Aircraft traction air-drop stable feedback control gain determination method and system

Abstract

The invention belongs to the technical field of airplane traction air-drop stable feedback control gain determination method design, and particularly relates to an airplane traction air-drop stable feedback control gain determination method and system, and the method comprises the steps: determining the typical states of the weight, the gravity center and the inertia moment based on the change characteristics of the weight, the gravity center and the inertia moment of an airplane in the traction air-drop process; possible change ranges of the weight, the gravity center and the inertia moment of the airplane during actual traction air-drop are covered, then feedback control gains corresponding to the feedback control state quantity of the airplane in all typical states are determined, and according to the actual weight, the gravity center and the inertia moment of the airplane in the traction air-drop process, the real-time feedback control gains are obtained through interpolation calculation. The feedback control gain is changed in real time to adapt to the motion state of cargoes, and control over airplane response in the whole traction air-drop process is achieved.

Description

Technical Field

[0001] The present application belongs to the technical field of design of a method for determining a stable feedback control gain for aircraft towing and airdropping, and specifically relates to a method for determining a stable feedback control gain for aircraft towing and airdropping and a system thereof. Background Art

[0002] Towed airdrop is a typical method for aircraft to quickly drop large mass cargo. It can be divided into towed single drop and towed continuous drop according to the number of towed airdrop cargo pieces.

[0003] During the towing airdrop process, the heavy cargo moves toward the cargo hold exit and interacts with the aircraft during the movement, generating an additional pitch moment that causes the aircraft to quickly raise its head until it leaves the aircraft. The additional moment the heavy cargo leaves the aircraft will suddenly disappear, causing the aircraft to quickly lower its head.

[0004] During the towing airdrop process, the state of the aircraft will change dramatically, and the crew needs to control the aircraft state so as not to exceed the operating limit. To this end, the crew needs to respond quickly, the operating burden is heavy, and severe turbulence usually occurs, which poses a great potential danger to aircraft driving.

[0005] Currently, during the towing airdrop process, the crew generates the desired pitch moment by manipulating the deflection longitudinal control surface. Feedback control deflects the elevator in real time to suppress the response change according to the set gain and its logic based on the aircraft response. However, the current feedback control design is mainly designed for normal flight of the aircraft's full envelope, and lacks a situation dedicated to the towing airdrop mission, which increases the danger of towing airdrop. In view of this, this application is proposed. Summary of the invention

[0006] The purpose of the present application is to provide a method and system for determining the gain of stable feedback control of aircraft towing and airdropping, so as to overcome or alleviate at least one aspect of the known technical defects.

[0007] The technical solution of this application is:

[0008] On the one hand, a method for determining a stable feedback control gain of an aircraft towing airdrop is provided, comprising:

[0009] Step 1: Construct a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process;

[0010] Step 2: Determine the aircraft feedback control state quantity;

[0011] Step 3, determining the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state;

[0012] Step 4: Based on the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state, interpolation calculation is performed to obtain the real-time feedback control gain.

[0013] According to at least one embodiment of the present application, in the above-mentioned method for determining the aircraft towing airdrop stabilization feedback control gain, step 1 is specifically as follows:

[0014] With aircraft weight m, center of gravity cgx, moment of inertia I y The maximum and minimum values ​​are combined to construct a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process.

[0015] According to at least one embodiment of the present application, in the above-mentioned method for determining the stable feedback control gain of the aircraft towing airdrop, in step 1, a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process is constructed, including:

[0016] State 1: m min ,cgx min ,I ymin ;

[0017] State 2: m min ,cgx min ,I ymax ;

[0018] State 3:m min ,cgx max ,I ymin ;

[0019] State 4:m min ,cgx max ,I ymax ;

[0020] State 5:m max ,cgx min ,I ymin ;

[0021] State 6:m max ,cgx min ,I ymax ;

[0022] State 7:m max ,cgx max ,I ymin ;

[0023] State 8:m max ,cgx max ,I ymax ;

[0024] in,

[0025] m min 、m max cgx is the minimum and maximum mass of the aircraft from before the first piece of cargo starts to move to after the last piece of cargo leaves the aircraft. min、cgx max is the forward and rearward center of gravity along the body axis, I ymin ,I ymax are the minimum and maximum moments of inertia.

[0026] According to at least one embodiment of the present application, in the above-mentioned method for determining the stable feedback control gain of the aircraft towing airdrop, in step two, the aircraft feedback control state quantity is determined, which is one or more of the aircraft's flight speed ΔV, angle of attack increment Δα, pitch angular velocity increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0027] According to at least one embodiment of the present application, in the above-mentioned method for determining the aircraft towing airdrop stabilization feedback control gain, step three is specifically as follows:

[0028] Using the aircraft aerodynamic characteristics data and the aircraft flight parameters before airdrop as a benchmark, the PID and LQR methods are used to determine the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 corresponding to the aircraft feedback control state quantities under each typical state.

[0029] According to at least one embodiment of the present application, in the above-mentioned method for determining the aircraft towing airdrop stabilization feedback control gain, step 4 is specifically as follows:

[0030] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)];

[0031] in,

[0032] K is the real-time feedback control gain of the aircraft;

[0033] α1 and a2 are the interpolation coefficients related to the aircraft weight m, and α1+α2=1, 0≤α1≤1, 0≤α2≤1;

[0034] β1 and β2 are the interpolation coefficients of the aircraft center of gravity cgx, and β1+β2=1, 0≤β1≤1, 0≤β2≤1;

[0035] γ1, γ2 are the aircraft moment of inertia I y The relevant interpolation calculation coefficients are γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

[0036] According to at least one embodiment of the present application, in the above-mentioned method for determining the aircraft towing airdrop stabilization feedback control gain, step 4 includes:

[0037]

[0038] According to at least one embodiment of the present application, in the above-mentioned method for determining the aircraft towing airdrop stabilization feedback control gain, step 4 includes:

[0039]

[0040] According to at least one embodiment of the present application, in the above-mentioned method for determining the aircraft towing airdrop stabilization feedback control gain, step 4 includes:

[0041]

[0042] On the other hand, a system for determining the gain of stable feedback control of aircraft towing and airdropping is provided to implement the above-mentioned method for determining the gain of stable feedback control of aircraft towing and airdropping, comprising a typical state construction module of aircraft, a module for determining the state quantity of aircraft feedback control, a module for determining the gain of feedback control under the typical state of aircraft, and a module for calculating the gain of feedback control in real time of aircraft;

[0043] The aircraft typical state construction module is used to construct typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process;

[0044] An aircraft feedback control state quantity determination module, used to determine the aircraft feedback control state quantity;

[0045] A feedback control gain determination module under the aircraft's typical state, which determines the feedback control gain corresponding to the aircraft's feedback control state quantity under each typical state;

[0046] The aircraft feedback control gain real-time calculation module is used to interpolate and calculate the real-time feedback control gain based on the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state.

[0047] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stable feedback control gain determination system, in the aircraft typical state construction module, the aircraft weight m, center of gravity cgx, moment of inertia I y The maximum and minimum values ​​are combined to construct a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process.

[0048] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stable feedback control gain determination system, in the aircraft typical state construction module, a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process is constructed, including:

[0049] State 1: m min ,cgx min ,I ymin ;

[0050] State 2: m min ,cgx min ,Iymax ;

[0051] State 3:m min ,cgx max ,I ymin ;

[0052] State 4:m min ,cgx max ,I ymax ;

[0053] State 5:m max ,cgx min ,I ymin ;

[0054] State 6:m max ,cgx min ,I ymax ;

[0055] State 7:m max ,cgx max ,I ymin ;

[0056] State 8:m max ,cgx max ,I ymax ;

[0057] in,

[0058] m min 、m max cgx is the minimum and maximum mass of the aircraft from before the first piece of cargo starts to move to after the last piece of cargo leaves the aircraft. min 、cgx max is the forward and rearward center of gravity along the body axis, I ymin ,I ymax are the minimum and maximum moments of inertia.

[0059] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stabilization feedback control gain determination system, in the aircraft feedback control state quantity determination module, the aircraft feedback control state quantity is determined, which is one or more of the aircraft's flight speed ΔV, angle of attack increment Δα, pitch angular velocity increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0060] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stabilization feedback control gain determination system, in the feedback control gain determination module under the typical state of the aircraft, the aircraft aerodynamic characteristics data is used, and the aircraft flight parameters before airdrop are used as a reference. The PID and LQR methods are used to determine the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 corresponding to the aircraft feedback control state quantities under each typical state.

[0061] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stabilization feedback control gain determination system, the aircraft feedback control gain real-time calculation module includes:

[0062] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)];

[0063] in,

[0064] K It is the real-time feedback control gain of the aircraft;

[0065] α1 and a2 are the interpolation coefficients related to the aircraft weight m, and α1+α2=1, 0≤α1≤1, 0≤α2≤1;

[0066] β1 and β2 are the interpolation coefficients of the aircraft center of gravity cgx, and β1+β2=1, 0≤β1≤1, 0≤β2≤1;

[0067] γ1, γ2 are the aircraft moment of inertia I y The relevant interpolation calculation coefficients are γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

[0068] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stabilization feedback control gain determination system, in the aircraft feedback control gain real-time calculation module:

[0069] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stabilization feedback control gain determination system, in the aircraft feedback control gain real-time calculation module:

[0070] According to at least one embodiment of the present application, in the above-mentioned aircraft towing airdrop stabilization feedback control gain determination system, in the aircraft feedback control gain real-time calculation module:

[0071] This application has at least the following beneficial technical effects:

[0072] Provided are a method and system for determining a feedback control gain for a towing and airdropping aircraft. Based on the changing characteristics of the weight, center of gravity and moment of inertia of the aircraft during the towing and airdropping process, the typical states of the weight, center of gravity and moment of inertia are determined to cover the possible changing ranges of the weight, center of gravity and moment of inertia of the aircraft during the actual towing and airdropping process. The feedback control gain corresponding to the aircraft feedback control state quantity under each typical state is then determined. According to the actual weight, center of gravity and moment of inertia of the aircraft during the towing and airdropping process, the real-time feedback control gain is obtained by interpolation calculation. The feedback control gain is changed in real time to adapt to the movement state of the cargo, so as to realize the control of the aircraft response during the whole towing and airdropping process. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1 It is a schematic diagram of a method for determining a stable feedback control gain of an aircraft towing airdrop provided in an embodiment of the present application;

[0074] Figure 2 It is a schematic diagram of the changes in the weight, center of gravity, and moment of inertia of the aircraft during the continuous delivery of five pieces of cargo provided in an embodiment of the present application;

[0075] Figure 3 is a schematic diagram of a system for determining a stable feedback control gain of an aircraft towing airdrop provided in an embodiment of the present application;

[0076] Figure 4 It is a schematic diagram of the changes in aircraft weight, center of gravity, and moment of inertia during the continuous delivery of three pieces of cargo provided in an embodiment of the present application.

[0077] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and should not be construed as limitations on the present application. DETAILED DESCRIPTION

[0078] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0079] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the usual meanings understood by those of ordinary skill in the art to which this application belongs. The words used in the description of this application to indicate orientation are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "include" used in the description of this application indicates that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.

[0080] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.

[0081] A method for determining the gain of stable feedback control of aircraft towing airdrop, such as Figure 1 shown.

[0082] Step 1: Construct typical states covering the changes in weight, center of gravity, and moment of inertia during aircraft towing and airdropping.

[0083] Whether it is a single tow or continuous tow, the weight m, center of gravity cgx, moment of inertia I of the aircraft during the tow airdrop process y The change characteristics are directly related to the loading position, number, weight, etc. of the cargo. In one example, during the continuous delivery of five pieces of cargo, the aircraft weight m, center of gravity cgx, moment of inertia I y Changes such as Figure 2 shown.

[0084] For any towing airdrop mission, if the cargo parameters (weight, position, inertia) are known, no matter how the cargo moves, it is certain that the minimum and maximum mass m of the aircraft from before the first cargo starts to move to after the last cargo leaves the aircraft can be determined. min 、m max , the most forward and rearward center of gravity cgx along the body axis min 、cgx max , minimum and maximum moment of inertia I ymin ,I ymax .

[0085] During the towing airdrop process, the actual weight of the aircraft is m, the center of gravity is cgx, and the moment of inertia is I. y It must be between the maximum and minimum values ​​mentioned above, for the aircraft weight m, center of gravity cgx, moment of inertia Iy By combining the maximum and minimum values ​​of , we can get eight typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process, including normal cargo exit, cargo movement stagnation, cargo not moving, and airdrop aborted, as follows:

[0086] State 1: m min ,cgx min ,I ymin ;

[0087] State 2: m min ,cgx min ,I ymax ;

[0088] State 3:m min ,cgx max ,I ymin ;

[0089] State 4:m min ,cgx max ,I ymax ;

[0090] State 5:m max ,cgx min ,I ymin ;

[0091] State 6:m max ,cgx min ,I ymax ;

[0092] State 7:m max ,cgx max ,I ymin ;

[0093] State 8:m max ,cgx max ,I ymax .

[0094] Step 2: Determine the aircraft feedback control state quantity.

[0095] The aircraft feedback control state quantity may be one or more of the aircraft's flight speed ΔV, angle of attack increment Δα, pitch angular velocity increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0096] Step 3: Determine the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state.

[0097] Using the aircraft aerodynamic characteristics data and taking the aircraft flight parameters before airdrop as a benchmark, PID, LQR and other methods are used to determine the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 corresponding to the aircraft feedback control state quantities under each typical state.

[0098] Step 4: Based on the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state, interpolation calculation is performed to obtain the real-time feedback control gain.

[0099] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)];

[0100] in,

[0101] K is the real-time feedback control gain of the aircraft;

[0102] α1 and a2 are the interpolation coefficients related to the aircraft weight m, and α1+α2=1, 0≤α1≤1, 0≤α2≤1;

[0103] β1 and β2 are the interpolation coefficients of the aircraft center of gravity cgx, and β1+β2=1, 0≤β1≤1, 0≤β2≤1;

[0104] γ1, γ2 are the aircraft moment of inertia I y The relevant interpolation calculation coefficients are γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

[0105] The correlation calculations of α1, a2, β1, β2, γ1, and γ2 are as follows:

[0106]

[0107]

[0108]

[0109] The relevant calculation relationship is:

[0110] m=α1m min +a2m max ;

[0111] cgx=β1cgx min +β2cgx max ;

[0112] I y =γ1I ymin +γ2I ymax .

[0113] A system for determining a stable feedback control gain of an aircraft towing airdrop is used to implement the method for determining a stable feedback control gain of an aircraft towing airdrop disclosed in the above embodiment, such as Figure 3 As shown, it includes an aircraft typical state building module, an aircraft feedback control state quantity determination module, an aircraft typical state feedback control gain determination module, and an aircraft feedback control gain real-time calculation module.

[0114] The aircraft typical state construction module is used to construct typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdropping process, specifically:

[0115] In the process of towing airdrop, the minimum and maximum mass of the aircraft is m min 、m max , the most forward and rearward center of gravity cgx along the body axis min 、cgx max , minimum and maximum moment of inertia I ymin ,I ymax , combined to build typical states of weight, center of gravity, and moment of inertia changes during aircraft towing and airdropping, including:

[0116] State 1: m min ,cgx min ,I ymin ;

[0117] State 2: m min ,cgx min ,I ymax ;

[0118] State 3:m min ,cgx max ,I ymin ;

[0119] State 4:m min ,cgx max ,I ymax ;

[0120] State 5:m max ,cgx min ,I ymin ;

[0121] State 6:m max ,cgx min ,I ymax ;

[0122] State 7:m max ,cgx max ,I ymin ;

[0123] State 8:m max ,cgx max ,Iymax .

[0124] The aircraft feedback control state quantity determination module is used to determine the aircraft feedback control state quantity, wherein the aircraft feedback control state quantity can be one or more of the aircraft's flight speed ΔV, angle of attack increment Δα, pitch angular velocity increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0125] The feedback control gain determination module under the typical state of the aircraft determines the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state, specifically:

[0126] Using the aircraft aerodynamic characteristics data and taking the aircraft flight parameters before airdrop as a benchmark, PID, LQR and other methods are used to determine the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 corresponding to the aircraft feedback control state quantities under each typical state.

[0127] The aircraft feedback control gain real-time calculation module is used to interpolate and calculate the real-time feedback control gain based on the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state, specifically:

[0128] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)];

[0129] in,

[0130] K is the real-time feedback control gain of the aircraft;

[0131] α1 and a2 are the interpolation coefficients related to the aircraft weight m, and α1+α2=1, 0≤α1≤1, 0≤α2≤1;

[0132] β1 and β2 are the interpolation coefficients of the aircraft center of gravity cgx, and β1+β2=1, 0≤β1≤1, 0≤β2≤1;

[0133] γ1, γ2 are the aircraft moment of inertia I y The relevant interpolation calculation coefficients are γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

[0134] The correlation calculations of α1, a2, β1, β2, γ1, and γ2 are as follows:

[0135]

[0136]

[0137]

[0138] In a specific example, the weight of the aircraft itself (excluding cargo) is 70,000 kg, the center of gravity is 16.1 m, and the moment of inertia is 7,500,000 kg.m 2 Three pieces of cargo were dropped in succession. The weights of the three pieces of cargo were 6000, 5000, and 7000 kg, the center of gravity was 11, 15, and 21 m, and the moments of inertia were 120000, 90000, and 110000 kg.m 2 After the previous cargo leaves the aircraft, the next cargo starts to move after an interval of 1 second. During the process of dropping three cargoes in succession, the aircraft weight m, center of gravity cgx, and moment of inertia I y Changes such as Figure 2 As shown, the minimum and maximum mass of the aircraft are m min =70000kg,m max = 88000kg, the most forward and rearward center of gravity along the axis of the aircraft cgx min =15.60m, cgx max =17.612m, minimum and maximum moment of inertia I ymin =7.5×10 6 kg.m 2 ,I ymax =9.626×10 6 kg.m 2 The determination of the aircraft towing airdrop stabilization feedback control gain can be specifically as follows:

[0139] 1. Construct eight typical states covering the changes in weight, center of gravity, and moment of inertia during aircraft towing and airdropping:

[0140] State 1: m min ,cgx min ,I ymin ;

[0141] State 2: m min ,cgx min ,I ymax ;

[0142] State 3:m min ,cgx max ,I ymin ;

[0143] State 4:m min ,cgx max ,I ymax ;

[0144] State 5:m max ,cgx min ,I ymin ;

[0145] State 6:m max ,cgx min,I ymax ;

[0146] State 7:m max ,cgx max ,I ymin ;

[0147] State 8:m max ,cgx max ,I ymax .

[0148] 2. Determine the aircraft feedback control state quantities as the aircraft's angle of attack increment Δα and pitch angular velocity increment Δq.

[0149] 3. Using the aircraft aerodynamic characteristics data and the aircraft flight parameters before airdrop as the benchmark, using PID, LQR and other methods, determine the feedback control gains K1, K2, K3, K4, K5, K6, K7, K8 corresponding to the aircraft feedback control state quantity under eight typical conditions, where:

[0150]

[0151] 4. Calculate the interpolation coefficients α1 and a2 related to the aircraft weight m, the interpolation coefficients β1 and β2 related to the aircraft center of gravity cgx, and the aircraft moment of inertia I y Related interpolation calculation coefficients γ1, γ2:

[0152]

[0153]

[0154]

[0155] When the first piece of cargo leaves the aircraft, the aircraft weight m is 82000kg, the center of gravity cgx is 15.60m, and the moment of inertia I y 7.87×10 6 kg.m 2 ,have:

[0156]

[0157]

[0158]

[0159] Based on the feedback control gains corresponding to the aircraft feedback control state quantities under eight typical conditions, the real-time feedback control gains are obtained by interpolation calculation:

[0160] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)].

[0161] When the first piece of cargo leaves the aircraft, there are:

[0162]

[0163] The method and system for determining the stable feedback control gain of an aircraft towing airdrop disclosed in the above-mentioned embodiment determine the typical states of the weight, center of gravity and moment of inertia based on the changing characteristics of the aircraft weight, center of gravity and moment of inertia during the towing airdrop process, covering the possible changing range of the aircraft weight, center of gravity and moment of inertia during the actual towing airdrop, and then determine the corresponding feedback control gain of the aircraft feedback control state quantity under each typical state. According to the actual weight, center of gravity and moment of inertia of the aircraft during the towing airdrop process, the real-time feedback control gain is obtained by interpolation calculation, and the feedback control gain is changed in real time to adapt to the movement state of the cargo, so as to realize the control of the aircraft response during the whole towing airdrop process.

[0164] The method and system for determining the stable feedback control gain for aircraft towing and airdropping disclosed in the above-mentioned embodiments are designed to determine the feedback control gain by offline calculation, which can adapt to different towing and airdropping tasks, and can change the feedback control gain in real time according to the position of the cargo during the towing and airdropping process, which can adapt to the movement state of the cargo and has control flexibility.

[0165] In addition, technicians in the field should also be able to realize that the various modules and units of the device disclosed in the embodiments of the present application can be implemented by electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, this application generally describes them according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Technicians in the field can choose to adopt different methods to implement the described functions for each specific application and its actual constraints, but such implementation should not be considered to be beyond the scope of this application.

[0166] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A method for determining the gain of stable feedback control of aircraft towing airdrop, characterized in that: include: Step 1: Construct a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process; Step 2: Determine the aircraft feedback control state quantity; Step 3, determining the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state; Step 4: Based on the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state, interpolation calculation is performed to obtain the real-time feedback control gain.

2. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 1, characterized in that: Step 1 is as follows: With aircraft weight m, center of gravity cgx, moment of inertia I y The maximum and minimum values ​​are combined to construct a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process.

3. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 2, characterized in that: In step 1, a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process is constructed, including: State 1: m min ,cgx min ,I ymin ; State 2: m min ,cgx min ,I ymax ; State 3:m min ,cgx max ,I ymin ; State 4:m min ,cgx max ,I ymax ; State 5:m max ,cgx min ,I ymin ; State 6:m max ,cgx min ,I ymax ; State 7:m max ,cgx max ,I ymin ; State 8:m max ,cgx max ,I ymax ; in, m min 、m max cgx is the minimum and maximum mass of the aircraft from before the first piece of cargo starts to move to after the last piece of cargo leaves the aircraft. min 、cgx max is the forward and rearward center of gravity along the body axis, I ym i n ,I ymax are the minimum and maximum moments of inertia.

4. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 3, characterized in that: In step 2, the aircraft feedback control state quantity is determined, which is one or more of the aircraft's flight speed ΔV, angle of attack increment Δα, pitch angular velocity increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

5. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 4, characterized in that: Step three is as follows: Using the aircraft aerodynamic characteristics data and the aircraft flight parameters before airdrop as a benchmark, the PID and LQR methods are used to determine the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 corresponding to the aircraft feedback control state quantities under each typical state.

6. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 5, characterized in that: Step 4 is as follows: K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)]; in, K is the real-time feedback control gain of the aircraft; α1 and a2 are interpolation coefficients related to the aircraft weight m, and α1+α2=1, 0≤α1≤1, 0≤α2≤1; β1 and β2 are the interpolation coefficients of the aircraft center of gravity cgx, and β1+β2=1, 0≤β1≤1, 0≤β2≤1; γ1, γ2 are the aircraft moment of inertia I y The relevant interpolation calculation coefficients are γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

7. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 6, characterized in that: In step 4, there are: α1＝1-α2。 8. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 7, characterized in that: In step 4, there are: β1＝1-β2。 9. The method for determining the gain of the aircraft towing airdrop stabilization feedback control according to claim 8, characterized in that: In step 4, there are: γ1=1-γ2.

10. A system for determining a gain of a stable feedback control for an aircraft towing and airdropping, used to implement the method for determining a gain of a stable feedback control for an aircraft towing and airdropping according to claim 1, characterized in that: It includes an aircraft typical state construction module, an aircraft feedback control state quantity determination module, an aircraft typical state feedback control gain determination module, and an aircraft feedback control gain real-time calculation module; The aircraft typical state construction module is used to construct typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process; An aircraft feedback control state quantity determination module, used to determine the aircraft feedback control state quantity; A feedback control gain determination module under the aircraft's typical state, which determines the feedback control gain corresponding to the aircraft's feedback control state quantity under each typical state; The aircraft feedback control gain real-time calculation module is used to interpolate and calculate the real-time feedback control gain based on the feedback control gain corresponding to the aircraft feedback control state quantity under each typical state.

11. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 10, characterized in that: In the aircraft typical state construction module, the aircraft weight m, center of gravity cgx, moment of inertia I y The maximum and minimum values ​​are combined to construct a typical state covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing airdrop process.

12. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 11, characterized in that: In the aircraft typical state construction module, typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdropping process are constructed, including: State 1: m min ,cgx min ,I ymin ; State 2: m min ,cgx min ,I ymax ; State 3:m min ,cgx max ,I ymin ; State 4:m min ,cgx max ,I ymax ; State 5:m max ,cgx min ,I ymin ; State 6:m max ,cgx min ,I ymax ; State 7:m max ,cgx max ,I ymin ; State 8:m max ,cgx max ,I ymax ; in, m min 、m max cgx is the minimum and maximum mass of the aircraft from before the first piece of cargo starts to move to after the last piece of cargo leaves the aircraft. min 、cgx max is the forward and rearward center of gravity along the body axis, I ym i n ,I ymax are the minimum and maximum moments of inertia.

13. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 12, characterized in that: In the aircraft feedback control state quantity determination module, the aircraft feedback control state quantity is determined, which is one or more of the aircraft's flight speed ΔV, angle of attack increment Δα, pitch angular velocity increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

14. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 13, characterized in that: In the feedback control gain determination module under the typical state of the aircraft, the aircraft aerodynamic characteristics data is used, the aircraft flight parameters before airdrop are used as a benchmark, and the PID and LQR methods are used to determine the corresponding feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 of the aircraft feedback control state quantities under each typical state.

15. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 14, characterized in that: The aircraft feedback control gain real-time calculation module includes: K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)]; in, K It is the real-time feedback control gain of the aircraft; α1 and a2 are interpolation coefficients related to the aircraft weight m, and α1+α2=1, 0≤α1≤1, 0≤α2≤1; β1 and β2 are the interpolation coefficients of the aircraft center of gravity cgx, and β1+β2=1, 0≤β1≤1, 0≤β2≤1; γ1, γ2 are the aircraft moment of inertia I y The relevant interpolation calculation coefficients are γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

16. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 15, characterized in that: In the aircraft feedback control gain real-time calculation module: α1=1-α2.

17. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 16, characterized in that: In the aircraft feedback control gain real-time calculation module: β1=1-β2.

18. The aircraft towing airdrop stabilization feedback control gain determination system according to claim 17, characterized in that: In the aircraft feedback control gain real-time calculation module: γ1=1-γ2.

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