Flying wing layout aircraft taxiing deviation correction control method and system

Abstract

The invention discloses a taxiing deviation correction control method and system for a flying wing layout aircraft. The method comprises the steps that the expected yaw angle speed and the taxiing speed of the flying wing layout aircraft at the target moment are calculated; calculating a front rudder deflection angle and a cracking rudder deflection angle of the flying wing layout aircraft according to the expected yaw angular velocity; under the condition that the sliding speed is smaller than a first threshold value, deviation correction is conducted according to the front rudder deflection angle; under the condition that the sliding speed is larger than a second threshold value, deviation correction is conducted according to the cracking rudder deflection angle; under the condition that the sliding speed is larger than or equal to a first threshold value and smaller than or equal to a second threshold value, jointly correcting deviation according to the front rudder deflection angle and the cracking direction rudder deflection angle; according to the method, the expected yaw angular velocity can be calculated according to a geometric model, different control methods are selected according to different characteristics of deviation correction of a cracked rudder and a front wheel rudder and the sliding speed, reliable deviation correction control under various working conditions can be achieved, and the safety of the flying wing aircraft in the autonomous take-off and landing process is improved.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft correction control, and in particular to a method and system for correction control of a flying wing aircraft during taxiing. Background Art

[0002] Flying wing aircraft have become the key development direction of advanced unmanned aerial vehicles due to their comprehensive advantages in aerodynamic efficiency, stealth performance and load structure. At present, flying wing aircraft mainly take off and land by autonomous taxiing. As the key link of wheeled takeoff and landing of unmanned aerial vehicles, the stability of ground taxiing and correction control directly determines the safety of aircraft takeoff and landing and the effectiveness of mission execution. Therefore, the research on taxiing correction control is crucial.

[0003] At present, some scholars use methods such as anti-disturbance control and proportional-integral-derivative (PID) to achieve the taxiing correction control of flying wing aircraft. The PID method is relatively simple and the parameter adjustment is relatively easy, but because it is mainly based on linear system theory, it has a certain impact on the control effect under different working conditions and disturbances for nonlinear systems including actuators such as front wheel steering, differential braking and rudder deflection. The anti-disturbance control method has many parameters and the implementation process is complicated, which limits the practical application of this method in engineering. Summary of the invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a flying wing layout aircraft taxiing correction control method and system, which can improve the safety of the flying wing layout aircraft autonomous take-off and landing process.

[0005] According to a first aspect of the present application, a flying wing configuration aircraft taxiing correction control method is provided, the method comprising:

[0006] Construct a geometric model of a flying wing aircraft taxiing on a target runway;

[0007] Calculating the expected yaw rate of the flying wing configuration aircraft at a target time according to the geometric model, and determining the rolling speed;

[0008] Calculating the front wheel rudder deflection angle and the crack rudder deflection angle of the flying wing layout aircraft at the target time according to the expected yaw angular velocity;

[0009] When the rolling speed is less than a first threshold, the flying-wing layout aircraft is corrected according to the front wheel rudder deflection angle; when the rolling speed is greater than a second threshold, the flying-wing layout aircraft is corrected according to the cracked rudder deflection angle; when the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, the flying-wing layout aircraft is corrected according to both the front wheel rudder deflection angle and the cracked rudder deflection angle, and the second threshold is greater than the first threshold.

[0010] In some embodiments, calculating the expected yaw angular velocity of the flying wing configuration aircraft at a target time according to the geometric model includes:

[0011] Locating a target position of the flying-wing configuration aircraft at a target time according to the geometric model;

[0012] Calculating the projection position of the flying wing configuration aircraft on the expected taxiing trajectory according to the target position;

[0013] Calculating a guide position of the flying wing layout aircraft for taxiing along the expected taxiing trajectory according to the projection position and a preset guide length for guiding the flying wing layout aircraft to complete deviation correction;

[0014] Calculating a guidance direction according to the target position and the guidance position;

[0015] Calculating an angular deviation of a guiding position between a taxiing speed direction of the flying wing configuration aircraft and the guiding direction;

[0016] Calculate the expected yaw rate of the flying wing configuration aircraft at the target time:

[0017]

[0018] Among them, ω x is the desired yaw rate, V g is the rolling speed, η is the angle deviation, d x is the vertical distance between the flying wing layout aircraft and the expected taxiing trajectory, and l is the guide length.

[0019] In some embodiments, when the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, the correcting the flying wing layout aircraft according to the front wheel rudder deflection angle and the cracked rudder deflection angle includes:

[0020] When the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, the actual front wheel rudder deflection angle and the actual cracked rudder deflection angle are calculated according to the front wheel rudder deflection angle and the cracked rudder deflection angle:

[0021]

[0022] Where D = v2-v1, θ w is the actual front wheel rudder angle, θ w,c_t is the front wheel rudder deflection angle of the flying wing aircraft at the target time t, δ s is the actual cracked rudder deflection angle, δ r,t is the cracking rudder deflection angle of the flying wing aircraft at the target time t, v2 is the second threshold, v1 is the first threshold, k wf and k s is a transition variable that is adaptively adjusted according to the taxiing speed;

[0023] The flying wing layout aircraft is corrected according to the actual front wheel rudder deflection angle and the actual cracked rudder deflection angle.

[0024] In some embodiments, θ w,c_t The calculation process includes:

[0025]

[0026] in, is the front wheel steering angle at the previous moment t-1 before the target moment t, Δt is the preset control period between the target moment t and t-1, T0 is the preset expected total time of the transition process, θ w,c_e is the desired nose wheel steering angle at the target time t;

[0027] Among them, θ w,c_e is associated with the desired yaw rate.

[0028] In some embodiments, θ w,c_e The calculation process includes:

[0029]

[0030] in, is a preset adjustable parameter, and r is the yaw angular velocity of the flying wing layout aircraft.

[0031] In some embodiments, δ r,t The calculation process includes:

[0032]

[0033] Among them, δ r,t-1 is the crack rudder deflection angle at the previous moment t-1 before the target moment t, I x ,I z ,I xzare the moment of inertia along the x-axis, the moment of inertia along the z-axis, and the product of inertia of the flying wing layout aircraft, respectively; Q is the dynamic pressure of the flying wing layout aircraft at the target time; S is the wing area of ​​the flying wing layout aircraft; b is the wingspan of the flying wing layout aircraft, is the partial derivative of the yaw moment of the flying wing aircraft with respect to the rudder angle, v r is the first-order pseudo parameter of the yaw angular velocity, The yaw acceleration of the flying wing configuration aircraft;

[0034] Among them, v r is associated with the desired yaw rate.

[0035] In some embodiments, v r The calculation process includes:

[0036] v r =k r (ω x -r)

[0037] Among them, k r is a preset adjustable parameter, and r is the yaw angular velocity of the flying wing layout aircraft.

[0038] In some embodiments, when the rolling speed is less than the first threshold, θ w,c_t Perform front wheel deviation control.

[0039] In some embodiments, when the rolling speed is greater than the second threshold, δ r,t Perform rudder correction control.

[0040] A flying wing layout aircraft taxiing correction control system according to the second aspect of the present application includes:

[0041] A model building module is used to build a geometric model of a flying wing aircraft taxiing on a target runway;

[0042] A parameter calculation module, used for calculating the expected yaw angular velocity of the flying wing layout aircraft at a target time according to the geometric model, and determining the rolling speed;

[0043] A deflection angle calculation module, used for calculating the front wheel rudder deflection angle and the crack rudder deflection angle of the flying wing layout aircraft at the target time according to the expected yaw angular velocity;

[0044] A rolling correction module is used to correct the flying wing layout aircraft according to the front wheel rudder deflection angle when the rolling speed is less than a first threshold; to correct the flying wing layout aircraft according to the cracked rudder deflection angle when the rolling speed is greater than a second threshold; and to correct the flying wing layout aircraft according to the front wheel rudder deflection angle and the cracked rudder deflection angle when the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, and the second threshold is greater than the first threshold.

[0045] The flying wing configuration aircraft taxiing correction control method according to the embodiment of the present application has at least the following beneficial effects:

[0046] This embodiment calculates the expected yaw angular velocity during the taxiing correction process based on the geometric model, and then selects different control methods according to the different characteristics of the cracked rudder and the front wheel rudder for correction according to the taxiing speed. This can achieve reliable correction control under various working conditions and improve the safety of the autonomous take-off and landing process of the flying wing layout aircraft.

[0047] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent from the description, or may be understood by practicing the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0049] Figure 1 It is a flow chart of an embodiment of a flying wing layout aircraft taxiing correction control method provided by the present application;

[0050] Figure 2 It is a flow chart of an embodiment of the split rudder form on the B-2 provided by the present application;

[0051] Figure 3 It is a schematic diagram of an embodiment of the arrangement of the control surfaces of a flying wing layout aircraft provided by the present application;

[0052] Figure 4 is a schematic diagram of an embodiment of a geometric model provided by the present application;

[0053] Figure 5 is a schematic diagram of another embodiment of the flying wing layout aircraft taxiing correction control method provided by the present application;

[0054] Figure 6 is a schematic diagram of an embodiment of a simulation result of skid correction under initial lateral displacement conditions provided by the present application;

[0055] Figure 7It is a schematic diagram of an embodiment of the front wheel correction lateral error and control amount change provided by the present application;

[0056] Figure 8 It is a schematic diagram of an embodiment of the heading change of the front wheel deviation correction process provided by the present application;

[0057] Fig. 9 It is a structural schematic diagram of the electronic device provided by this application. DETAILED DESCRIPTION

[0058] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0059] In the description of this application, if there is a description of first, second, etc., it is only for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0060] In the description of the present application, it should be understood that the descriptions involving orientation, such as the orientation or positional relationship indicated as up, down, etc., are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0061] In the description of this application, it should be noted that, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meaning of the above terms in this application based on the specific content of the technical solution.

[0062] At present, some scholars use methods such as anti-disturbance control and proportional-integral-derivative (PID) to achieve the taxiing correction control of flying wing aircraft. The PID method is relatively simple and the parameter adjustment is relatively easy, but because it is mainly based on linear system theory, it has a certain impact on the control effect under different working conditions and disturbances for nonlinear systems including actuators such as front wheel steering, differential braking and rudder deflection. The anti-disturbance control method has many parameters and the implementation process is complicated, which limits the practical application of this method in engineering.

[0063] like Figure 1One embodiment of the present application provides a method for correcting the sliding of a flying wing aircraft, the method comprising:

[0064] Step S110, constructing a geometric model of a flying wing aircraft taxiing on a target runway.

[0065] Step S120, calculating the expected yaw angular velocity of the flying wing configuration aircraft at the target time according to the geometric model, and calculating the rolling speed.

[0066] Step S130, calculating the nose wheel rudder deflection angle and the split rudder deflection angle of the flying wing layout aircraft at the target time according to the expected yaw angular velocity.

[0067] Step S140, when the taxiing speed is less than the first threshold, the flying-wing layout aircraft is corrected according to the nose wheel rudder angle; when the taxiing speed is greater than the second threshold, the flying-wing layout aircraft is corrected according to the cracked rudder angle; when the taxiing speed is greater than or equal to the first threshold and less than or equal to the second threshold, the flying-wing layout aircraft is corrected according to the nose wheel rudder angle and the cracked rudder angle, and the second threshold is greater than the first threshold.

[0068] like Figure 2 As shown, the B-2 aircraft is a typical flying wing layout aircraft.

[0069] like Figure 3 As shown, due to the lack of conventional rudders in typical flying wing layout aircraft, the aerodynamic control surfaces are mainly implemented in the form of split rudders.

[0070] like Figure 4 As shown, in this embodiment, software can be used to model the action of a flying wing aircraft taxiing on a target runway. Please refer to the subsequent embodiments for details.

[0071] like Figure 4 In this embodiment, the target time is the current time; the rolling speed can be measured, for example, by a speed sensor; in some embodiments of the present application, the calculation method of the expected yaw angular velocity includes:

[0072] Step S210: locating the target position of the flying wing layout aircraft at the target time according to the geometric model

[0073] exist Figure 4 The starting and ending points of the target runway are: The guide length is l.

[0074] Step S220, calculating the projection position of the flying wing configuration aircraft on the expected taxiing trajectory according to the target position

[0075] Step S230, according to the projection position and the preset guiding length l for guiding the flying wing layout aircraft to complete the correction, calculate the guiding position of the flying wing layout aircraft along the expected taxiing trajectory

[0076] Step S240, according to the target location and boot position Calculate the guiding direction θ g ;

[0077] Step S250, calculating the taxiing speed direction θ of the flying wing configuration aircraft p and the guiding direction θ g The angular deviation of the guide position between η = θ g -θ p ;

[0078] Step S260, calculating the expected yaw rate of the flying wing configuration aircraft at the target time:

[0079]

[0080] Among them, ω x is the desired yaw rate, V g is the rolling speed, η is the angle deviation, d x is the vertical distance between the flying wing layout aircraft and the desired rolling trajectory, and l is the guide length.

[0081] In step S130, the front wheel rudder deflection angle of the flying wing configuration aircraft at the target time is calculated according to the expected yaw angular velocity, wherein the calculation process of the front wheel rudder deflection angle is:

[0082]

[0083]

[0084] in, is the front wheel steering angle at the previous moment t-1 before the target moment t, Δt is the preset control period between the target moment t and t-1, T0 is the preset expected total time of the transition process, θ w,c_e is the desired nose wheel steering angle at the target time t;

[0085] in, is a preset adjustable parameter, and r is the yaw angular velocity of the flying wing layout aircraft.

[0086] The cracked rudder deflection angle calculation process includes:

[0087]

[0088] vr = k r (ω x - r)(5)

[0089] where δ r,t-1 is the rudder deflection angle in the cracking direction at the previous moment t - 1 of the target moment t, I x , I z , I xz are respectively the moment of inertia of the flying-wing aircraft along the x-axis, the moment of inertia along the z-axis, and the product of inertia. Q is the dynamic pressure of the flying-wing aircraft at the target moment, S is the wing area of the flying-wing aircraft, b is the wingspan of the flying-wing aircraft, is the partial derivative of the yaw moment of the flying-wing aircraft with respect to the rudder deflection angle, v r is the first-order pseudo parameter of the yaw angular velocity, is the yaw angular acceleration of the flying-wing aircraft;

[0090] where k r is a preset adjustable parameter, and r is the yaw angular velocity of the flying-wing aircraft.

[0091] where, in step S140, when the taxiing speed is greater than or equal to the first threshold and less than or equal to the second threshold, correcting the flying-wing aircraft according to the front-wheel rudder deflection angle and the cracking direction rudder deflection angle includes:

[0092] Step S410, calculating the actual front-wheel rudder deflection angle and the actual cracking direction rudder deflection angle according to the front-wheel rudder deflection angle and the cracking direction rudder deflection angle:

[0093]

[0094] where θ w is the actual front-wheel rudder deflection angle, θ w,c_t is the front-wheel rudder deflection angle of the flying-wing aircraft at the target moment t, δ s is the actual cracking direction rudder deflection angle, δ r,t is the cracking direction rudder deflection angle of the flying-wing aircraft at the target moment t, v2 is the second threshold, v1 is the first threshold, k wf and k s are transition variables adaptively adjusted according to the taxiing speed;

[0095] Step S420, correcting the flying-wing aircraft according to the actual front-wheel rudder deflection angle and the actual cracking direction rudder deflection angle.

[0096] It should be noted that, in step S140, when the taxiing speed is less than the first threshold (i.e., V g < v1), correcting the flying-wing aircraft according to the front-wheel rudder deflection angle includes:

[0097] According to the front wheel rudder angle θ w,c_t Make corrections.

[0098] In step S140, when the rolling speed is greater than the first threshold (ie, v2 <V g ), correct the flying wing layout aircraft according to the cracked rudder deflection angle, including:

[0099] According to the cracking rudder deflection angle δ r,t Make corrections.

[0100] This embodiment has at least the following beneficial effects:

[0101] (1) This embodiment calculates the expected yaw angular velocity during the taxiing correction process based on the geometric model, and then selects different control methods according to the different characteristics of the cracked rudder and the nose wheel rudder for correction according to the taxiing speed. This can achieve reliable correction control under various working conditions and improve the safety of the autonomous take-off and landing process of the flying wing layout aircraft.

[0102] (2) In this embodiment, in steps S410-S420, steps S510-S520, or steps S610-S620, the actual nose wheel rudder angle and / or the crack rudder angle is first calculated according to the nose wheel rudder angle and / or the crack rudder angle at the target moment, and then the deviation is corrected according to the actual nose wheel rudder angle and / or the crack rudder angle. In the process of calculating the actual nose wheel rudder angle and / or the crack rudder angle according to the nose wheel rudder angle and / or the crack rudder angle at the target moment, a transition variable that can be adaptively adjusted according to the rolling speed is added, so that the actual nose wheel rudder angle and / or the crack rudder angle can be adaptively adjusted with the sliding speed. The corresponding weight and value can be adjusted, which can improve the adaptability and accuracy of the deviation correction control.

[0103] Moreover, when calculating the front wheel rudder deflection angle or the crack rudder deflection angle at the target moment, a transition calculation method with the previous moment is adopted, which can improve the smoothness of the calculation of the front wheel rudder deflection angle or the crack rudder deflection angle at the target moment, thereby improving the accuracy of the correction control.

[0104] (3) In the process of steps S210-S260, this embodiment sets a guide length for guiding the flying wing layout aircraft to complete the correction, and then combines the guide length, the position of the flying wing layout aircraft in the model, and the speed and route information to jointly calculate the expected yaw angular velocity, which can improve the accuracy of calculating the expected yaw angular velocity.

[0105] A set of experimental examples is provided below:

[0106] 1. Cracked rudder deflection correction

[0107] During the simulation, the flying wing aircraft starts from rest, accelerates to the expected yaw rate: 20 m / s, and starts the test section.

[0108] The initial lateral displacement deviation is set to 1m, and the guiding length for correction is set to 10m. The simulation results are as follows: Figure 6 shown.

[0109] The figures show the lateral displacement and heading angle respectively. From the lateral displacement curve, it can be seen that if the error band is 5%, the adjustment time of the correction process is about 2 seconds, the overshoot is about 10%, and the convergence process is smooth. From the comparison curve of yaw angle and track angle, it can be seen that there is a slight lag between track angle and yaw angle, that is, the change of movement direction lags behind the attitude, but the change trend of the two curves is the same.

[0110] 2. Front wheel rudder angle correction

[0111] The initial conditions and parameter settings of the simulation are similar to those of the cracked rudder correction. The expected yaw rate is set to 10m / s, and the controller is changed to the front wheel correction controller. The simulation results are as follows: Figure 7 and Figure 8 The former is the lateral displacement and the change of the front wheel rudder angle, and the latter is the change of the heading.

[0112] As can be seen from the figure:

[0113] (1) The correction overshoot is less than 10%, and the adjustment time is about 6 seconds, which is slower than the correction of the split rudder. On the one hand, this is related to the taxiing speed. The lower the taxiing speed, the smaller the expected yaw rate, and the slower the correction rate. On the other hand, it is related to the characteristics of the correction method itself. After the split rudder is opened, it produces a direct yaw moment on the flying wing layout aircraft, and when the taxiing speed is high, the efficiency of the split rudder is higher; while the front wheel indirectly generates a yaw moment by the lateral force generated by the sideslip angle, and after a dynamic process, it enters an approximately ideal turning process (such as Figure 8 As shown in the figure, the track deviation angle and yaw angle are almost coincident), and the change is relatively slow. Therefore, in the "low speed" case, the nose wheel rudder correction rate is lower than the "high speed" stage cracking rudder.

[0114] (2) From the change of the front wheel rudder angle, the maximum angle is about 0.6°, which is much smaller than the anti-skid angle corresponding to the speed of 10m / s in the previous analysis, so the correction process is safe. In addition, from the change trend, the front wheel rudder angle changes smoothly from zero, which is related to the command transition process. Considering that the initial error may cause the initial command of the front wheel to be too large, affecting the safety of the sliding correction, the transition process is set to make the actual control process of the front wheel smoother.

[0115] In some embodiments of the present application, a flying wing layout aircraft taxiing correction control system is also provided, comprising:

[0116] A model building module is used to build a geometric model of a flying wing aircraft taxiing on a target runway;

[0117] A parameter calculation module is used to calculate the expected yaw rate and rolling speed of the flying wing layout aircraft at a target time according to the geometric model;

[0118] A deflection angle calculation module is used to calculate the front wheel rudder deflection angle and the crack rudder deflection angle of the flying wing layout aircraft at a target time according to the expected yaw angular velocity;

[0119] A rolling correction module is used to correct the flying wing layout aircraft according to the front wheel rudder deflection angle when the rolling speed is less than a first threshold; to correct the flying wing layout aircraft according to the cracked rudder deflection angle when the rolling speed is greater than a second threshold; and to correct the flying wing layout aircraft according to the front wheel rudder deflection angle and the cracked rudder deflection angle when the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, and the second threshold is greater than the first threshold.

[0120] It should be noted that this embodiment and the above-mentioned flying wing configuration aircraft taxiing correction control method embodiment are based on the same inventive concept, so the relevant contents of the above-mentioned flying wing configuration aircraft taxiing correction control method embodiment are also applicable to this system embodiment and will not be repeated here.

[0121] The system can calculate the expected yaw angular velocity during the taxiing correction process based on the geometric model, and then select different control methods according to the different characteristics of the cracked rudder and the nose wheel rudder for correction based on the taxiing speed. It can achieve reliable correction control under various working conditions and improve the safety of the autonomous take-off and landing process of the flying wing layout aircraft.

[0122] like Fig. 9 The present application also provides an electronic device, which includes:

[0123] at least one memory;

[0124] at least one processor;

[0125] at least one program;

[0126] The program is stored in the memory, and the processor executes at least one program to implement the above-mentioned flying wing layout aircraft rolling correction control method implemented in the present disclosure.

[0127] The electronic device may be any intelligent terminal including a mobile phone, a tablet computer, a personal digital assistant (PDA), a vehicle-mounted computer, etc.

[0128] The electronic device according to the embodiment of the present application is described in detail below.

[0129] The processor 1600 may be implemented by a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present invention.

[0130] The memory 1700 may be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1700 may store an operating system and other application programs. When the technical solution provided in the embodiments of this specification is implemented by software or firmware, the relevant program code is stored in the memory 1700, and the processor 1600 calls and executes the sliding correction control method for a flying wing configuration aircraft according to the embodiment of the present invention.

[0131] Input / output interface 1800, used to implement information input and output;

[0132] The communication interface 1900 is used to realize the communication interaction between the device and other devices. The communication can be realized through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.);

[0133] Bus 2000 , which transmits information between various components of the device (e.g., processor 1600 , memory 1700 , input / output interface 1800 , and communication interface 1900 );

[0134] The processor 1600 , the memory 1700 , the input / output interface 1800 , and the communication interface 1900 are connected to each other in communication within the device via the bus 2000 .

[0135] An embodiment of the present invention further provides a storage medium, which is a computer-readable storage medium. The computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable a computer to execute the above-mentioned flying wing layout aircraft rolling correction control method.

[0136] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0137] The embodiments described in the present invention are intended to more clearly illustrate the technical solutions of the embodiments of the present invention and do not constitute a limitation on the technical solutions provided by the embodiments of the present invention. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of the present invention are also applicable to similar technical problems.

[0138] Those skilled in the art will appreciate that the technical solutions shown in the figures do not limit the embodiments of the present invention and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0139] The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separated, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0140] Those skilled in the art will appreciate that all or some of the steps in the methods disclosed above, and the functional modules / units in the systems and devices may be implemented as software, firmware, hardware, or a suitable combination thereof.

[0141] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0142] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0143] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0144] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0145] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0146] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including multiple instructions to enable an electronic device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of each embodiment method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), disk or optical disk and other media that can store programs.

[0147] The above is a specific description of the preferred implementation of the embodiments of the present application, but the embodiments of the present application are not limited to the above-mentioned implementation methods. Technical personnel familiar with the field can also make various equivalent modifications or substitutions without violating the spirit of the embodiments of the present application. These equivalent modifications or substitutions are all included in the scope defined by the claims of the embodiments of the present application.

Claims

1. A method for correcting the taxiing of a flying wing aircraft, characterized in that: The method comprises: Construct a geometric model of a flying wing aircraft taxiing on a target runway; Calculating the expected yaw rate of the flying wing configuration aircraft at a target time according to the geometric model, and determining the rolling speed; Calculating the front wheel rudder deflection angle and the crack rudder deflection angle of the flying wing layout aircraft at the target time according to the expected yaw angular velocity; When the rolling speed is less than a first threshold, the flying-wing layout aircraft is corrected according to the front wheel rudder deflection angle; when the rolling speed is greater than a second threshold, the flying-wing layout aircraft is corrected according to the cracked rudder deflection angle; when the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, the flying-wing layout aircraft is corrected according to both the front wheel rudder deflection angle and the cracked rudder deflection angle, and the second threshold is greater than the first threshold.

2. The method for correcting the sliding of a flying wing aircraft according to claim 1, characterized in that: The step of calculating the expected yaw angular velocity of the flying wing configuration aircraft at a target time according to the geometric model comprises: Locating a target position of the flying-wing configuration aircraft at a target time according to the geometric model; Calculating the projection position of the flying wing configuration aircraft on the expected taxiing trajectory according to the target position; Calculating a guide position of the flying wing layout aircraft for taxiing along the expected taxiing trajectory according to the projection position and a preset guide length for guiding the flying wing layout aircraft to complete deviation correction; Calculating a guidance direction according to the target position and the guidance position; Calculating an angular deviation of a guiding position between a taxiing speed direction of the flying wing configuration aircraft and the guiding direction; Calculate the expected yaw rate of the flying wing configuration aircraft at the target time: Among them, ω x is the desired yaw rate, V g is the rolling speed, η is the angle deviation, d x is the vertical distance between the flying wing layout aircraft and the expected taxiing trajectory, and l is the guide length.

3. The method for correcting the sliding of a flying wing aircraft according to claim 2, characterized in that: When the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, the method of correcting the flying wing layout aircraft according to the front wheel rudder deflection angle and the cracked rudder deflection angle comprises: When the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, the actual front wheel rudder deflection angle and the actual cracked rudder deflection angle are calculated according to the front wheel rudder deflection angle and the cracked rudder deflection angle: Where D = v2-v1, θ w is the actual front wheel rudder angle, θ w,c_t is the front wheel rudder deflection angle of the flying wing aircraft at the target time t, δ s is the actual cracked rudder deflection angle, δ r,t is the cracking rudder deflection angle of the flying wing aircraft at the target time t, v2 is the second threshold, v1 is the first threshold, k wf and k s is a transition variable that is adaptively adjusted according to the taxiing speed; The flying wing layout aircraft is corrected according to the actual front wheel rudder deflection angle and the actual cracked rudder deflection angle.

4. The method for correcting the sliding of a flying wing aircraft according to claim 3, characterized in that: θ w,c_t The calculation process includes: Among them, θ w,ct-1 is the front wheel steering angle at the previous moment t-1 before the target moment t, Δt is the preset control period between the target moment t and t-1, T0 is the preset expected total time of the transition process, θ w,c_e is the desired nose wheel steering angle at the target time t; Among them, θ w,c_e is associated with the desired yaw rate.

5. The method for correcting the sliding of a flying wing aircraft according to claim 4, characterized in that: θ w,c_e The calculation process includes: in, is a preset adjustable parameter, and r is the yaw angular velocity of the flying wing layout aircraft.

6. The method for correcting the sliding of a flying wing aircraft according to claim 3, characterized in that: δ r,t The calculation process includes: Among them, δ r,t-1 is the crack rudder deflection angle at the previous moment t-1 before the target moment t, I x ,I z ,I xz are the moment of inertia along the x-axis, the moment of inertia along the z-axis, and the product of inertia of the flying wing layout aircraft, respectively; Q is the dynamic pressure of the flying wing layout aircraft at the target time; S is the wing area of ​​the flying wing layout aircraft; b is the wingspan of the flying wing layout aircraft, is the partial derivative of the yaw moment of the flying wing aircraft with respect to the rudder angle, v r is the first-order pseudo parameter of the yaw angular velocity, r is the yaw angular acceleration of the flying wing aircraft; Among them, v r is associated with the desired yaw rate.

7. The method for correcting the sliding of a flying wing aircraft according to claim 6, characterized in that: v r The calculation process includes: v r =k r (ω x -r) Among them, k r is a preset adjustable parameter, and r is the yaw angular velocity of the flying wing layout aircraft.

8. The method for correcting the sliding of a flying wing aircraft according to claim 4, characterized in that: When the rolling speed is less than the first threshold, θ w,c_t Perform front wheel deviation control.

9. The method for correcting the sliding of a flying wing aircraft according to claim 6, characterized in that: When the rolling speed is greater than the second threshold, δ r,t Perform rudder correction control.

10. A flying wing aircraft taxiing correction control system, characterized in that: include: A model building module is used to build a geometric model of a flying wing aircraft taxiing on a target runway; A parameter calculation module, used for calculating the expected yaw angular velocity of the flying wing layout aircraft at a target time according to the geometric model, and determining the rolling speed; A deflection angle calculation module, used for calculating the front wheel rudder deflection angle and the crack rudder deflection angle of the flying wing layout aircraft at the target time according to the expected yaw angular velocity; A rolling correction module is used to correct the flying wing layout aircraft according to the front wheel rudder deflection angle when the rolling speed is less than a first threshold; to correct the flying wing layout aircraft according to the cracked rudder deflection angle when the rolling speed is greater than a second threshold; and to correct the flying wing layout aircraft according to the front wheel rudder deflection angle and the cracked rudder deflection angle when the rolling speed is greater than or equal to the first threshold and less than or equal to the second threshold, and the second threshold is greater than the first threshold.

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