the aircraft along the Y-axis. fz The velocity error of the inertial navigation mode of the aircraft along the Z-axis. Let Δω be the attitude transformation matrix. dx Δω represents the angular acceleration error in the pitch direction of the electromagnetic catapult's launch platform when launching the aircraft. dy Δω represents the angular acceleration error in the tilting direction of the electromagnetic catapult's launch platform when it propels the aircraft. dz Δa represents the angular acceleration error in the roll direction of the electromagnetic catapult's launch platform when it propels the aircraft. dx Δa represents the axial acceleration error of the electromagnetic catapult's launch platform when it propels the aircraft. dy Let Δa be the longitudinal acceleration error of the electromagnetic catapult's catapult platform when it propels the aircraft. dz This refers to the lateral acceleration error of the electromagnetic catapult's launch platform when it propels the aircraft.

[0024] In one embodiment, the velocity observation vector is obtained based on the output velocity equations of the electromagnetic catapult and the aircraft, including:

[0025]

[0026] In the formula, Z V (t) is the velocity observation vector, δV ex δV represents the relative velocity error between the aircraft's inertial navigation module and the electromagnetic catapult's speed sensor along the X-axis. ey δV represents the relative velocity error in the Y-axis direction between the aircraft's inertial navigation module and the electromagnetic catapult's velocity sensor. ez H represents the relative velocity error between the aircraft's inertial navigation module and the electromagnetic catapult's speed sensor along the Z-axis. V (t) is the velocity measurement matrix, V V (t) is the velocity measurement noise vector.

[0027] An online speed feedback control system for an electromagnetic catapult aircraft includes: an online speed feedback control method for an electromagnetic catapult aircraft, comprising: an electromagnetic catapult, an aircraft, and a communicator;

[0028] Both the electromagnetic catapult and the aircraft are connected to the communicator.

[0029] In one embodiment, the electromagnetic catapult includes a power supply module, a motor control module, a catapult module, a speed control module, and a monitoring module. The power supply module, the motor control module, the catapult module, the speed control module, and the monitoring module are connected in sequence. The motor control module is also connected to the speed control module and the monitoring module, respectively. The monitoring module is connected to the communicator.

[0030] In one embodiment, the motor control module includes: an energy storage device, a pulse converter, a linear motor, and a motor closed-loop controller;

[0031] The energy storage device, the pulse converter, and the linear motor are connected in sequence and are all connected to the motor closed-loop controller. The energy storage device is connected to the power supply module, and the linear motor is connected to the launch module.

[0032] In one embodiment, the ejection module includes: a motor mover, an ejection platform, and a speed sensor;

[0033] The motor actuator is connected to the motor control module and the launch platform respectively, and the speed sensor is connected to the motor actuator or the launch platform.

[0034] In one embodiment, the aircraft includes an inertial navigation module, a guidance module, and a control module, wherein the inertial navigation module, the guidance module, and the control module are connected in sequence, and the guidance module is connected to the communicator.

[0035] The above-mentioned online speed feedback control method and system for electromagnetic catapult aircraft involves the electromagnetic catapult and the aircraft working together for speed control. The speed observation vector, which is the difference between the output speed of the aircraft's inertial navigation module and the output speed of the electromagnetic catapult's speed sensor, is used as the filtering observation. The speed error of the electromagnetic catapult is estimated through a Kalman filter algorithm. Speed ​​feedback control information is then used to correct the speed control module of the electromagnetic catapult, thereby achieving high-precision speed control during aircraft launch. This application designs an electromagnetic catapult and a launch speed control system for the aircraft. The electromagnetic catapult can adjust its launch speed to meet the control needs of various aircraft with different launch speeds. A closed-loop speed control method is designed, offering strong adjustment capabilities and significantly improving the control accuracy of the launch speed, thus enhancing the aircraft's launch accuracy and meeting the requirements for high-precision launch speed control. A speed fusion control method is also designed, linking the speeds of the aircraft and the catapult for real-time speed control. This achieves the interaction and fusion of speed information. Specifically, the actual speed of the aircraft during launch is fused into the speed control module of the electromagnetic catapult, enabling precise perception of the aircraft's speed. This ensures the electromagnetic catapult maintains the launch speed meets the set requirements, preventing flight malfunctions or failures due to insufficient or excessive launch speed. Furthermore, data fusion between the aircraft's speed and the electromagnetic catapult's speed improves system reliability and speed control accuracy. During launch, the electromagnetic catapult and the aircraft achieve speed matching and coordination, with a small difference between the catapult's launch speed and the aircraft's actual speed, facilitating stable control of the aircraft after launch. Attached Figure Description

[0036] Figure 1 This is a flowchart illustrating the online speed measurement feedback control method for an electromagnetic catapult aircraft in one embodiment;

[0037] Figure 2 This is a schematic diagram of the closed-loop speed control of the electromagnetic catapult and the aircraft in one embodiment.

[0038] Figure 3 This is a schematic diagram of the speed combination mode of the electromagnetic catapult and the aircraft in one embodiment;

[0039] Figure 4 This is a structural block diagram of the online speed measurement feedback control system of an electromagnetic catapult aircraft in one embodiment;

[0040] Figure 5This is a structural block diagram of an electromagnetic catapult in one embodiment;

[0041] Figure 6 This is a structural block diagram of an aircraft in one embodiment. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0043] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in the embodiments of this application 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 indicator will also change accordingly.

[0044] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. In the description of this application, "multiple sets" means at least two sets, such as two sets, three sets, etc., unless otherwise explicitly specified.

[0045] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0046] Furthermore, the technical solutions of the various embodiments of this application 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 this application.

[0047] This application provides an online speed measurement feedback control method for an electromagnetic catapult aircraft, such as... Figure 1 As shown, in one embodiment, it includes:

[0048] Step 202: Obtain electromagnetic catapult parameters and aircraft parameters.

[0049] Specifically:

[0050] The parameters of an electromagnetic catapult include: the actual speed of the electromagnetic catapult in the X, Y, and Z axes; the speed error of the electromagnetic catapult's speed sensor along the X, Y, and Z axes; the angle between the electromagnetic catapult's guide rail and the X, Y, and Z axes (mainly the sum of the aircraft's installation angle on the catapult platform and the installation error angle); the angular acceleration error of the electromagnetic catapult's catapult platform when launching the aircraft; and the acceleration error of the electromagnetic catapult's catapult platform when launching the aircraft.

[0051] The aircraft parameters include: the velocities output by the aircraft's inertial navigation module in the X, Y, and Z axes, and the velocity errors of the aircraft's inertial navigation module along the X, Y, and Z axes.

[0052] Step 204: Based on the electromagnetic catapult parameters, construct the output velocity equation of the electromagnetic catapult; based on the aircraft parameters, construct the output velocity equation of the aircraft; based on the electromagnetic catapult parameters and the aircraft parameters, construct the velocity state equation of the electromagnetic catapult aircraft.

[0053] Specifically:

[0054] Based on the parameters of the electromagnetic catapult, construct the output velocity equation of the electromagnetic catapult's velocity sensor:

[0055]

[0056] In the formula, V dx V is the velocity in the X-axis direction output by the speed sensor of the electromagnetic catapult. dy V is the velocity in the Y-axis direction output by the speed sensor of the electromagnetic catapult. dz V is the velocity in the Z-axis direction output by the speed sensor of the electromagnetic catapult. rx V represents the actual velocity of the electromagnetic catapult along the X-axis. ry V represents the actual velocity of the electromagnetic catapult along the Y-axis. rz δV represents the actual velocity of the electromagnetic catapult along the Z-axis. dx δV represents the velocity error of the electromagnetic catapult's velocity sensor along the X-axis. dy δV represents the velocity error of the electromagnetic catapult's velocity sensor along the Y-axis. dz The velocity error of the speed sensor of the electromagnetic catapult along the Z-axis direction.

[0057] When the aircraft is moving on the catapult platform of the electromagnetic catapult, the inertial navigation module is in normal working condition and can output stable flight attitude, position, velocity, and acceleration information. During this period, based on the aircraft parameters, the output velocity equation of the aircraft's inertial navigation module is constructed:

[0058]

[0059] In the formula, V fx V is the velocity in the X-axis direction output by the inertial navigation module of the aircraft. fy V is the velocity in the Y-axis direction output by the inertial navigation module of the aircraft. fz δV is the velocity in the Z-axis direction output by the inertial navigation module of the aircraft. fx δV represents the velocity error of the aircraft's inertial navigation module along the X-axis. fy δV represents the velocity error of the aircraft's inertial navigation module along the Y-axis. fz This represents the velocity error of the aircraft's inertial navigation module along the Z-axis.

[0060] Based on the electromagnetic catapult parameters and the aircraft parameters, the velocity state equation of the electromagnetic catapult aircraft, i.e., the velocity state equation of the velocity control module, is constructed:

[0061]

[0062] In the formula, X t (t) represents the state variable in the velocity state equation. To find the derivative with respect to the state variables, F(t) is the system dynamic matrix of the state information error parameters, G(t) is the system noise distribution matrix, and W(t) is the system noise vector;

[0063] It should be noted that F(t) is a (6×6) square matrix, and the elements on its main diagonal are generally 0. The parameters of F(t) are related to the specific electromagnetic catapult and aircraft, and are usually small values. The parameters can be given by the system configuration or are parameters obtained from velocity fusion statistics. The state information error parameters are directly generated by the performance of the velocity control module, including 6 error quantities, namely the attitude error on the three axes and the velocity error on the three axes.

[0064] And:

[0065]

[0066] In the formula, Δψ is the angle between the guide rail of the electromagnetic catapult and the X-axis, Δθ is the angle between the guide rail of the electromagnetic catapult and the Y-axis, and Δγ is the angle between the guide rail of the electromagnetic catapult and the Z-axis.

[0067] System noise allocation matrix:

[0068]

[0069]

[0070] In the formula, This is the attitude transformation matrix;

[0071] System noise vector:

[0072]

[0073] In the formula, Δω dx Δω represents the angular acceleration error in the pitch direction of the electromagnetic catapult's launch platform when launching the aircraft. dy Δω represents the angular acceleration error in the tilting direction of the electromagnetic catapult's launch platform when it propels the aircraft. dz Δa represents the angular acceleration error in the roll direction of the electromagnetic catapult's launch platform when it propels the aircraft. dx Δa represents the axial acceleration error of the electromagnetic catapult's launch platform when it propels the aircraft. dy Let Δa be the longitudinal acceleration error of the electromagnetic catapult's catapult platform when it propels the aircraft. dz This refers to the lateral acceleration error of the electromagnetic catapult's launch platform when it propels the aircraft.

[0074] It should be noted that since the launch platform is in a suspended state during the launch process of the electromagnetic catapult, there are noise interferences such as angular acceleration wander and acceleration wander. Therefore, angular acceleration error and acceleration error need to be considered.

[0075] Step 206: Obtain the velocity observation vector based on the output velocity equations of the electromagnetic catapult and the aircraft.

[0076] Specifically:

[0077]

[0078] Among them, in H V (t) When guide rail deformation is not considered:

[0079] H V (t)=[0 3×3 I 3*3 ]

[0080] In the formula, Z V (t) is the velocity observation vector, δV ex δV represents the relative velocity error between the aircraft's inertial navigation module and the electromagnetic catapult's velocity sensor along the X-axis. eyδV represents the relative velocity error in the Y-axis direction between the aircraft's inertial navigation module and the electromagnetic catapult's velocity sensor. ez H represents the relative velocity error between the aircraft's inertial navigation module and the electromagnetic catapult's speed sensor along the Z-axis. V (t) is the velocity measurement matrix, V V (t) is the velocity measurement noise vector.

[0081] Step 208: Based on the velocity observation vector and the velocity state equation of the electromagnetic catapult, the velocity fusion equation is obtained, and a Kalman filter is constructed. The velocity observation vector is used as the filtering observation to estimate the velocity error of the electromagnetic catapult, and velocity feedback is performed based on the estimation result.

[0082] Specifically, the velocity fusion equation is:

[0083]

[0084] In the formula, The velocity state equation for an electromagnetic catapult aircraft is Z. V (t) is the velocity observation vector.

[0085] Based on the velocity fusion equation, information fusion algorithms such as Kalman filtering, extended Kalman filtering, and least squares can be implemented to fuse velocity information. The fused velocity information is used as control feedback information, which is then used as the launch speed control signal (transmitted to the monitoring module and the motor closed-loop controller through the speed control module).

[0086] In this embodiment, the orientation is based on the aircraft's inertial navigation module as the main subsystem and the electromagnetic catapult speed sensor as the auxiliary subsystem. The center of gravity of the aircraft is 0, the X-axis is the axis pointing towards the head, the Y-axis is located in the longitudinal symmetry plane of the aircraft and is perpendicular to the X-axis, and the Z-axis is determined according to the X-axis and Y-axis by the right-hand rule.

[0087] like Figure 2 As shown, the attitude and velocity information of the aircraft and the electromagnetic catapult are acquired in real time, and a velocity fusion equation composed of velocity state variables and velocity observations is obtained. Velocity fusion is then performed, and the fused velocity information is used as a velocity control signal, which is fed back to the electromagnetic catapult. This effectively improves the accuracy of velocity control, thereby meeting the requirements for high-precision catapult velocity control. The velocity combination mode is as follows: Figure 3 As shown.

[0088] The above-mentioned online speed feedback control method for electromagnetic catapult aircraft involves the electromagnetic catapult and the aircraft working together for speed control. The speed observation vector, which is the difference between the output speed of the aircraft's inertial navigation module and the output speed of the electromagnetic catapult's speed sensor, is used as the filtering observation. The speed error of the electromagnetic catapult is estimated by using the Kalman filter algorithm. The speed feedback control information is then used to correct the speed control module of the electromagnetic catapult, thereby achieving high-precision speed control during aircraft launch. This application designs an electromagnetic catapult and a launch speed control system for the aircraft. The electromagnetic catapult can adjust its launch speed to meet the control needs of various aircraft with different launch speeds. A closed-loop speed control method is designed, offering strong adjustment capabilities and significantly improving the control accuracy of the launch speed, thus enhancing the aircraft's launch accuracy and meeting the requirements for high-precision launch speed control. A speed fusion control method is also designed, linking the speeds of the aircraft and the catapult for real-time speed control. This achieves the interaction and fusion of speed information. Specifically, the actual speed of the aircraft during launch is fused into the speed control module of the electromagnetic catapult, enabling precise perception of the aircraft's speed. This ensures the electromagnetic catapult maintains the launch speed meets the set requirements, preventing flight malfunctions or failures due to insufficient or excessive launch speed. Furthermore, data fusion between the aircraft's speed and the electromagnetic catapult's speed improves system reliability and speed control accuracy. During launch, the electromagnetic catapult and the aircraft achieve speed matching and coordination, with a small difference between the catapult's launch speed and the aircraft's actual speed, facilitating stable control of the aircraft after launch.

[0089] It should be understood that, although Figure 2 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 2 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0090] This application also provides an online speed feedback control system for an electromagnetic catapult, employing an online speed feedback control method for electromagnetic catapults, such as... Figure 2 As shown, in one embodiment, it includes: an electromagnetic catapult, an aircraft, and a communicator, wherein the electromagnetic catapult and the aircraft are both connected to the communicator.

[0091] The electromagnetic catapult includes a power supply module, a motor control module, a catapult module, a speed control module, and a monitoring module. The power supply module, motor control module, catapult module, speed control module, and monitoring module are connected in sequence. The motor control module is also connected to the speed control module and the monitoring module. The monitoring module is connected to a communicator.

[0092] Specifically:

[0093] (1) The power supply module includes: battery or inverter; that is, there are two power supply methods: battery power supply or grid power supply.

[0094] When using grid power, an inverter is needed to transmit the grid power to the motor control module.

[0095] (2) The motor control module includes: an energy storage device, a pulse converter, a linear motor and a motor closed-loop controller; the energy storage device, the pulse converter and the linear motor are connected in sequence and are all connected to the motor closed-loop controller. The energy storage device is connected to the power supply module and the linear motor is connected to the launch module.

[0096] The linear motor is an advanced linear induction motor, composed of a series of discrete, identical stator units, facilitating installation and production. The motor closed-loop controller outputs the electrical energy stored in the energy storage device, which, after passing through a pulse converter, is sent to the linear motor to drive its mover. The motor closed-loop controller can determine whether the energy in the energy storage device meets the required speed. If not, it allows the power supply system to continue charging; if so, it generates control commands to control the pulse converter and linear motor, preparing for launch. The motor control module can also feed back the status and parameters of the linear motor, pulse converter, and energy storage device to the monitoring module for decision-making and control.

[0097] The motor control module operates as follows: When the monitoring module issues a launch command, the motor control module activates, and the linear motor moves, converting stored electrical energy into kinetic energy to launch the aircraft. When the electromagnetic catapult is operational, the speed control module sends acceleration or deceleration signals to the motor control module based on the speed deviation signal. The motor control module then controls the linear motor's mover to propel the launch platform. Once the platform reaches a specified speed, it determines whether the aircraft's speed and attitude meet the launch conditions. If they do, a launch command is issued, launching the aircraft. If not, the linear motor's mover speed is continuously adjusted based on the speed deviation signal until the launch conditions are met. After the aircraft physically separates from the launch platform, the monitoring module sends an energy recovery command based on the received separation signal. Upon receiving this command, the motor control module enters energy recovery mode, recovering energy, decelerating the mover, and converting kinetic energy into electrical energy, which is stored in the energy storage device for the next launch.

[0098] (3) The ejection module is located on the ejection frame and connected to the linear motor mover. It includes: the motor mover, the ejection platform and the speed sensor. The motor mover is connected to the motor control module and the ejection platform respectively. The speed sensor is connected to the motor mover or the ejection platform. Specifically, the speed sensor can be placed on the ejection track of the ejection frame or on the motor mover.

[0099] The catapult platform primarily handles the electrical control of the physical connection between the aircraft and the catapult during launch, including actions such as locking and unlocking. It also transmits the timestamp of the physical separation between the aircraft and the catapult to the monitoring module. The velocity sensor measures the velocity of the catapult platform carrying the aircraft on the catapult to obtain real-time velocity information of the aircraft on the track. Velocity sensors can be eddy current velocity sensors, laser velocity sensors, or high-precision inertial devices or satellite / inertial devices. Typically, the velocity measurement accuracy of eddy current and laser velocity sensors is lower than that of the aircraft's inertial navigation module, typically at the meter level, and they struggle to acquire attitude information. Inertial devices, on the other hand, can achieve higher accuracy than the aircraft's inertial navigation module. The velocity and attitude information output by the inertial device can be fused with the aircraft's velocity and attitude information. Using the fused velocity information as control feedback, the catapult speed control accuracy can exceed 0.1 m / s through the speed control module.

[0100] (4) The speed control module obtains the real-time speed information of the aircraft from the speed sensor in real time according to the speed command given by the monitoring module, performs corresponding numerical processing, eliminates noise and interference, and obtains the real speed of the aircraft on the track. When the speed reaches the specified launch speed given by the monitoring module, it sends a speed holding command to the motor control module. The speed control module can also transmit the speed of the aircraft on the track to the monitoring module in real time and add the corresponding timestamp to these speeds.

[0101] (5) The monitoring module is connected to the motor control module, speed control module and communicator respectively. It can realize various controls of the electromagnetic catapult aircraft according to the instructions of the superior control system or the complete set of control instructions issued by the operator through the human-machine interface, including catapult, specifying catapult speed, transmitting catapult speed to the aircraft, etc.

[0102] The aircraft includes an inertial navigation module (i.e., an inertial navigation module), a guidance module (i.e., a guidance and control module), and a control module; the inertial navigation module, guidance module, and control module are connected in sequence, and the guidance module is connected to a communicator.

[0103] Specifically:

[0104] (1) The inertial navigation module can obtain the attitude, position, speed and acceleration information of the aircraft in real time, and send this information to the electromagnetic catapult through the guidance module and the communicator. The speed measurement accuracy of the inertial navigation module is higher than 0.2 m / s, and the attitude angular velocity measurement accuracy is higher than 0.01° / s.

[0105] (2) The guidance module is used to control the generation of guidance and control signals during the flight of the aircraft, and can control the power-on of various parts of the aircraft's flight control system. The guidance module acquires the flight attitude, position, velocity, and acceleration information output by the inertial navigation module in real time. After the aircraft leaves the catapult trajectory, the guidance module guides the aircraft to the designated target point. During the flight of the aircraft, by receiving navigation information provided by the inertial navigation module and other means, as well as the measured target point position information, the guidance module continuously calculates the deviation between the actual motion and the ideal motion of the aircraft, generates corresponding ballistic parameters or guidance parameters, and transmits these parameters to the control module as control commands for the control module.

[0106] (3) The control module is a set of control devices installed on the aircraft. According to the control command and the specified control law, it generates the corresponding control force, and by changing the angular position or angular motion of the aircraft, it eliminates the influence of the deviation and realizes the tracking of the control command of the aircraft and attitude stabilization.

[0107] The communication devices of the aircraft and the electromagnetic catapult communicate with each other via either wired or wireless connections. When using a wired connection, the physical interface between the aircraft and the electromagnetic catapult communication transceiver is located between the aircraft and the catapult platform, connected by a detachable connector. Physical separation occurs upon receiving a separation command during launch. When using a wireless connection, the aircraft's communication device is located on the aircraft, while the electromagnetic catapult's communication device is installed in a location less susceptible to electromagnetic interference. Communication of speed, attitude, and other signals is conducted via appropriate communication protocols.

[0108] The aforementioned online speed feedback control system for electromagnetic catapults incorporates a speed control module. Before launch, operators can set a predetermined launch speed on the monitoring module, enabling speed control of the electromagnetic catapult. Simultaneously, a communicator facilitates real-time communication between the catapult and the aircraft, transmitting the aircraft's attitude and speed information to the catapult in real time. The catapult's speed control module fuses the speed information from the speed sensor and the information transmitted from the aircraft. This fused speed information serves as the speed control signal, feeding back to the catapult and effectively improving the accuracy of speed control, thus meeting the requirements for high-precision catapult speed control.

[0109] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0110] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. 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. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An online speed measurement feedback control method for an electromagnetic catapult aircraft, characterized in that, include: Obtain electromagnetic catapult parameters and aircraft parameters; Based on the electromagnetic catapult parameters, construct the output velocity equation of the electromagnetic catapult; Based on the aircraft parameters, construct the output velocity equation of the aircraft; based on the electromagnetic catapult parameters and the aircraft parameters, construct the velocity state equation of the electromagnetic catapult aircraft. Based on the output velocity equations of the electromagnetic catapult and the aircraft, the velocity observation vector is obtained; Based on the velocity observation vector and the velocity state equation of the electromagnetic catapult, a velocity fusion equation is obtained, and a Kalman filter is constructed. The velocity observation vector is used as the filtering observation to estimate the velocity error of the electromagnetic catapult, and velocity feedback is performed based on the estimation results. With the aircraft's center of mass as the center, the X-axis points towards the head, the Y-axis lies within the aircraft's longitudinal symmetry plane and is perpendicular to the X-axis, and the Z-axis is determined according to the X-axis and Y-axis using the right-hand rule; Based on the electromagnetic catapult parameters, the output velocity equation of the electromagnetic catapult is constructed as follows: In the formula, The speed sensor output for the electromagnetic catapult X Velocity in the axial direction, The speed sensor output for the electromagnetic catapult Y Velocity in the axial direction, The speed sensor output for the electromagnetic catapult Z Velocity in the axial direction, for X The actual velocity along the axis. for Y The actual velocity along the axis. for Z The actual velocity along the axis. For the speed sensor of the electromagnetic catapult along X Velocity error in the axial direction, For the speed sensor of the electromagnetic catapult along Y Velocity error in the axial direction, For the speed sensor of the electromagnetic catapult along Z Velocity error in the axial direction; Based on the aircraft parameters, the output velocity equation of the aircraft is constructed as follows: In the formula, Output for the aircraft's inertial navigation module X Velocity in the axial direction, Output for the aircraft's inertial navigation module Y Velocity in the axial direction, Output for the aircraft's inertial navigation module Z Velocity in the axial direction, For the aircraft's inertial navigation module along X Velocity error in the axial direction, For the aircraft's inertial navigation module along Y Velocity error in the axial direction, For the aircraft's inertial navigation module along Z Velocity error in the axial direction; Based on the electromagnetic catapult parameters and the aircraft parameters, the velocity state equation of the electromagnetic catapult aircraft is constructed as follows: in, In the formula, For the state variables in the velocity state equation, To find the derivative with respect to the state variable, The system dynamic matrix is ​​the error parameter of the state information. Assign a matrix to the system noise. The system noise vector, For the guide rails of the electromagnetic catapult and X The included angle of the axis, For the guide rails of the electromagnetic catapult and Y The included angle of the axis, For the guide rails of the electromagnetic catapult and Z The included angle of the axis, Here is the attitude transformation matrix. This refers to the angular acceleration error in the pitch direction of the electromagnetic catapult's launch platform when it propels the aircraft. This refers to the angular acceleration error in the tilt direction of the electromagnetic catapult's launch platform when it propels the aircraft. This refers to the angular acceleration error in the roll direction of the electromagnetic catapult's launch platform when it propels the aircraft. This refers to the axial acceleration error of the electromagnetic catapult's launch platform when it propels the aircraft. This refers to the longitudinal acceleration error of the electromagnetic catapult's launch platform when it propels the aircraft. The lateral acceleration error of the electromagnetic catapult's launch platform when launching the aircraft. Based on the output velocity equations of the electromagnetic catapult and the aircraft, the velocity observation vectors are obtained as follows: In the formula, For velocity observation vector, For the inertial navigation module of the aircraft and the speed sensor of the electromagnetic catapult X Relative error of velocity in the axial direction, For the inertial navigation module of the aircraft and the speed sensor of the electromagnetic catapult Y Relative error of velocity in the axial direction, For the inertial navigation module of the aircraft and the speed sensor of the electromagnetic catapult Z Relative error of velocity in the axial direction, For the velocity measurement matrix, This is the measurement noise vector for velocity; The velocity fusion equation is: In the formula, The velocity state equation for an electromagnetic catapult aircraft. This is the velocity observation vector.

2. An online speed measurement and feedback control system for an electromagnetic catapult aircraft, characterized in that, The method described in claim 1 includes: an electromagnetic catapult, an aircraft, and a communicator; Both the electromagnetic catapult and the aircraft are connected to the communicator.

3. The online speed measurement and feedback control system for the electromagnetic catapult aircraft according to claim 2, characterized in that, The electromagnetic catapult includes a power supply module, a motor control module, a catapult module, a speed control module, and a monitoring module. The power supply module, the motor control module, the catapult module, the speed control module, and the monitoring module are connected in sequence. The motor control module is also connected to the speed control module and the monitoring module. The monitoring module is connected to the communicator.

4. The online speed measurement feedback control system for the electromagnetic catapult aircraft according to claim 3, characterized in that, The motor control module includes: an energy storage device, a pulse converter, a linear motor, and a motor closed-loop controller; The energy storage device, the pulse converter, and the linear motor are connected in sequence and are all connected to the motor closed-loop controller. The energy storage device is connected to the power supply module, and the linear motor is connected to the launch module.

5. The online speed measurement and feedback control system for the electromagnetic catapult aircraft according to claim 4, characterized in that, The ejection module includes: a motor mover, an ejection platform, and a speed sensor; The motor actuator is connected to the motor control module and the launch platform respectively, and the speed sensor is connected to the motor actuator or the launch platform.

6. The online speed measurement feedback control system for the electromagnetic catapult aircraft according to any one of claims 2 to 5, characterized in that, The aircraft includes an inertial navigation module, a guidance module, and a control module, which are connected in sequence. The guidance module is connected to the communicator.

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