Aircraft course rapid guidance control method

Abstract

The invention belongs to the technical field of aerospace, and particularly relates to an aircraft course rapid guide control method. The method comprises the following steps: receiving a current command and control course # imgabs0 #, obtaining an export course of a last beat # imgabs1 #, and calculating a current command and control course deviation # imgabs2 #, and calculating a current export course increment # imgabs3 #, wherein a coefficient K is determined according to a change amplitude or an oscillation amplitude of the command and control course in a set time period, and the value range of the coefficient K is [0, 1]; judging the lateral flight state of the aircraft according to the command and control course and the command and control course deviation, and carrying out amplitude limiting on the current export course increment # imgabs4 # by adopting a corresponding amplitude limiting standard according to the lateral flight state of the aircraft; and calculating a given transverse overload and a given roll angle according to the current derived course increment # imgabs5 # after amplitude limiting. The method is suitable for course guide control of rapid aircraft occupying, the transverse course maneuver transient state is effectively restrained, meanwhile, the given transverse overload and the given roll angle are calculated according to the height control state, and smooth and rapid course maneuver under different strategies is achieved.

Description

Technical Field

[0001] The present application belongs to the field of aerospace technology, and in particular relates to a method for rapid aircraft heading guidance control. Background Art

[0002] Aircraft need to be quickly deployed to the designated mission area according to the instructions of the air or ground command center, and all of this requires the coordination of the mission system and the flight control system. With the substantial increase in the speed and maneuverability of modern aircraft and the complexity of the combat environment, pilots are no longer fully competent for the coordination between the mission system and flight control.

[0003] Therefore, it is of great significance to reduce the operational burden of pilots to quickly reach the designated combat area in a complex environment, improve the accuracy of combat attacks, and achieve stable and fast automatic tracking of given parameters. Summary of the invention

[0004] In order to solve the above problems, the present application provides a method for rapid aircraft heading guidance control, comprising:

[0005] Receive current C&D heading Get the export heading of the previous beat

[0006] Calculate the current C&D heading deviation:

[0007] Calculate the current derived heading increment The coefficient K is determined according to the change amplitude or oscillation amplitude of the command heading in the set time period, and the value range of the coefficient K is [0,1];

[0008] Determine the aircraft's lateral flight state based on the commanded heading and commanded heading deviation, and use the corresponding limit standard to increase the current derived heading according to the aircraft's lateral flight state. To limit the clipping;

[0009] Based on the current derived heading increment after clipping Calculate the given lateral overload and the given roll angle.

[0010] Preferably, the aircraft's lateral heading flight state includes: stable level flight, stable circling flight and heading maneuvering flight.

[0011] Preferably, when the aircraft meets all of the following preset conditions, the lateral heading flight state of the aircraft is stable level flight; all of the preset conditions include:

[0012]

[0013] Within a set length period,

[0014] in, is the derived heading increment of the previous two beats, K δΨ is the signal resolution ratio coefficient, Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, For the charge heading of the previous beat, is the derived heading of the previous beat, K T is the short-period ratio coefficient, The difference between the current derived heading increment and the derived heading increment of the previous beat; is the minimum command target heading increment, C1 and C2 are signal period constants, It is the heading increment of the command target.

[0015] Preferably, the current derived heading increment The amplitude is limited between -0.5×Kt1×(Mmax-M) and +0.5×Kt1×(Mmax-M), where Kt1 is the long-period ratio coefficient.

[0016] Preferably, when the aircraft does not meet only one of the preset conditions for a set length period, When the aircraft is in lateral flight state, it is in stable circling flight.

[0017] Preferably, when the aircraft is in a stable circling flight state, the current derived heading increment The limit should be and between.

[0018] Preferably, when the lateral heading flight state of the aircraft does not belong to stable circling flight and does not belong to stable level flight, the lateral heading flight state of the aircraft is heading maneuvering flight.

[0019] Preferably, when the aircraft's lateral heading flight state is heading maneuvering flight, the current derived heading increment Limit at and between.

[0020] Preferably, given the lateral overload n T The calculation formula is:

[0021]

[0022] where α T is the aircraft angle of attack, γ is the aircraft roll angle, M is the aircraft Mach number, and T is the time constant;

[0023] Given the roll angle γ g The calculation formula is:

[0024]

[0025] n B Overload for normal increment.

[0026] Preferably, for a given lateral overload n T Limiting, limiting methods include:

[0027] When the altitude difference between the given altitude and the current altitude is greater than 1 / 4 of the fuel-saving cruising altitude, the given lateral overload n T Not more than 0.5g;

[0028] When the altitude difference between the given altitude and the current altitude is greater than 0 and less than 1 / 4 of the fuel-saving cruising altitude, n T No more than K ΔH ×ΔH; where ΔH = current altitude - given altitude; K ΔH is the height difference coefficient;

[0029] When the given height is equal to or less than the front height, the given lateral overload n T Not more than 1g.

[0030] The advantages of this application include: a) The heading guidance control suitable for rapid aircraft positioning proposed in this patent is proposed for the first time and fills the gap in the relevant field.

[0031] b) This patent effectively suppresses the transient state of lateral heading maneuvers through filtering and limiting processing of a given heading, and at the same time solves the given lateral overload and given roll angle according to the altitude control state to achieve smooth and fast heading maneuvers under different strategies.

[0032] c) The architecture proposed by this patent is highly versatile and easy to promote. It is suitable for the design of automatic occupancy guidance flight control for subsequent newly developed models and has great application value. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a schematic diagram of the derived heading deviation filter (K ​​is 0.5). DETAILED DESCRIPTION

[0034] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be further described in detail in detail and in detail in conjunction with 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. In the absence of conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0035] The heading fast guidance method is to filter the given heading, calculate the horizontal overload required to change the heading, and finally calculate the given roll angle and output it to the rudder command part. The core of the algorithm is to filter the given heading that changes dramatically over time, which is mainly achieved by limiting the increment of the input heading deviation angle in adjacent cycles.

[0036] Normally, the command and control heading cycle of the command and control center is a few seconds, and it may be longer due to signal interference interruption, so the updated command and control heading changes more drastically. In order to reduce the transient state of aircraft maneuvers, smoothing filtering is first performed.

[0037] a) Derived heading increment filtering process The filtering process is as follows:

[0038] Calculate the C&D heading increment:

[0039]

[0040] Where n represents the current value, and n-1 represents the previous beat value;

[0041] Calculate the C&D heading deviation:

[0042]

[0043] When the change amplitude of the command heading is large or there is repeated oscillation, filtering is performed to derive the heading increment:

[0044]

[0045] (K takes values ​​between [0,1]), otherwise

[0046] The derived heading deviation filter is shown as follows Figure 1 shown.

[0047] b) Export heading increment limit processing

[0048] The aircraft's lateral flight status is determined based on the commanded heading and deviation, and different limiting standards are adopted. Specifically, there are three situations:

[0049] 1) Stable level flight

[0050] The aircraft is considered to be in stable level flight when the following conditions are met at the same time:

[0051] (Condition a) The signal does not oscillate, that is:

[0052]

[0053] K δΨ and It is related to the signal resolution, Mmax is the maximum Mach number of the aircraft, and M is the current Mach number of the aircraft.

[0054] (Condition b) The derived heading deviation does not change much over time.

[0055]

[0056] (Condition c) The last shot’s command and derived heading are not much different, that is

[0057]

[0058] C1, C2 and command and control heading The update cycle is related.

[0059] (Condition d) The derived heading deviation is not much different from the previous shot, that is,

[0060]

[0061] in K T Related to the signal update period.

[0062] (condition e) The slope of has a slowing trend, that is

[0063]

[0064] (Condition f) The given heading remains constant over a long period (usually 5.5 to 15 seconds), i.e.

[0065]

[0066] and Signal resolution is related to accuracy.

[0067] In this case, The limiting value is the strictest and should be between ±[0.5×Kt1×(Mmax-M)].

[0068] in, is the derived heading increment of the previous two beats, K δΨ is the signal resolution ratio coefficient, Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, For the charge heading of the previous beat, is the derived heading of the previous beat, K T is the short-period ratio coefficient, The difference between the current derived heading increment and the derived heading increment of the previous beat; is the minimum command target heading increment, C1 and C2 are signal period constants, It is the heading increment of the command target.

[0069] 2) Stable hovering flight

[0070] When all other conditions of the stable straight line are met, and only condition f is not met, the aircraft is judged to be in stable circling flight: The limit should be between.

[0071] 3) Heading maneuvering flight

[0072] If the conditions of stable level flight and stable hovering are not met, it is considered as heading maneuvering flight.

[0073] at this time, The limit should be between.

[0074] c) Calculation of given lateral overload

[0075] 1) Heading maneuvering flight

[0076] Calculate the given lateral overload:

[0077]

[0078] where α T is the aircraft angle of attack, γ is the aircraft roll angle, M is the aircraft Mach number, and T is the time constant. When the given heading is manually set, the pilot has expectations for lateral maneuvers.

[0079] 2)n T Limiting

[0080] Heading guidance control and altitude and speed control are used in coordination. Usually, heading control is completed first, followed by altitude and speed control.

[0081] When the given altitude is greater than the current altitude and the altitude difference is large (more than 1 / 4 of the fuel-saving cruising altitude), the heading control is not urgent and the given lateral overload n T The limit is relatively strict and should be no more than 0.5g;

[0082] When the given altitude is greater than the current altitude and the altitude difference is small (no more than 1 / 4 of the fuel-saving cruising altitude), n T Should not be greater than K ΔH ×ΔH; where ΔH = current altitude - given altitude;

[0083] When the given altitude is equal to or less than the previous altitude, it means that the altitude has been basically controlled, the heading control is urgent, and the given lateral overload n T Should not exceed 1g.

[0084] 3) Calculate the given roll angle

[0085] Calculate the given roll angle based on the normal incremental overload and the given lateral overload:

[0086]

[0087] Where n B Overload for normal increment.

[0088] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for rapid aircraft heading guidance control, characterized in that: include: Receive current C&D heading Get the export heading of the previous beat Calculate the current C&D heading deviation: Calculate the current derived heading increment The coefficient K is determined according to the change amplitude or oscillation amplitude of the command heading in the set time period, and the value range of the coefficient K is [0,1]; Determine the aircraft's lateral flight state based on the commanded heading and commanded heading deviation, and use the corresponding limit standard to increase the current derived heading according to the aircraft's lateral flight state. To limit the clipping; Based on the current derived heading increment after clipping Calculate the given lateral overload and the given roll angle.

2. The method for rapid aircraft heading guidance control according to claim 1, characterized in that: The aircraft's lateral flight states include: stable level flight, stable circling flight and heading maneuvering flight.

3. The method for rapid aircraft heading guidance control according to claim 2, characterized in that: When the aircraft meets all of the following preset conditions, the aircraft's lateral flight state is stable level flight; all of the preset conditions include: Within a set length period, in, is the derived heading increment of the last two beats, K δΨ is the signal resolution ratio coefficient, Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, For the charge heading of the previous beat, is the derived heading of the previous beat, K T is the short-period ratio coefficient, The difference between the current derived heading increment and the derived heading increment of the previous beat; is the minimum command target heading increment, C1 and C2 are signal period constants, It is the heading increment of the command target.

4. The method for rapid aircraft heading guidance control as claimed in claim 3, characterized in that: Current derived heading increment The amplitude is limited between -0.5×Kt1×(Mmax-M) and +0.5×Kt1×(Mmax-M), where Kt1 is the long-period ratio coefficient.

5. The method for rapid aircraft heading guidance control according to claim 3, characterized in that: When the aircraft does not meet only one of the preset conditions for a set period of time, When the aircraft is in lateral flight state, it is in stable circling flight.

6. The method for rapid aircraft heading guidance control as claimed in claim 5, characterized in that: When the aircraft's lateral heading flight state is stable circling flight, the current derived heading increment The limit should be and between.

7. The method for rapid aircraft heading guidance control according to claim 5, characterized in that: When the aircraft's lateral heading flight state does not belong to stable circling flight and does not belong to stable level flight, the aircraft's lateral heading flight state is heading maneuvering flight.

8. The method for rapid aircraft heading guidance control according to claim 7, characterized in that: When the aircraft's lateral heading flight state is heading maneuvering flight, the current derived heading increment Limit at and between.

9. The method for rapid aircraft heading guidance control according to claim 7, characterized in that: Given lateral overload n T The calculation formula is: where α T is the aircraft angle of attack, γ is the aircraft roll angle, M is the aircraft Mach number, and T is the time constant; Given the roll angle γ g The calculation formula is: n B Overload for normal increment.

10. The method for rapid aircraft heading guidance control according to claim 9, characterized in that: For a given lateral overload n T Limiting, limiting methods include: When the altitude difference between the given altitude and the current altitude is greater than 1 / 4 of the fuel-saving cruising altitude, the given lateral overload n T Not more than 0.5g; When the altitude difference between the given altitude and the current altitude is greater than 0 and less than 1 / 4 of the fuel-saving cruising altitude, n T No more than K ΔH ×ΔH; where ΔH = current altitude - given altitude; K ΔH is the height difference coefficient; When the given height is equal to or less than the front height, the given lateral overload n T Not more than 1g.

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