A method and system for determining the feedback control gain of an aircraft towed aerial delivery stability

Abstract

The application belongs to the technical field of aircraft towing air-drop stability feedback control gain determination method design, and particularly relates to an aircraft towing air-drop stability feedback control gain determination method and system. Based on the change characteristics of the weight, center of gravity and moment of inertia of the aircraft during the towing air-drop process, the typical states of the weight, center of gravity and moment of inertia are determined, the possible change range of the weight, center of gravity and moment of inertia of the aircraft during the actual towing air-drop is covered, and then the feedback control gain corresponding to the feedback control state quantity of the aircraft under each typical state is determined. According to the actual weight, center of gravity and moment of inertia of the aircraft during the towing air-drop process, the real-time feedback control gain is obtained through interpolation calculation, the feedback control gain is changed in real time, the motion state of the cargo is adapted, and the control of the response of the aircraft during the whole towing air-drop process is realized.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft traction airdrop steady feedback control gain determination method design, specifically involving an aircraft traction airdrop steady feedback control gain determination method and system. Background Technology

[0002] Towing airdrop is a typical method for rapidly dropping large-mass cargo by aircraft. Based on the number of cargo items to be towed, it can be divided into towing single drop and towing multiple drops.

[0003] During the airdrop process, the heavy cargo moves towards the cargo hold exit. During this movement, it interacts with the aircraft, generating an additional pitching moment that causes the aircraft to pitch up rapidly until it leaves the aircraft. The additional moment disappears abruptly the moment the heavy cargo leaves the aircraft, causing the aircraft to pitch down rapidly.

[0004] During the towing and airdrop process, the aircraft's condition will change drastically. The crew needs to keep the aircraft's condition within the limits of use. This requires the crew to react quickly, which is a heavy operational burden. There will also be a lot of turbulence, which poses a significant potential danger to the aircraft pilot.

[0005] Currently, during towing and airdrop operations, the crew generates the desired pitch moment by manipulating the longitudinal control surfaces. Feedback control, based on the aircraft's response and according to set gain and logic, deflects the elevator in real time to suppress response changes. However, current feedback control designs are primarily geared towards normal flight across the entire aircraft envelope and lack specific applications for towing and airdrop missions, thus exacerbating the inherent dangers of towing and airdrop operations. Therefore, this application is submitted. Summary of the Invention

[0006] The purpose of this application is to provide a method and system for determining the steady-feedback control gain of aircraft traction airdrop, so as to overcome or mitigate at least one of the known technical defects.

[0007] The technical solution of this application is:

[0008] One aspect provides a method for determining the steady-state feedback control gain of aircraft-traction airdrop, including:

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

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

[0011] Step 3: Determine the corresponding feedback control gain of the aircraft feedback control state variables under each typical state.

[0012] Step 4: Based on the feedback control gain of the aircraft feedback control state variables under various typical states, interpolation calculation is performed to obtain the real-time feedback control gain.

[0013] According to at least one embodiment of this application, in the above-described method for determining the steady-state feedback control gain of aircraft traction airdrop, step one specifically comprises:

[0014] Using the aircraft's weight m, center of gravity cgx, and 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 and airdrop process.

[0015] According to at least one embodiment of this application, in the above-described method for determining the steady-state control gain of aircraft-to-airdrop traction control, step one involves constructing typical states covering changes in weight, center of gravity, and moment of inertia during the aircraft-to-airdrop process, 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 represents the minimum and maximum mass of the aircraft from before the first piece of cargo begins to move until after the last piece of cargo leaves the aircraft. mincgx max As the foremost and rearmost center of gravity along the axis of the aircraft, I ymin I ymax These are the minimum and maximum moments of inertia.

[0026] According to at least one embodiment of this application, in the above-described method for determining the steady-state control gain of aircraft traction airdrop, in step two, the aircraft feedback control state quantity is determined to be one or more of the following: aircraft flight speed ΔV, angle of attack increment Δα, pitch rate increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0027] According to at least one embodiment of this application, in the above-described method for determining the steady-state feedback control gain of aircraft traction airdrop, step three specifically comprises:

[0028] Using aircraft aerodynamic characteristic data and the aircraft flight parameters before airdrop as a benchmark, 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 variables under various typical conditions.

[0029] According to at least one embodiment of this application, in the above-described method for determining the steady-state feedback control gain of aircraft traction airdrop, step four specifically comprises:

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

[0031] in,

[0032] K represents the real-time feedback control gain of the aircraft.

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

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

[0035] γ1 and γ2 are the aircraft's moment of inertia I. y The relevant interpolation coefficients are calculated as follows: γ1 + γ2 = 1, 0 ≤ γ1 ≤ 1, 0 ≤ γ2 ≤ 1.

[0036] According to at least one embodiment of this application, in the above-described method for determining the steady-state feedback control gain of aircraft traction airdrop, step four includes:

[0037] α1 = 1 - α2.

[0038] According to at least one embodiment of this application, in the above-described method for determining the steady-state feedback control gain of aircraft traction airdrop, step four includes:

[0039] β1 = 1 - β2.

[0040] According to at least one embodiment of this application, in the above-described method for determining the steady-state feedback control gain of aircraft traction airdrop, step four includes:

[0041] γ1 = 1 - γ2.

[0042] On the other hand, a system for determining the steady feedback control gain of aircraft traction and airdrop is provided to implement the above-mentioned method for determining the steady feedback control gain of aircraft traction and airdrop. The system includes a typical aircraft state construction module, an aircraft feedback control state quantity determination module, an aircraft feedback control gain determination module under typical aircraft state, and an aircraft feedback control gain real-time calculation module.

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

[0044] The aircraft feedback control state quantity determination module is used to determine the aircraft feedback control state quantities.

[0045] The feedback control gain determination module under typical aircraft conditions determines the corresponding feedback control gain of the aircraft feedback control state variables under each typical condition.

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

[0047] According to at least one embodiment of this application, in the above-described aircraft traction airdrop steady-state control gain determination system, the aircraft typical state construction module uses the aircraft weight m, center of gravity cgx, and moment of inertia I as the basis for determining the gain. 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 and airdrop process.

[0048] According to at least one embodiment of this application, in the above-described aircraft towing and airdrop steady-state control gain determination system, the aircraft typical state construction module constructs typical states covering changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process, including:

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

[0050] State 2:m min ,cgxmin ,I ymax ;

[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 represents the minimum and maximum mass of the aircraft from before the first piece of cargo begins to move until after the last piece of cargo leaves the aircraft. min cgx max As the foremost and rearmost center of gravity along the axis of the aircraft, I ymin I ymax These are the minimum and maximum moments of inertia.

[0059] According to at least one embodiment of this application, in the above-described aircraft traction airdrop steady feedback control gain determination system, the aircraft feedback control state quantity determination module determines the aircraft feedback control state quantity as one or more of the following: aircraft 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 this application, in the above-described aircraft traction airdrop steady feedback control gain determination system, in the feedback control gain determination module under typical aircraft conditions, the aircraft aerodynamic characteristic data is used, with the aircraft flight parameters before airdrop as a reference, and the PID and LQR methods are used to determine the corresponding feedback control gains K1, K2, K3, K4, K5, K6, K7, K8 of the aircraft feedback control state quantity under each typical condition.

[0061] According to at least one embodiment of this application, in the above-described aircraft traction airdrop steady-state control gain determination system, the real-time calculation module for the aircraft feedback control gain includes:

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

[0063] in,

[0064] K represents the real-time feedback control gain of the aircraft.

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

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

[0067] γ1 and γ2 are the aircraft's moment of inertia I. y The relevant interpolation coefficients are calculated as follows: γ1 + γ2 = 1, 0 ≤ γ1 ≤ 1, 0 ≤ γ2 ≤ 1.

[0068] According to at least one embodiment of this application, in the above-described aircraft traction airdrop steady-state control gain determination system, the aircraft feedback control gain real-time calculation module includes: α1 = 1 - α2.

[0069] According to at least one embodiment of this application, in the above-described aircraft traction airdrop steady-state control gain determination system, the aircraft feedback control gain real-time calculation module includes:

[0070] β1 = 1 - β2.

[0071] According to at least one embodiment of this application, in the above-described aircraft traction airdrop steady-state control gain determination system, the aircraft feedback control gain real-time calculation module includes: γ1 = 1 - γ2.

[0072] This application has at least the following beneficial technical effects:

[0073] This paper provides a method and system for determining the steady-state feedback control gain during aircraft towing and airdropping. Based on the characteristics of changes in aircraft weight, center of gravity, and moment of inertia during towing and airdropping, the method determines typical states of weight, center of gravity, and moment of inertia, covering the possible range of changes in aircraft weight, center of gravity, and moment of inertia during actual towing and airdropping. Then, it determines the corresponding feedback control gain of the aircraft feedback control state quantity under each typical state. Based on the actual weight, center of gravity, and moment of inertia of the aircraft during towing and airdropping, the method interpolates and calculates the real-time feedback control gain. The feedback control gain is changed in real time to adapt to the motion state of the cargo, realizing the control of the aircraft response throughout the entire towing and airdropping process. Attached Figure Description

[0074] Figure 1 This is a schematic diagram of the method for determining the steady-state feedback control gain of aircraft traction airdrop provided in the embodiments of this application;

[0075] Figure 2 This is a schematic diagram showing the changes in aircraft weight, center of gravity, and moment of inertia during the continuous dropping of five cargo items, as provided in the embodiments of this application.

[0076] Figure 3 This is a schematic diagram of the aircraft traction airdrop steady-feedback control gain determination system provided in the embodiments of this application;

[0077] Figure 4 This is a schematic diagram showing the changes in aircraft weight, center of gravity, and moment of inertia during the simultaneous dropping of three cargoes, as provided in the embodiments of this application.

[0078] To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. Furthermore, the drawings are for illustrative purposes only and should not be construed as limiting this application. Detailed Implementation

[0079] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, and other related parts can be referred to the general design.

[0080] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms indicating direction used in this application description are used only to indicate relative direction or positional relationship; when the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "comprising" as used in this application description indicates that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, but does not exclude other elements or objects.

[0081] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as "installation" and "connection" used in the description of this application should be interpreted broadly. For example, a 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. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0082] A method for determining the steady-feedback control gain of aircraft-traction airdrop, such as Figure 1 As shown.

[0083] Step 1: Construct typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process.

[0084] Whether it's a single towed drop or a series of drops, the aircraft's weight (m), center of gravity (cgx), and moment of inertia (I) during the towed airdrop process... y The characteristics of these changes will vary gradually or abruptly as the cargo moves and leaves the aircraft. These changes are directly related to the cargo's loading location, quantity, and weight. In one example, during the simultaneous dropping of five cargo items, the aircraft's weight (m), center of gravity (cgx), and moment of inertia (I) will change. y Changes such as Figure 2 As shown.

[0085] For any towing and airdrop mission, given the cargo parameters (weight, position, moment of inertia), regardless of the cargo's movement, the minimum and maximum mass m of the aircraft from before the first piece of cargo begins to move until after the last piece of cargo leaves the aircraft can be determined. min m max The foremost and rearmost center of gravity along the axis of the aircraft (cgx) min cgx max Minimum and maximum moment of inertia I ymin I ymax .

[0086] During the towing and airdrop process, the actual aircraft weight m, center of gravity cgx, and moment of inertia I are... y It must lie between the aforementioned maximum and minimum values, for the aircraft weight m, center of gravity cgx, and moment of inertia I.y By combining the maximum and minimum values, eight typical states covering changes in weight, center of gravity, and moment of inertia during the aircraft-traction airdrop process can be obtained, including situations such as normal cargo exit, cargo movement stagnation, cargo not moving, and airdrop abort midway, as detailed below:

[0087] State 1:m min ,cgx min ,I ymin ;

[0088] State 2:m min ,cgx min ,I ymax ;

[0089] State 3:m min ,cgx max ,I ymin ;

[0090] State 4:m min ,cgx max ,I ymax ;

[0091] State 5:m max ,cgx min ,I ymin ;

[0092] State 6:m max ,cgx min ,I ymax ;

[0093] State 7:m max ,cgx max ,I ymin ;

[0094] State 8:m max ,cgx max ,I ymax .

[0095] Step 2: Determine the aircraft feedback control state variables.

[0096] The aircraft feedback control state variables can be one or more of the following: aircraft speed ΔV, angle of attack increment Δα, pitch rate increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0097] Step 3: Determine the corresponding feedback control gain of the aircraft feedback control state variables under each typical state.

[0098] Using aircraft aerodynamic characteristic data and the aircraft flight parameters before airdrop as a benchmark, the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 of the aircraft feedback control state variables under various typical conditions are determined using methods such as PID and LQR.

[0099] Step 4: Based on the feedback control gain of the aircraft feedback control state variables under various typical states, interpolation calculation is performed to obtain the real-time feedback control gain.

[0100] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)];

[0101] in,

[0102] K represents the real-time feedback control gain of the aircraft.

[0103] α1 and α2 are interpolation coefficients related to the aircraft weight m, and have

[0104] α1+α2=1,0≤α1≤1,0≤α2≤1;

[0105] β1 and β2 are the interpolation coefficients related to the aircraft's center of gravity cgx.

[0106] β1+β2=1,0≤β1≤1,0≤β2≤1;

[0107] γ1 and γ2 are the aircraft's moment of inertia I. y The relevant interpolation coefficients are:

[0108] γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

[0109] The relevant calculations for α1, α2, β1, β2, γ1, and γ2 are as follows:

[0110]

[0111]

[0112]

[0113] The relevant calculation relationships are as follows:

[0114] m=α1m min +α2m max ;

[0115] cgx=β1cgx min +β2cgx max ;

[0116] I y=γ1I ymin +γ2I ymax .

[0117] An aircraft-traction airdrop stable feedback control gain determination system is provided to implement the aircraft-traction airdrop stable feedback control gain determination method disclosed in the above embodiments, such as... Figure 3 As shown, it includes a typical aircraft state construction module, an aircraft feedback control state quantity determination module, an aircraft feedback control gain determination module under typical aircraft states, and an aircraft feedback control gain real-time calculation module.

[0118] The typical aircraft state construction module is used to construct typical states covering changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process, specifically:

[0119] During the towing and airdrop process, the minimum and maximum mass m of the aircraft min m max The foremost and rearmost center of gravity along the axis of the aircraft (cgx) min cgx max Minimum and maximum moment of inertia I ymin I ymax The system constructs typical states that cover the changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process, including:

[0120] State 1:m min ,cgx min ,I ymin ;

[0121] State 2:m min ,cgx min ,I ymax ;

[0122] State 3:m min ,cgx max ,I ymin ;

[0123] State 4:m min ,cgx max ,I ymax ;

[0124] State 5:m max ,cgx min ,I ymin ;

[0125] State 6:m max ,cgx min ,I ymax ;

[0126] State 7:m max ,cgx max ,I ymin ;

[0127] State 8:m max ,cgx max ,I ymax .

[0128] The aircraft feedback control state quantity determination module is used to determine the aircraft feedback control state quantities, which can be one or more of the following: aircraft flight speed ΔV, angle of attack increment Δα, pitch rate increment Δq, pitch angle increment Δθ, and normal overload increment Δnn.

[0129] The feedback control gain determination module under typical aircraft conditions determines the corresponding feedback control gain for the aircraft feedback control state variables under each typical condition. Specifically:

[0130] Using aircraft aerodynamic characteristic data and the aircraft flight parameters before airdrop as a benchmark, the feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 of the aircraft feedback control state variables under various typical conditions are determined using methods such as PID and LQR.

[0131] The real-time aircraft feedback control gain calculation module is used to interpolate and calculate the real-time feedback control gain based on the corresponding feedback control gain of the aircraft feedback control state variables under various typical states. Specifically:

[0132] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)];

[0133] in,

[0134] K represents the real-time feedback control gain of the aircraft.

[0135] α1 and α2 are interpolation coefficients related to the aircraft weight m, and have

[0136] α1+α2=1,0≤α1≤1,0≤α2≤1;

[0137] β1 and β2 are the interpolation coefficients related to the aircraft's center of gravity cgx, with β1+β2=1, 0≤β1≤1, 0≤β2≤1;

[0138] γ1 and γ2 are the aircraft's moment of inertia I. y The relevant interpolation coefficients are:

[0139] γ1+γ2=1,0≤γ1≤1,0≤γ2≤1.

[0140] The relevant calculations for α1, α2, β1, β2, γ1, and γ2 are as follows:

[0141]

[0142]

[0143]

[0144] In a specific example, the aircraft itself weighs 70,000 kg (excluding cargo), has a center of gravity of 16.1 m, and a moment of inertia of 7,500,000 kg / m. 2 Three items are dropped consecutively. The weights of the three items are 6000, 5000, and 7000 kg respectively, with centers of gravity of 11, 15, and 21 m, and moments of inertia of 120000, 90000, and 110000 kg.m. 2 After the previous cargo leaves the aircraft, the next cargo begins to move after a 1-second interval. During the continuous dropping of the three cargoes, the aircraft's weight m, center of gravity cgx, and moment of inertia I are... y Changes such as Figure 2 As shown, the minimum and maximum masses m of the aircraft min =70000kg, m max =88000kg, the center of gravity cgx at the foremost and rearmost points along the axis of the aircraft 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 gain for the steady-state feedback control of aircraft-traction airdrop can be determined as follows:

[0145] 1. Construct eight typical states covering changes in weight, center of gravity, and moment of inertia during the aircraft towing and airdrop process:

[0146] State 1:m min ,cgx min ,I ymin ;

[0147] State 2:m min ,cgx min ,I ymax ;

[0148] State 3:m min ,cgx max ,I ymin ;

[0149] State 4:m min ,cgx max ,I ymax ;

[0150] State 5:m max ,cgx min ,I ymin ;

[0151] State 6:m max ,cgx min ,I ymax ;

[0152] State 7:m max ,cgx max ,I ymin ;

[0153] State 8:m max ,cgx max ,I ymax .

[0154] 2. The aircraft feedback control state variables are determined to be the aircraft's angle of attack increment Δα and pitch rate increment Δq.

[0155] 3. Using aircraft aerodynamic characteristic data and the aircraft's flight parameters before the airdrop as a benchmark, determine the corresponding feedback control gains K1, K2, K3, K4, K5, K6, K7, and K8 for the aircraft's feedback control state variables under eight typical states using methods such as PID and LQR. Where:

[0156]

[0157] 4. Calculate the interpolation coefficients α1 and α2 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 The relevant interpolation coefficients γ1 and γ2 are calculated as follows:

[0158]

[0159]

[0160]

[0161] When the first piece of cargo leaves the aircraft, the aircraft weight (m) is 82,000 kg, the center of gravity (cgx) is 15.60 m, and the moment of inertia (I) is... y It is 7.87×10 6 kg.m 2 ,have:

[0162]

[0163]

[0164]

[0165] Based on the feedback control gain corresponding to the aircraft feedback control state variables under eight typical states, the real-time feedback control gain is calculated by interpolation:

[0166] K=α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)].

[0167] When the first item of cargo leaves the aircraft, we have:

[0168]

[0169] The above-described embodiment discloses a method and system for determining the steady-state feedback control gain for aircraft towing and airdropping. Based on the characteristics of changes in aircraft weight, center of gravity, and moment of inertia during the towing and airdropping process, it determines typical states of weight, center of gravity, and moment of inertia, covering the possible range of changes in aircraft weight, center of gravity, and moment of inertia during actual towing and airdropping. Then, it determines the corresponding feedback control gain of the aircraft feedback control state quantity under each typical state. Based on the actual weight, center of gravity, and moment of inertia of the aircraft during the towing and airdropping process, it interpolates and calculates the real-time feedback control gain, and changes the feedback control gain in real time to adapt to the movement state of the cargo, thereby realizing the control of the aircraft response throughout the entire towing and airdropping process.

[0170] The aircraft-traction airdrop steady-state feedback control gain determination method and system disclosed in the above embodiments are designed to determine the feedback control gain through offline calculation, which can adapt to different traction airdrop missions. Furthermore, the feedback control gain is changed in real time according to the cargo position during the traction airdrop process, which can adapt to the cargo movement state and has control flexibility.

[0171] Furthermore, those skilled in the art should recognize that the various modules and units of the device disclosed in the embodiments of this application can be implemented in electronic hardware, computer software, or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, they are generally described in terms of function in this application. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can choose 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.

[0172] The technical solution of this 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 this application is obviously not limited to these specific embodiments. Without departing from the principles of this 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 all fall within the scope of protection of this application.

Claims

1. A method for determining a steady feedback control gain for an aircraft towed aerial delivery system, the method comprising: Comprise: Step one, build a typical state covering the weight, center of gravity, inertia moment change of the aircraft during the aircraft towed air drop process; Step two, determine the aircraft feedback control state quantity; Step three, determine the corresponding feedback control gain of the aircraft feedback control state quantity in each typical state; Step four, based on the corresponding feedback control gain of the aircraft feedback control state quantity in each typical state, the real-time feedback control gain is obtained by interpolation calculation; Step one is specifically: The maximum and minimum values of the aircraft weight m, the center of gravity cgx, the moment of inertia I y are combined to construct typical states covering the changes of the weight, the center of gravity, and the moment of inertia during the aircraft towed air-drop process. Step four is specifically: K = α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)]; Wherein, K is the real-time feedback control gain of the aircraft; α1, α2 are the interpolation calculation coefficients related to the weight m of the aircraft, and α1+α2=1, 0≤α1≤1, 0≤α2≤1; β1, β2 are the interpolation calculation coefficients related to the center of gravity cgx of the aircraft, and β1+β2=1, 0≤β1≤1, 0≤β2≤1; γ1, γ2 are the aircraft inertia moments I y The relevant interpolation calculation coefficients are γ1+γ2=1, 0≤γ1≤1, 0≤γ2≤1; K1, K2, K3, K4, K5, K6, K7, K8 are the corresponding feedback control gains of the aircraft feedback control state quantity; where m min , m max are the minimum and maximum masses of the aircraft from the start of movement of the first piece of cargo to the departure of the last piece of cargo, c min , c max are the most forward and most rearward centers of gravity along the axis of the body, I ymin , I ymax are the minimum and maximum moments of inertia.

2. The aircraft towed air drop steady feedback control gain determination method according to claim 1, wherein, in step one, the typical state covering the weight, center of gravity, inertia moment change of the aircraft during the aircraft towed air drop process is built, comprising:

3. The aircraft towed air drop steady feedback control gain determination method according to claim 2, wherein, in step two, the aircraft feedback control state quantity is determined to be one or more of the flight speed ΔV, the angle of attack increment Δα, the pitch angle velocity increment Δq, the pitch angle increment Δθ and the normal overload increment Δnn. 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 .

4. The aircraft towed air drop steady feedback control gain determination method according to claim 3, wherein, step three is specifically: Using the aircraft aerodynamic characteristic data, taking the aircraft flight parameters before air drop as the benchmark, and using the PID and LQR methods, the corresponding feedback control gains K1, K2, K3, K4, K5, K6, K7, K8 of the aircraft feedback control state quantity in each typical state are determined. Comprise an aircraft typical state construction module, an aircraft feedback control state quantity determination module, an aircraft feedback control gain determination module in each typical state, and an aircraft feedback control gain real-time calculation module; The aircraft typical state construction module is used to build a typical state covering the weight, center of gravity, inertia moment change of the aircraft during the aircraft towed air drop process; The aircraft feedback control state quantity determination module is used to determine the aircraft feedback control state quantity; 5. An aircraft towed aerial delivery stability feedback control gain determination system for implementing the aircraft towed aerial delivery stability feedback control gain determination method of claim 1, characterized by, The aircraft feedback control gain determination module in each typical state determines the corresponding feedback control gain of the aircraft feedback control state quantity in 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 corresponding feedback control gain of the aircraft feedback control state quantity in each typical state; In the aircraft feedback control gain real-time calculation module, there is: K = α1[β1(γ1K1+γ2K2)+β2(γ1K3+γ2K4)]+α2[β1(γ1K5+γ2K6)+β2(γ1K7+γ2K8)]; Wherein, In the typical state construction module, the maximum and minimum values of the aircraft weight m, the center of gravity cgx, the moment of inertia I y are combined to construct typical states covering the changes in weight, center of gravity, and moment of inertia during the aircraft towed aerial delivery process. ​ ​ ​ K is the feedback control gain of the aircraft in real time; α1, α2 are the interpolation calculation coefficients related to the weight m of the aircraft, and α1+α2=1, 0≤α1≤1, 0≤α2≤1; β1, β2 are the interpolation calculation coefficients related to the center of gravity cgx of the aircraft, and β1+β2=1, 0≤β1≤1, 0≤β2≤1; γ1, γ2 are the aircraft inertia moments I y The relevant interpolation calculation coefficients are γ1+γ2=1, 0≤γ1≤1, 0≤γ2≤1; K1, K2, K3, K4, K5, K6, K7, K8 are the feedback control gains of the aircraft in the corresponding state under each typical state; where m min , m max are the minimum and maximum mass of the aircraft from the start of movement of the first piece of cargo to the departure of the last piece of cargo, c min , c max are the most forward and most rearward center of gravity along the axis of the body, I ymin , I ymax are the minimum and maximum moment of inertia.

6. The aircraft traction air-drop stability feedback control gain determination system according to claim 5, characterized in that, in the aircraft typical state construction module, the typical states covering the weight, the center of gravity, and the moment of inertia during the aircraft traction air-drop 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 .

7. The aircraft traction air-drop stability feedback control gain determination system according to claim 6, characterized in that, in the aircraft feedback control state quantity determination module, the aircraft feedback control state quantity is determined to be one or more of the flight speed ΔV, the angle of attack increment Δα, the pitch angle velocity increment Δq, the pitch angle increment Δθ, and the normal overload increment Δnn of the aircraft.

8. The aircraft traction air-drop stability feedback control gain determination system according to claim 7, characterized in that, in the aircraft feedback control gain determination module under the typical state, the feedback control gains K1, K2, K3, K4, K5, K6, K7, K8 of the aircraft feedback control state quantity in the corresponding state under each typical state are determined by using the aircraft aerodynamic characteristic data and taking the flight parameters of the aircraft before air-drop as the benchmark and using the PID and LQR methods.

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