Aircraft heading quick guidance control method

Abstract

The application belongs to the technical field of aerospace, and particularly relates to a kind of aircraft heading quick guidance control method, receive current command heading, obtain the derived heading of last beat, calculate the current command heading deviation: calculate the current derived heading increment, wherein coefficient K is determined according to the change amplitude or oscillation amplitude of command heading in a set time period, the value range of coefficient K is [0, 1]; determine the aircraft lateral flight state according to command heading and command heading deviation, and limit the current derived heading increment according to the corresponding amplitude limiting standard of aircraft lateral flight state; calculate the given lateral overload and given roll angle according to the current derived heading increment after limiting. The application is suitable for the heading guidance control of aircraft quick occupation, effectively suppresses lateral maneuver transient, and calculates the given lateral overload and given roll angle according to height control state, to realize smooth and quick heading maneuver under different strategies.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of aerospace, and particularly relates to a rapid guidance control method for aircraft heading. BACKGROUND

[0002] The aircraft needs to be rapidly deployed to the designated task area according to the instructions of the air or ground control center, and this needs the coordination of the task system and the flight control system to be completed. With the substantial improvement of the speed and maneuverability of modern aircraft and the complication of the combat environment, the pilot cannot fully undertake the coordination relationship between the task system and the flight control.

[0003] Therefore, it is of great significance to reduce the operation burden of the pilot to rapidly reach the designated combat area and improve the accuracy of combat attack in a complex environment, and to realize the stable and rapid automatic tracking of given elements. SUMMARY

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

[0005] receiving the current control heading obtaining the derived heading of the last beat

[0006] calculating the current control heading deviation:

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

[0008] determining the aircraft lateral heading flight state according to the control heading and the control heading deviation, and limiting the current derived heading increment according to the corresponding amplitude limiting standard of the aircraft lateral heading flight state;

[0009] calculating the given lateral overload and the given roll angle according to the current derived heading increment after limiting the amplitude;

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

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

[0012]

[0013] in a set length period,

[0014] wherein, K is the derived heading increment of the last beat, K δΨ Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, K is the derived heading increment of the last beat, K K is the derived heading increment of the last beat, K T Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, Mmax is the maximum Mach number of the aircraft, M is the current Mach number of the aircraft, the difference between the current derived heading increment and the derived heading increment of the last beat; C1, C2 are signal period constants, C1, C2 are signal period constants,

[0015] Preferably, the current derived heading increment is limited between -0.5 x Kt1 x (Mmax - M) and +0.5 x Kt1 x (Mmax - M), Kt1 being a long period ratio.

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

[0017] Preferably, when the lateral flight state of the aircraft is stable circling flight, the current derived heading increment is limited between and .

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

[0019] Preferably, when the lateral flight state of the aircraft is heading maneuver flight, the current derived heading increment is limited between and .

[0020] Preferably, the given lateral overload n T is calculated according to the following formula:

[0021]

[0022] wherein a T is the angle of attack of the aircraft, g is the lateral roll angle of the aircraft, M is the Mach number of the aircraft, T is a time constant;

[0023] The given lateral roll angle g g is calculated according to the following formula:

[0024]

[0025] n B is the normal incremental overload.

[0026] Preferably, the given lateral overload n T is limited, and the limiting method comprises:

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

[0028] When the height difference between the given height and the current height is greater than 0 and less than 1 / 4 of the fuel-saving cruise height, n T is not greater than K ΔH ×ΔH; wherein ΔH = current height - given height; K ΔH is a height difference coefficient.

[0029] When the given height is equal to or less than the previous height, the given lateral overload n T is not greater than 1g.

[0030] The advantages of the present application include: a) the heading guidance control suitable for aircraft rapid occupancy proposed by the present patent is first proposed, filling the gap in the related field.

[0031] b) the present patent effectively suppresses lateral maneuver transients through filtering and limiting processing of the given heading, and simultaneously calculates the given lateral overload and the given roll angle according to the height control state, to achieve smooth and rapid heading maneuver under different strategies.

[0032] c) the architecture proposed by the present patent is highly versatile and easy to promote, suitable for the design of automatic occupancy guidance flight control of subsequent new research models, and has great application value. BRIEF DESCRIPTION OF DRAWINGS

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

[0034] To make the technical solutions of the present application and their advantages clearer, the technical solutions of the present application will be further clearly and completely described below in combination with the drawings. It should be understood that the specific embodiments described herein are only part of the embodiments of the present application, and are only used to explain the present application, but not to limit the present application. It should be noted that, for the sake of description, only parts related to the present application are shown in the drawings, and other related parts can be referred to the usual design. In the case of no conflict, the embodiments in the present application and the technical features in the embodiments can be combined to obtain new embodiments.

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

[0036] Generally, the control center's control heading period is several seconds, and it may be longer due to signal interference interruption, so the updated control heading changes rapidly. In order to reduce the aircraft maneuver transient, the first step is to perform a smoothing filter process.

[0037] a) Derive heading increment filter processing

[0038] Calculate the control heading increment:

[0039]

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

[0041] Calculate the control heading deviation:

[0042]

[0043] When the change amplitude of the control heading is large or repeated oscillation occurs, the filter processing is performed, that is, the heading increment is derived:

[0044]

[0045] (K takes a value between 0 and 1), otherwise

[0046] The heading deviation filter derivation is shown in Figure 1 .

[0047] b) Derive heading increment limiting processing

[0048] According to the control heading and deviation, the aircraft lateral flight state is determined, and different limiting standards are adopted. Specifically, the following three cases are included:

[0049] 1) Stable level flight

[0050] At the same time, the following conditions are met, that is, the aircraft is determined to be in stable level flight:

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

[0052]

[0053] K δΨ and 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 time variation of the derived heading deviation is not large,

[0055]

[0056] (Condition c) the difference between the previous beat command and the derived heading is not large, i.e.

[0057]

[0058] C1, C2 are related to the update period of the command heading.

[0059] (Condition d) the difference between the derived heading deviation and the previous beat is not large, i.e.

[0060]

[0061] wherein K T is related to the signal update period.

[0062] (Condition e) has a tendency to slow down, i.e.

[0063]

[0064] (Condition f) the given heading is kept constant over a long period (typically 5.5-15 seconds), i.e.

[0065]

[0066] and signal resolution and accuracy.

[0067] In this case, the amplitude limiting is the most stringent and should be between ± [0.5 x Kt1 x (Mmax - M)].

[0068] wherein 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, and M is the current Mach number of the aircraft, is the command 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, C2 are signal period constants, ​To accuse target heading increment.

[0069] 2) Stable circling flight

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

[0071] 3) Heading maneuver flight

[0072] When stable straight flight and stable circling flight are not met, it is determined to be heading maneuver flight

[0073] At this time, The amplitude should be between and

[0074] c) Calculation of given lateral acceleration

[0075] 1) Heading maneuver flight

[0076] Calculate the given lateral acceleration:

[0077]

[0078] Where α T is the angle of attack of the aircraft, γ is the roll angle of the aircraft, M is the Mach number of the aircraft, and T is the time constant. When the given heading is manually set, the pilot has an expectation of lateral maneuver.

[0079] 2) n T Amplitude

[0080] Heading guidance control and altitude speed control are used in conjunction. Generally, heading control is completed first, and altitude speed control is completed later.

[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 acceleration n T should be relatively strict, not more than 0.5g;

[0082] When the given altitude is greater than the current altitude and the altitude difference is small (not more than 1 / 4 of the fuel-saving cruising altitude), n T should be not more than K ΔH ×ΔH; where ΔH = current altitude - given altitude;

[0083] When the given altitude is equal to or less than the current altitude, it means that the altitude has been basically controlled, and the heading control is urgent, and the given lateral acceleration n T should be not more than 1g.

[0084] 3) Calculate the given roll angle

[0085] Given lateral roll angle is calculated from normal incremental overload and given lateral overload:

[0086]

[0087] where n B is the normal incremental overload.

[0088] The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An aircraft heading quick guidance control method, characterized by, Comprising: Receiving a current commanded heading Obtaining a derived heading for a previous beat Calculate current commanded heading deviation: calculating a current derived heading increment wherein the coefficient K is determined according to a change amplitude or an oscillation amplitude of the commanded heading in a set time period, and the coefficient K has a value range of [0, 1]; determining the lateral flight state of the aircraft according to the commanded heading and the commanded heading deviation, and using the corresponding limiting standard according to the lateral flight state of the aircraft to limit the current derived heading increment limiting According to the current derived heading increment after limiting Given lateral acceleration and given roll angle are computed; The lateral flight state of the aircraft is stable level flight when the aircraft meets all of the following preset conditions; all of the preset conditions include: for a set length period, wherein, is the derived heading increment of the previous beat, 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, is the command heading of the previous beat, is the derived heading of the previous beat, K T is the short period ratio coefficient, is 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, C2 are signal period constants, is the command target heading increment; When the aircraft only fails to meet one of the preset conditions for a set length of time, the aircraft cross-range flight state is stable circling flight. The lateral flight state of the aircraft is heading maneuver flight when the lateral flight state of the aircraft does not belong to stable circling flight and does not belong to stable level flight.

2. The aircraft heading quick guidance control method of claim 1, wherein, The lateral flight state of the aircraft includes: stable level flight, stable circling flight and heading maneuver flight.

3. The aircraft heading quick guidance control method of claim 1, wherein, Current export heading increment clipping between -0.5 x Kt1 x (Mmax - M) and +0.5 x Kt1 x (Mmax - M), Kt1 being a long-period ratio coefficient.

4. The aircraft heading quick guidance control method of claim 1, wherein, The current derived heading increment is calculated as follows: The amplitude should be limited to and .

5. The aircraft heading quick guidance control method of claim 1, wherein, The current derived heading increment is derived from the current heading error when the aircraft is in a crosswind flight condition and the aircraft is in a heading-hold flight condition clipped between and .

6. The aircraft heading quick guidance control method of claim 1, wherein, Given lateral overload n T The calculation formula is: where a T is the angle of attack of the aircraft, γ is the roll angle of the aircraft, M is the Mach number of the aircraft, and T is a time constant; Given the roll angle γ g The formula for the calculation is: n B is the normal incremental overload.

7. The aircraft heading quick guidance control method of claim 6, wherein, For a given lateral overload n T Amplitude limiting, the amplitude limiting method comprising: When the height difference between the given height and the current height is greater than 1 / 4 of the fuel saving cruise altitude, the given lateral G-load n T is not greater than 0.5 g; When the height difference between the given height and the current height is greater than 0 and less than 1 / 4 of the fuel-saving cruise height, n T is not greater than K ΔH ×ΔH; wherein, ΔH = current height - given height; K ΔH is a height difference coefficient; when the given altitude is equal to or less than the previous altitude, the given lateral overload n T not greater than 1 g.

Images