Stability augmentation flight control method based on distributed pressure measurement and distributed propulsion

Abstract

The present application belongs to the field of flight control technology, and discloses a stability augmentation flight control method based on distributed pressure measurement and distributed propulsion. The stability augmentation flight control method comprises installing distributed propellers and distributed pressure sensors; obtaining aerodynamic data and pressure distribution under differential power; measuring the pressure distribution on the surface of the wing; establishing a differential control law for the distributed propellers; performing differential control of the distributed propellers; improving the heading stability and attitude stability. The stability augmentation flight control method distributes the propellers and pressure sensors on the upper surface of the wings on both sides of the aircraft, measures the pressure distribution on both sides of the wing, adjusts the flow field on both sides of the wing by differential control of the distributed propellers, and performs lift augmentation and drag reduction, thereby realizing power differential wind-resistant flight control driven by flow field sensing, improving the heading stability and attitude stability of the aircraft, and improving the flight safety of the aircraft in complex wind field environments such as strong wind and rapid wind direction changes.

Description

Technical Field

[0001] This invention belongs to the field of flight control technology, specifically relating to a stability-enhancing flight control method based on distributed pressure measurement and distributed propulsion. Background Technology

[0002] Distributed-powered aircraft are a novel type of aircraft with a propulsion system consisting of multiple electric propellers or small ducted fans distributed across the fuselage or wings. This distributed propulsion approach reduces the requirements and design difficulties of a single large engine, lowers aircraft noise, improves stability and wind resistance, enhances propulsion system safety, and shortens takeoff and landing distances, making it widely applicable in both civilian and military fields. However, this new layout and propulsion method also face numerous challenges. For example, in differential-powered stabilization and wind-resistant flight, how to determine the thrust required from each ducted fan and what the basis for stabilization control is? Without resolving these issues, it will be difficult to achieve differential-powered stabilization and wind-resistant flight technology.

[0003] Existing stability-enhancing flight control methods primarily achieve this through aircraft variability or changes in control parameters. The Chinese Patent Document Database discloses an invention titled "A Variable Stability Stealth Aircraft Control Method Based on Embedded Vertical Tail" (CN115857523A). This method improves the directional stability and maneuverability of tailless aircraft during high-maneuvers by designing control laws for embedded control surfaces that adapt to the aircraft's bank angle. While this control method enhances directional stability, the stability and failure rate during the variability transition process cannot be ignored due to the need for variability adjustments.

[0004] The Chinese Patent Document Database discloses an invention entitled "Yaw Torque Suppression Method for Distributed Electric Propulsion Aircraft" (CN117416221A). This yaw torque suppression method obtains the yaw torque caused by internal faults in the distributed electric propulsion system based on motor status parameters and aircraft characteristic parameters, and then suppresses the yaw torque caused by the fault by controlling the speed of each motor. This yaw torque suppression method enhances directional stability after a fault by monitoring the motor status and converting the corresponding fault into yaw torque. However, this yaw torque suppression method cannot take into account the influence of environmental factors such as wind disturbance, and cannot effectively counteract the yaw torque in strong winds.

[0005] Currently, there is an urgent need to develop a flight control method based on distributed pressure measurement and distributed propulsion. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a flight stability augmentation control method based on distributed pressure measurement and distributed propulsion, so as to overcome the defects of the prior art.

[0007] In actual flight, due to the influence of environmental wind disturbances, the vacuum speed is not equal to the ground speed, and the direction of the incoming flow is not directly towards the nose. To counteract the impact of environmental wind disturbances on directional stability, the stability-enhancing flight control method based on distributed pressure measurement and distributed propulsion of this invention measures the pressure distribution on the wing surface using distributed pressure sensors, and differentially controls the distributed propulsion according to the pressure distribution, thereby reducing the flow field difference between the two wings and improving the directional and attitude stability of the aircraft.

[0008] The flight stability enhancement control method based on distributed pressure measurement and distributed propulsion of the present invention includes the following steps:

[0009] S10. Install distributed thrusters and distributed pressure sensors;

[0010] Distributed thrusters and distributed pressure sensors are installed on the upper surfaces of both wings of the aircraft; the thrusters are installed on the trailing edge of the upper wing surface and are symmetrically distributed on the left and right; the pressure sensors are installed on the surface of the upper wing surface and are symmetrically distributed on the left and right.

[0011] Among them, Y ij Y represents a group of pressure sensors arranged in the i-th row and j-th column on both sides of the wing. ij左 Y represents the pressure sensor arranged in the i-th row and j-th column of the left wing. ij右 This represents the pressure sensor located in the i-th row and j-th column of the right wing; Y represents the asymmetric resultant force on both sides of the wing; L ij M represents the distance between the pressure sensor located in the i-th row and j-th column of each wing and the longitudinal axis of the fuselage. ij M represents the asymmetric torque generated by a group of pressure sensors arranged in the i-th row and j-th column on both sides of the wing; m represents the number of rows of pressure sensors on each side; and n represents the number of columns of pressure sensors on each side.

[0012] The calculation formula is as follows:

[0013]

[0014]

[0015] S20. Obtain aerodynamic data and pressure distribution under differential power;

[0016] Based on the pre-set differential power of the thrusters on both sides of the aircraft, wind tunnel tests or numerical simulations are conducted to obtain aerodynamic data and pressure distribution under differential power, and roll moment curves and yaw moment curves under differential thruster control are obtained.

[0017] S30. Measure the pressure distribution on the wing surface;

[0018] Flight tests were conducted, and the asymmetric forces and moments on both sides of the aircraft wings caused by wind disturbance were calculated by measuring the pressure distribution through distributed pressure sensors.

[0019] S40. Establish the differential control law for the distributed thruster;

[0020] The asymmetric forces and asymmetric moments on both sides of the wing are classified into four modes: Y k ∈{Y1,Y2,Y3,Y4} and M h ∈{M1,M2,M3,M4}, where k is the mode of asymmetric forces on both sides of the wing, and the value of k is 1, 2, 3 or 4; h is the mode of asymmetric moments on both sides of the wing, and the value of h is 1, 2, 3 or 4.

[0021] Establish the distributed thruster differential control law D:

[0022]

[0023] Among them, no differential means that the thrusters on both sides of the wing are fully open and at maximum power; 20% differential means that the left thruster is at 100% power and the right thruster is at 80% power; 50% differential means that the left thruster is at 100% power and the right thruster is at 50% power; 100% differential means that the left thruster is at 100% power and the right thruster is at idle.

[0024] S50. Perform distributed thruster differential control;

[0025] Determine the asymmetric force Y on both sides of the wing during the flight test. k Asymmetric torque M h Which mode of the distributed thruster differential control law D in S40 is it in?

[0026] S60. Improves heading and attitude stability;

[0027] Differential control of the distributed thruster is performed according to equation (3) of S40 to improve heading stability and attitude stability.

[0028] Furthermore, the propulsion device is a ducted fan.

[0029] The stability-enhancing flight control method based on distributed pressure measurement and distributed propulsion of the present invention distributes thrusters and pressure sensors on the upper surface of the wings on both sides of the aircraft, measures the pressure distribution on both sides of the wings, and reduces the flow field on both sides of the wings by differential control of the distributed thrusters, thereby increasing lift and reducing drag. This realizes dynamic differential wind-resistant flight control driven by flow field perception, improves the directional stability and attitude stability of the aircraft, and enhances the flight safety of the aircraft in complex wind field environments such as strong winds and rapid changes in wind direction. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of a distributed-powered aircraft.

[0031] Figure 2 The curve showing the effect of the dynamic differential on the yaw moment of a distributed-powered aircraft;

[0032] Figure 3 The curve showing the effect of dynamic differential on the rolling moment of a distributed-powered aircraft;

[0033] Figure 4 This is a flowchart of the flight stabilization control method based on distributed pressure measurement and distributed propulsion of the present invention.

[0034] In the diagram, 1. Thruster; 2. Pressure sensor. Detailed Implementation

[0035] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0036] Example: The distributed powered aircraft of this example is shown below. Figure 1 , Figure 1 In the diagram, number 1 represents the thruster and number 2 represents the pressure sensor.

[0037] like Figure 4 As shown, the flight stabilization control method based on distributed pressure measurement and distributed propulsion in this embodiment includes the following steps:

[0038] S10. Install distributed thrusters and distributed pressure sensors;

[0039] Distributed thrusters and distributed pressure sensors are installed on the upper surfaces of both wings of the aircraft; the thrusters are installed on the trailing edge of the upper wing surface and are symmetrically distributed on the left and right; the pressure sensors are installed on the surface of the upper wing surface and are symmetrically distributed on the left and right.

[0040] Among them, Y ij Y represents a group of pressure sensors arranged in the i-th row and j-th column on both sides of the wing. ij左 Y represents the pressure sensor arranged in the i-th row and j-th column of the left wing. ij右 This represents the pressure sensor located in the i-th row and j-th column of the right wing; Y represents the asymmetric resultant force on both sides of the wing; L ij M represents the distance between the pressure sensor located in the i-th row and j-th column of each wing and the longitudinal axis of the fuselage. ij M represents the asymmetric torque generated by a group of pressure sensors arranged in the i-th row and j-th column on both sides of the wing; m represents the number of rows of pressure sensors on each side; and n represents the number of columns of pressure sensors on each side.

[0041] The calculation formula is as follows:

[0042]

[0043]

[0044] S20. Obtain aerodynamic data and pressure distribution under differential power;

[0045] Based on the pre-set differential power of the thrusters on both sides of the aircraft, wind tunnel tests or numerical simulations are conducted to obtain aerodynamic data and pressure distribution under the differential power, resulting in... Figure 2 , Figure 3 The shown curves are the roll moment and yaw moment curves under differential control of the thruster.

[0046] S30. Measure the pressure distribution on the wing surface;

[0047] Flight tests were conducted, and the asymmetric forces and moments on both sides of the aircraft wings caused by wind disturbance were calculated by measuring the pressure distribution through distributed pressure sensors.

[0048] S40. Establish the differential control law for the distributed thruster;

[0049] The asymmetric forces and asymmetric moments on both sides of the wing are classified into four modes: Y k ∈{Y1,Y2,Y3,Y4} and M h ∈{M1,M2,M3,M4}, where k is the mode of asymmetric forces on both sides of the wing, and the value of k is 1, 2, 3 or 4; h is the mode of asymmetric moments on both sides of the wing, and the value of h is 1, 2, 3 or 4.

[0050] Establish the distributed thruster differential control law D:

[0051]

[0052] Among them, no differential means that the thrusters on both sides of the wing are fully open and at maximum power; 20% differential means that the left thruster is at 100% power and the right thruster is at 80% power; 50% differential means that the left thruster is at 100% power and the right thruster is at 50% power; 100% differential means that the left thruster is at 100% power and the right thruster is at idle.

[0053] S50. Perform distributed thruster differential control;

[0054] Determine the asymmetric force Y on both sides of the wing during the flight test. k Asymmetric torque M h Which mode of the distributed thruster differential control law D in S40 is it in?

[0055] S60. Improves heading and attitude stability;

[0056] Differential control of the distributed thruster is performed according to equation (3) of S40 to improve heading stability and attitude stability.

[0057] Furthermore, the propulsion device is a ducted fan.

[0058] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. For those skilled in the art, all features disclosed in the present invention, or all steps in all methods or processes disclosed, except for mutually exclusive features and / or steps, can be combined in any way without departing from the principles of the present invention. The present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A flight stability augmentation control method based on distributed pressure measurement and distributed propulsion, characterized in that, The aforementioned flight stability enhancement method includes the following steps: S10. Install distributed thrusters and distributed pressure sensors; Distributed thrusters and distributed pressure sensors are installed on the upper surfaces of both wings of the aircraft; the thrusters are installed on the trailing edge of the upper wing surface and are symmetrically distributed on the left and right; the pressure sensors are installed on the surface of the upper wing surface and are symmetrically distributed on the left and right. Among them, Y ij Y represents a group of pressure sensors arranged in the i-th row and j-th column on both sides of the wing. ij左 Y represents the pressure sensor arranged in the i-th row and j-th column of the left wing. ij右 This represents the pressure sensor located in the i-th row and j-th column of the right wing; Y represents the asymmetric resultant force on both sides of the wing; L ij M represents the distance between the pressure sensor located in the i-th row and j-th column of each wing and the longitudinal axis of the fuselage. ij M represents the asymmetric torque generated by a group of pressure sensors arranged in the i-th row and j-th column on both sides of the wing; m represents the number of rows of pressure sensors on each side; and n represents the number of columns of pressure sensors on each side. The calculation formula is as follows: S20. Obtain aerodynamic data and pressure distribution under differential power; Based on the pre-set differential power of the thrusters on both sides of the aircraft, wind tunnel tests or numerical simulations are conducted to obtain aerodynamic data and pressure distribution under differential power, and roll moment curves and yaw moment curves under differential thruster control are obtained. S30. Measure the pressure distribution on the wing surface; Flight tests were conducted, and the asymmetric forces and moments on both sides of the aircraft wings caused by wind disturbance were calculated by measuring the pressure distribution through distributed pressure sensors. S40. Establish the differential control law for the distributed thruster; The asymmetric forces and asymmetric moments on both sides of the wing are classified into four modes: Y k ∈{Y1,Y2,Y3,Y4} and M h ∈{M1,M2,M3,M4}, where k is the mode of asymmetric forces on both sides of the wing, and the value of k is 1, 2, 3 or 4; h is the mode of asymmetric moments on both sides of the wing, and the value of h is 1, 2, 3 or 4. Establish the distributed thruster differential control law D: Among them, no differential means that the thrusters on both sides of the wing are fully open and at maximum power; 20% differential means that the left thruster is at 100% power and the right thruster is at 80% power; 50% differential means that the left thruster is at 100% power and the right thruster is at 50% power; 100% differential means that the left thruster is at 100% power and the right thruster is at idle. S50. Perform distributed thruster differential control; Determine the asymmetric force Y on both sides of the wing during the flight test. k Asymmetric torque M h Which mode of the distributed thruster differential control law D in S40 is it in? S60. Improves heading and attitude stability; Differential control of the distributed thruster is performed according to equation (3) of S40 to improve heading stability and attitude stability.

2. The stability-enhancing flight control method based on distributed pressure measurement and distributed propulsion according to claim 1, characterized in that, The aforementioned propulsion device is a ducted fan.

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