Unmanned ground-effect wing ship control method
By introducing engine differential control logic in the take-off and landing stage of the unmanned ground effect wing ship, the problem of insufficient heading control is solved, higher control accuracy and safety are achieved, and the flight stability is ensured.
Patent Information
- Application Number
- CN202411784980.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-06
- Publication Date
- 2025-03-18
AI Technical Summary
The heading control of the unmanned land-effect wing ship during the take-off and landing stage is obviously insufficient, especially when the speed is low and the rudder surface efficiency is insufficient, it is difficult to effectively resist interference from the external water surface environment, resulting in take-off and landing deviations and cannot be corrected in time.
The engine differential control logic is introduced. During the take-off and landing stage of the unmanned ground-effect wing vessel, the command difference between the left and right engine throttles is adjusted in real time according to the heading deviation, so as to accurately correct the heading and ensure that the unmanned ground-effect wing vessel remains stable during the take-off and landing process.
Through the engine differential control logic, it effectively resists external environmental interference, significantly improves the control accuracy and safety of the unmanned landing wing ship during the take-off and landing stage, ensuring accurate heading correction and flight stability.
Smart Images
Figure CN119645029A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the field of aviation and navigation technology, and in particular to a control method for an unmanned wing-in-ground-effect vessel. Background Art
[0002] As a new type of transportation that combines the characteristics of aircraft and ships, unmanned ground-effect vehicles have received widespread attention in recent years. This type of aircraft can fly efficiently at an altitude close to the ground, and has the advantages of high speed, long range and strong terrain adaptability. Unmanned ground-effect vehicles have broad application prospects in the field of aviation and navigation technology, especially in the fields of rapid transportation between islands, maritime patrols, and environmental monitoring. They show great potential.
[0003] The control system of unmanned ground-effect wing-in-ground-effect vessels faces a complex and changeable flight environment and stringent stability requirements, especially in the critical stages of take-off, cruising and landing. In traditional technologies, the heading control of unmanned ground-effect wing-in-ground-effect vessels during take-off and landing is obviously insufficient. During take-off and landing, due to the low speed and insufficient rudder efficiency, it is difficult to effectively resist the interference of the external water surface environment, resulting in the inability to accurately control the heading when taxiing on the water, which easily causes take-off and landing deviations. When the deviation is large and the flight distance is short, the control system cannot make corrections in time.
[0004] In summary, although unmanned ground-effect vehicles have many advantages and broad application prospects, their control systems face severe challenges during take-off and landing. The engine differential control logic in traditional technology is unable to cope with these challenges and cannot meet the needs of high-precision navigation and guidance. Therefore, it is particularly important to develop a control method for unmanned ground-effect vehicles. Summary of the invention
[0005] The purpose of the present invention is to make up for the deficiencies of the prior art and provide a control method for an unmanned wing-in-ground-effect craft. The method effectively resists interference from the external environment during the take-off and landing phases of the unmanned wing-in-ground-effect craft, especially when the speed is low and the rudder efficiency is insufficient, by introducing an engine differential control logic. The engine differential control can adjust the command difference of the left and right engine throttles in real time according to the heading deviation, thereby accurately correcting the heading, ensuring that the unmanned wing-in-ground-effect craft remains stable during the take-off and landing process, and significantly improving the control accuracy and safety.
[0006] In order to solve the above technical problems, the present invention provides the following technical solutions: a control method for an unmanned ground effect wing vehicle, the specific steps of the method are:
[0007] S100, guidance and navigation control: the unmanned ground effect wing vessel obtains the target trajectory, the navigation system measures the real-time position of the unmanned ground effect wing vessel, the guidance determines the relative position relationship between the unmanned ground effect wing vessel and the target trajectory to plan the route, and issues guidance instructions to the flight control system to control the flight;
[0008] The planned route includes a take-off point, a cruising point and a landing point, and the cruising point records the route number, waypoint number, type, longitude, latitude, altitude, heading, speed and waypoint radius information;
[0009] The longitude, latitude, altitude and heading are set as initial control parameters. During the route flight, the flight control system calculates the waypoint radius, the distance to be flown, the lateral distance and the target altitude, and adjusts the flight altitude and heading according to the calculation results. The flight control mode during the route flight is switched according to the current flight status.
[0010] S200, stabilization control: The unmanned ground-effect wing vehicle measures information through gyroscopes and accelerometer sensors, and feeds the measurement information back to the flight control system, and the control law is solved to give control instructions to the actuator; the actuator includes a rudder actuator and an engine;
[0011] S300, actuator control: if the actuator is an actuator, rudder circuit control is performed; if the actuator is an engine, engine thrust control is performed.
[0012] Furthermore, in guidance and navigation control, the calculation formula of the waypoint radius is:
[0013] r=|Δφ| / 90*V 2 / 3
[0014] Among them, Δφ is the heading difference between the previous segment and the next segment, and V is the indicated speed. The unmanned ground-effect wing-in-ground-effect vehicle adjusts the flight path during the route flight according to the calculated value of the waypoint radius. When the calculated value of the waypoint radius increases, the unmanned ground-effect wing-in-ground-effect vehicle can adjust the heading in advance when approaching the waypoint, and the adjustment range of the heading is proportional to the change in the waypoint radius.
[0015] Furthermore, in the guidance and navigation control, the calculation formula of the distance to be flown is: X = L * cos(φ L -φ) / 57.3, according to the calculation formula of the distance to be flown X, when the angle between the current heading of the unmanned ground effect wing ship and the heading of the vector connecting the waypoint increases, the distance to be flown is reduced by adjusting the engine thrust and the deflection angle of the rudder surface, and the adjustment amount and the angle change amount form a specific functional relationship, so that the unmanned ground effect wing ship can accurately fly towards the target waypoint;
[0016] The calculation formula of the side deviation distance is: Y = L * sin(φ L -φ) / 57.3, by accurately calculating the lateral deviation distance, when the calculated value of the lateral deviation distance deviates from the set range, the rudder deflection angle is adjusted to enable the unmanned ground effect vehicle to maintain the accuracy of the flight direction;
[0017] The target height is calculated as follows: H cmel =H next +(H now -H next )*X / (L+0.1), based on the calculation formula of the target altitude, when the difference between the current altitude of the unmanned ground effect vehicle and the target altitude of the next waypoint increases, the engine thrust and the deflection angle of the elevator surface are adjusted to achieve altitude adjustment according to the length of the line between the current waypoint and the next waypoint and the flight path direction determined by the vector heading of the waypoint line, and the adjustment rate is related to the altitude difference and the flight path direction;
[0018] Where L is the length of the line between the current waypoint and the next waypoint, φ L is the vector heading of the waypoint line, φ is the current heading of the UGWI ship, H cmel is the current altitude instruction, H next is the target altitude of the next waypoint, H now is the current altitude, which is determined based on the length of the line between the current waypoint and the next waypoint, the vector heading of the waypoint line, the current heading of the UGWI vehicle, the current altitude instruction and the target altitude of the next waypoint. By accurately calculating the target altitude, the UGWI vehicle can more accurately adjust its flight altitude to meet the altitude requirements of different waypoints.
[0019] Furthermore, in the stabilization control, during the take-off phase, the unmanned ground-effect wing vehicle sends the deviation between the target heading and the measured heading to the stabilization control solution module. The stabilization control law calculates the command difference between the left and right engine throttles according to the engine characteristics, and sends the difference to the party that needs to reduce the throttle to complete the correction of the heading deviation.
[0020] Furthermore, in the stability augmentation control, when the speed of the unmanned ground effect wing vehicle reaches a specified value, the engine differential command is gradually reduced, and the rudder deflection command is used to supplement the force and torque generated by the engine differential, and the gradual reduction of the engine differential command and the supplementation of the rudder deflection command are determined according to the aerodynamic efficiency of the rudder and the force and torque factors that can be generated; wherein, the engine differential control entry logic is to meet the mode switching judgment conditions for the transition from takeoff to cruise, and the yaw error is greater than a certain value and maintained for 10 beats to enter, and the judgment condition is locked after entering, and the engine differential control exit logic is to exit when the speed is greater than the nose-up speed of 180km / h.
[0021] Furthermore, in the actuator control, when the actuator performs rudder circuit control for the actuator, the rudder surface deflection command is calculated according to the aerodynamic characteristics of the rudder surface to control the flight attitude and heading of the unmanned ground effect vehicle.
[0022] Furthermore, in the actuator control, when the actuator performs thrust control for the engine, the engine speed and torque are adjusted in real time according to the relationship curve between the engine power and the thrust required by the unmanned ground effect wing vehicle, so as to maintain the stable flight speed and attitude of the unmanned ground effect wing vehicle in different flight stages, namely take-off, cruising and landing.
[0023] Furthermore, when the flight control mode during the route flight is switched according to the current flight status, the switching condition for the transition from ground standby to take-off is that the take-off instruction is valid and the current waypoint is the take-off point and the next waypoint is the cruising point, and the judgment logic for the take-off point arrival is: |L|≤20m&|H now |≤2m&V≤10km / h, or V>30km / h&H now >2m&The judgment logic for the arrival of the next cruise point is:
[0024] Compared with the prior art, a control method for an unmanned ground-effect wing vehicle has the following beneficial effects:
[0025] First, this method effectively resists the interference of the external environment by introducing the engine differential control logic during the take-off and landing phase of the unmanned ground effect wing vehicle, especially when the speed is low and the rudder efficiency is insufficient. The engine differential control can adjust the command difference of the left and right engine throttles in real time according to the heading deviation, thereby accurately correcting the heading and ensuring that the unmanned ground effect wing vehicle remains stable during take-off and landing, significantly improving the control accuracy and safety.
[0026] Second, this method uses precise guidance and navigation control, combined with accurate calculation of waypoint radius, waiting distance, lateral deviation distance and target altitude, to enable the unmanned ground effect vehicle to fly strictly according to the predetermined route. At the same time, through the judgment of mode switching logic, the unmanned ground effect vehicle can smoothly transition between different flight phases, optimizing the route flight control process, which not only improves the execution efficiency of the flight mission, but also ensures that the unmanned ground effect vehicle can accurately reach the target location and complete the established mission. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0028] Figure 1 An operation flow chart of an unmanned ground-effect wing vehicle control method;
[0029] Figure 2 Schematic diagram of the control system of the unmanned ground-effect wing vehicle;
[0030] Figure 3 Waypoint information table;
[0031] Figure 4 Schematic diagram of the flight process;
[0032] Figure 5 Mode switching description table;
[0033] Figure 6 Engine differential control schematic diagram;
[0034] Figure 7 Engine differential control logic diagram. DETAILED DESCRIPTION
[0035] The technical solutions in the embodiments of the present invention are described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0036] Embodiment 1
[0037] This embodiment describes the process of the control principle of an unmanned ground-effect wing vehicle.
[0038] Figure 2 The first layer is the closed-loop control of the trajectory of the unmanned ground-effect vehicle; target trajectory: the target trajectory can be given in advance by the ground, or the island can send a signal to the unmanned ground-effect vehicle. After receiving the signal, the unmanned ground-effect vehicle calculates the flight trajectory by itself. The navigation system of the unmanned ground-effect vehicle can measure the real-time position of the unmanned ground-effect vehicle, and then the guidance control continuously determines the relative position relationship between the unmanned ground-effect vehicle and the target trajectory, and issues guidance instructions to the control system to control the flight.
[0039] Taking the pre-binding target trajectory as an example, a complete route is planned between the islands, starting from the take-off point, the middle is the cruising point, and the end is the landing point. The waypoint contains the route number, waypoint number, type, longitude, latitude, altitude, heading, speed and waypoint radius information such as Figure 3 As shown;
[0040] The flight control can be unlocked only after the unmanned ground-effect wing vehicle reaches the take-off position. At the moment of flight control unlocking, the longitude, latitude, altitude and heading recorded by GPS are used as the initial values of control.
[0041] Waypoint radius: The calculation formula is r = |Δφ| / 90*V 2 / 3, where Δφ is the heading difference between the previous segment and the next segment, and V is the indicated speed.
[0042] The flight process is as follows Figure 4 As shown in the figure, to fly from the current waypoint A to the next waypoint B, it is necessary to reduce the distance to be flown X and the side deviation distance Y, and adjust the flight altitude and heading to complete the flight between the routes. During the flight of the route, when the length of the waypoint connection line is greater than the radius of the next waypoint, the waypoint is the next waypoint of the unmanned ground effect vehicle, that is, the target waypoint; when the length of the waypoint connection line is less than or equal to the radius of the next waypoint, the next waypoint becomes the current waypoint. Figure 4 In the equation, L>r, then point A is the current waypoint and point B is the next waypoint.
[0043] Below is Figure 4 Mid-range distance X, side deviation Y and target height H cmel The calculation formula is:
[0044] The calculation formula for the distance to be flown X is: X = L * cos(φ L -φ) / 57.3;
[0045] The calculation formula of the side offset distance Y is: Y = L * sin(φ L -φ) / 57.3;
[0046] Target height H cmel The calculation formula is: cmel =H next +(H now -H next )*X / (L+0.1);
[0047] Where L is the length of the line between the current waypoint and the next waypoint, φ L is the vector heading of the waypoint line, φ is the current heading of the UGWI ship, H cmel is the current altitude instruction, H next is the target altitude of the next waypoint, H now is the current altitude.
[0048] During the flight, the guidance system calculates and sends the distance to be flown X, the side deviation distance Y, and the target height H to the inner loop. cmd , through the inner loop stabilization control, gradually reduce the distance to be flown X and the side deviation distance Y, and adjust the flight altitude and heading to complete the flight between the routes.
[0049] The second layer is the inner ring stabilization motion control of the unmanned ground effect wing vehicle: the gyroscope and accelerometer sensors installed on the aircraft are used to measure information and feed it back to the flight control system. The control instructions of the actuators are given by solving the control law in the flight control computer. The actuators include not only the rudder actuators but also the engines. The stabilization control includes conventional attitude control, speed control and altitude control.
[0050] from Figure 5 It can be seen that the conditions and process of transitioning from takeoff to cruise mode are: The conditions for transitioning from takeoff to cruise mode are: V>30km / h&H now >2m&The next point is the cruise point. The flight process of mode conversion is to first accelerate and roll on the water surface, then reach the take-off speed, establish the take-off pitch attitude, maintain the lateral heading attitude balance, the hull leaves the water, climbs to the target altitude, and then levels off to fly to cruise point 1;
[0051] Engine differential control principle: The deviation between the target heading and the heading measured by the sensor is sent to the stabilization control solution module. The stabilization control law calculates the command difference between the left and right engine throttles according to the characteristics of the engine. Because it is in the take-off stage at this time, the engine throttles are both at the maximum. Therefore, the difference needs to be transmitted to the party that needs to reduce the throttle to complete the correction of the heading deviation.
[0052] Command switching: When V>120km / h, the unmanned ground-effect vehicle begins to have a certain rudder effect, and as the speed increases, the rudder effect increases. Therefore, when V>120km / h, it is possible to consider gradually reducing the engine differential command and using the rudder deflection command to supplement the force and torque generated by the engine differential, so that the heading deviation is gradually corrected by the rudder, that is, switching between the engine differential and rudder commands;
[0053] Handling of special situations: Considering that the influence of the water surface environment on the heading of the unmanned ground effect wing vessel disappears at the moment when the unmanned ground effect wing vessel establishes the take-off pitch attitude and leaves the water, both the engine differential and the control of the rudder command need to be returned to zero. At the same time, the entire take-off process of the unmanned ground effect wing vessel from take-off to cruise mode is short. In order to avoid the logic design being too complicated, the switching scheme of the engine differential and the rudder command is not considered, that is, the engine differential is used to correct the heading deviation throughout the water surface;
[0054] Differential control logic: The engine differential control entry logic is to first meet the mode switching judgment conditions for transition from takeoff to cruise, such as Figure 5 Secondly, when the yaw error is greater than a certain value, it needs to be maintained for 10 beats before entering. After entering, the judgment condition is locked and always satisfied to avoid repeated connection and disconnection of the logic. The engine differential control exit logic will exit when the speed is greater than the head-up speed of 180km / h;
[0055] In summary, the engine differential control logic is as follows Figure 7 shown.
[0056] The third layer is the closed-loop control of the actuator of the unmanned ground effect vehicle. If the actuator is an actuator, then its closed-loop control is the rudder circuit control. If the actuator is an engine, then its closed-loop control is the engine thrust control.
[0057] Embodiment 2
[0058] This embodiment describes an unmanned ground effect wing vessel automatic cruising mission between islands. The unmanned ground effect wing vessel needs to take off from island A, pass through multiple preset cruising points, and finally land safely on island B. In order to ensure that the unmanned ground effect wing vessel can fly according to the predetermined route and accurately reach each waypoint, we adopt an unmanned ground effect wing vessel control method, which integrates guidance and navigation control, stabilization control and actuator control modules to achieve precise flight and stable control of the unmanned ground effect wing vessel.
[0059] The ground control center sets the target trajectory for the unmanned ground effect wing vessel in advance according to the mission requirements, which includes the take-off point, cruising point, landing point and the route between each point. Alternatively, the ground control center sends flight instructions to the unmanned ground effect wing vessel through the signal tower of island A. The unmanned ground effect wing vessel calculates the flight trajectory according to these instructions. The navigation system measures the position, speed and altitude flight parameters of the unmanned ground effect wing vessel in real time, compares the measured position with the target trajectory, calculates the deviation value, and the guidance control module generates guidance instructions according to the deviation value. These instructions include flight altitude adjustment and heading adjustment, and transmits the guidance instructions to the control system to adjust the flight state of the unmanned ground effect wing vessel.
[0060] During the flight, the system calculates the distance to be flown X according to the calculation formula of the waypoint radius, the distance to be flown, the lateral distance and the target height: X = L * cos(φ L -φ) / 57.3, the calculation formula of the side offset Y is: Y=L * sin(φ L -φ) / 57.3, the target height is calculated as: H cmel =H next +(H now -H next )*X / (L+0.1), where L is the length of the line between the current waypoint and the next waypoint, φ L is the vector heading of the waypoint line, φ is the current heading of the UGWI ship, H cmel is the current altitude instruction, H next The target altitude of the next waypoint; H now The flight altitude and heading are accurately adjusted for the current altitude. Through continuous iteration and adjustment, the unmanned ground-effect vehicle is ensured to fly along the predetermined route and accurately reach each waypoint.
[0061] During the take-off phase, the heading deviation of the unmanned ground-effect wing-in-ground-effect vehicle is measured by gyroscope and accelerometer sensors, and the measured heading deviation value is sent to the stabilization control solution module. The stabilization control law calculates the command difference of the left and right engine throttles according to the engine characteristics to correct the heading deviation. By adjusting the engine throttle, a differential torque is generated to make the unmanned ground-effect wing-in-ground-effect vehicle fly along a predetermined heading. When the speed of the unmanned ground-effect wing-in-ground-effect vehicle reaches the specified value, the engine differential command is gradually reduced, and the rudder deflection command is used to supplement the force and torque. By adjusting the rudder deflection angle, the flight attitude and heading are further corrected to ensure flight stability.
[0062] According to the instructions of the guidance and navigation control module, the rudders in the actuators are adjusted accordingly. By adjusting the deflection angle of the rudders, the flight attitude and heading of the unmanned ground effect vehicle are changed. The engine thrust control module adjusts the engine thrust according to flight requirements. During the cruise phase, the engine thrust control module is mainly relied on to maintain the stability of the flight speed and attitude. During the take-off and landing phases, the engine thrust control module makes more substantial adjustments based on flight requirements to ensure that the unmanned ground effect vehicle can take off and land smoothly.
[0063] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.
Claims
1. A control method for an unmanned ground-effect wing vehicle, characterized in that: The specific steps of this method are: S100, guidance and navigation control: the unmanned ground effect wing vessel obtains the target trajectory, the navigation system measures the real-time position of the unmanned ground effect wing vessel, the guidance determines the relative position relationship between the unmanned ground effect wing vessel and the target trajectory to plan the route, and issues guidance instructions to the flight control system to control the flight; The planned route includes a take-off point, a cruising point and a landing point, and the cruising point records the route number, waypoint number, type, longitude, latitude, altitude, heading, indicated speed and waypoint radius information; The longitude, latitude, altitude and heading are set as initial control parameters. During the route flight, the flight control system calculates the waypoint radius, the distance to be flown, the lateral distance and the target altitude, and adjusts the flight altitude and heading according to the calculation results. The flight control mode during the route flight is switched according to the current flight status. S200, stabilization control: The unmanned ground-effect wing vehicle measures information through gyroscopes and accelerometer sensors, and feeds the measurement information back to the flight control system, and the control law is solved to give control instructions to the actuator; the actuator includes a rudder actuator and an engine; S300, actuator control: if the actuator is an actuator, rudder circuit control is performed; if the actuator is an engine, engine thrust control is performed.
2. The control method of an unmanned ground-effect wing vehicle according to claim 1, characterized in that: In guidance and navigation control, the calculation formula of the waypoint radius is: r=|Δφ| / 90*V 2 / 3 Among them, Δφ is the heading difference between the previous segment and the next segment, and V is the indicated speed. The unmanned ground-effect wing-in-ground-effect vehicle adjusts the flight path during the route flight according to the calculated value of the waypoint radius. When the calculated value of the waypoint radius increases, the unmanned ground-effect wing-in-ground-effect vehicle can adjust the heading in advance when approaching the waypoint, and the adjustment range of the heading is proportional to the change in the waypoint radius.
3. The control method of an unmanned ground-effect wing vehicle according to claim 2, characterized in that: In guidance and navigation control, the calculation formula for the distance to be flown is: X = L * cos(φ L -φ) / 57.3, according to the calculation formula of the distance to be flown X, when the angle between the current heading of the unmanned ground effect wing ship and the heading of the vector connecting the waypoint increases, the distance to be flown is reduced by adjusting the engine thrust and the deflection angle of the rudder surface, and the adjustment amount and the angle change amount form a specific functional relationship, so that the unmanned ground effect wing ship can accurately fly towards the target waypoint; The calculation formula of the side deviation distance is: Y = L * sin(φ L -φ) / 57.3, by accurately calculating the lateral deviation distance, when the calculated value of the lateral deviation distance deviates from the set range, the rudder deflection angle is adjusted to enable the unmanned ground effect vehicle to maintain the accuracy of the flight direction; The target height is calculated as follows: H cmel =H next +(H now -H next ) * X / (L+0.1), based on the calculation formula of the target altitude, when the difference between the current altitude of the UGWI vehicle and the target altitude of the next waypoint increases, the engine thrust and the deflection angle of the elevator surface are adjusted to achieve altitude adjustment according to the length of the line between the current waypoint and the next waypoint and the flight path direction determined by the vector heading of the waypoint line. The adjustment rate is related to the altitude difference and the flight path direction; Where L is the length of the line between the current waypoint and the next waypoint, φ L is the vector heading of the waypoint line, φ is the current heading of the UGWI ship, H cmel is the current altitude instruction, H next is the target altitude of the next waypoint, H now is the current altitude. The formula is based on the length of the line between the current waypoint and the next waypoint, the vector heading of the waypoint line, the current heading of the UGWI vehicle, the current altitude instruction, and the target altitude of the next waypoint. By accurately calculating the target altitude, the UGWI vehicle can more accurately adjust its flight altitude to meet the altitude requirements of different waypoints.
4. The control method of an unmanned ground-effect wing vehicle according to claim 1, characterized in that: In the stabilization control, during the take-off phase, the unmanned ground-effect wing vehicle sends the deviation between the target heading and the measured heading to the stabilization control solution module. The stabilization control law calculates the command difference between the left and right engine throttles according to the engine characteristics, and transmits the difference to the party that needs to reduce the throttle to complete the correction of the heading deviation.
5. The control method of an unmanned ground-effect wing vehicle according to claim 1, characterized in that: In the stability augmentation control, when the speed of the unmanned ground effect wing vehicle reaches the specified value, the engine differential command is gradually reduced, and the rudder deflection command is used to supplement the force and torque generated by the engine differential. The engine differential command is gradually reduced and the rudder deflection command is supplemented according to the aerodynamic efficiency of the rudder and the force and torque factors that can be generated. Among them, the engine differential control entry logic is to meet the mode switching judgment conditions for the transition from takeoff to cruise, and the yaw error is greater than a certain value and maintained for 10 beats. After entering, the judgment condition is locked, and the engine differential control exit logic is to exit when the speed is greater than the nose speed of 180km / h.
6. The control method of an unmanned ground-effect wing vehicle according to claim 1, characterized in that: In the actuator control, when the actuator performs rudder circuit control for the actuator, the rudder surface deflection command is calculated according to the aerodynamic characteristics of the rudder surface to control the flight attitude and heading of the unmanned ground effect vehicle.
7. The control method of an unmanned ground-effect wing vehicle according to claim 1, characterized in that: In actuator control, when the actuator performs thrust control for the engine, the engine speed and torque are adjusted in real time according to the relationship curve between the engine power and the thrust required by the unmanned ground effect wing-in-ground-effect vehicle, so as to maintain the stable flight speed and attitude of the unmanned ground effect vehicle in different flight stages, namely take-off, cruising and landing.
8. The control method of an unmanned ground-effect wing vehicle according to claim 1, characterized in that: When the flight control mode during the route flight is switched according to the current flight status, the switching condition from ground standby to take-off transition is that the take-off instruction is valid and the current waypoint is the take-off point and the next point is the cruising point, and the judgment logic of the take-off point arrival is: |L|≤20m&|H now |≤2m&V≤10km / h, or V>30km / h&H now >2m&The next point is the cruise point, where the judgment logic for reaching each cruise point is:
Citation Information
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