Automatic throttle nonlinear control method and device for automatic landing of an airplane
By introducing the throttle system model Wp(s) transfer and time delay compensation and PD controller into the Smith control method, combined with feedforward lead-lag correction, the response lag and overshoot problems of the automatic throttle control system are solved, and the stability and trajectory control accuracy of fully automatic landing are improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SHENYANG AIRCRAFT DESIGN INST AVIATION IND CORP OF CHINA
- Filing Date
- 2025-05-08
- Publication Date
- 2026-06-12
Smart Images
Figure CN120397272B_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of flight control, and specifically relates to a nonlinear control method and device for automatic throttle of an aircraft for fully automatic landing. Background Technology
[0002] Fully automated landing on a mobile platform is an advanced aircraft landing method. It is the only way to recover aircraft in adverse weather conditions such as heavy fog, sandstorms, and heavy snow. It can significantly improve the safety and accuracy of aircraft landing and reduce the workload of pilots.
[0003] Approach power compensation technology is a crucial component of fully automatic landing control technology. It primarily addresses speed instability during low-speed approach and improves trajectory control accuracy. Its core inner-loop control is the automatic throttle control system, which is typically an electromechanical control system. However, mechanical transmissions (such as cable structures) contain inherent time delays and other nonlinear elements, leading to system response lag, large overshoot, and long settling times, thus affecting stability. Traditional Smith control methods are commonly used to handle nonlinearities in mechanical transmissions. Figure 1 As shown, it eliminates the effect of time delay by compensating for the time delay, but requires the model to be perfectly matched. However, under the complex working conditions of approach power compensation, it is difficult for the model to achieve a perfect match, which affects the safety of fully automatic landing. Summary of the Invention
[0004] This application provides a nonlinear control method and device for the automatic throttle of an aircraft for fully automatic landing. It improves upon the classic Smith control method and solves the stability problem of the automatic throttle control system under time delay conditions.
[0005] The first aspect of this application provides a nonlinear control method for the automatic throttle of an aircraft for fully automatic landing, mainly including:
[0006] Step S1: Obtain the throttle control input X(s);
[0007] Step S2: Perform feedforward lead-lag correction on the throttle control input X(s) to obtain the correction value A;
[0008] Step S3: Superimpose a negative feedback Y′(s) containing a PD controller onto the correction value A to form the throttle control quantity E(s);
[0009] Step S4: Perform automatic throttle control system transmission calculation on the throttle control quantity E(s) to obtain the throttle output quantity U(s);
[0010] Step S5: Perform automatic throttle output calculation on the throttle output U(s) to obtain the actuator output Y(s). The automatic throttle execution system includes a throttle system model W. p (s) and first time delay compensation
[0011] Step S6: Perform throttle system modeling on the throttle output quantity U(s). p (s) operation to form the first control quantity B1, and perform second time delay compensation on the first control quantity. The calculation generates the second control quantity B2;
[0012] Step S7: After applying the second control quantity B2 to the controller output quantity Y(s), the negative feedback is input to the PD controller. The output result of the PD controller is then superimposed with the first control quantity B1 to form the negative feedback Y′(s).
[0013] Preferably, in step S2, the transfer function used for the feedforward lead-lag correction is: Where a and T are adjustment parameters, and s is the Laplace operator;
[0014] The adjustment parameter T is determined by the following formula:
[0015] T = KL / (V) ref ·sinθ), where K is the aerodynamic correction factor, L is the runway length, θ is the glide slope angle, and V ref For landing speed;
[0016] The adjustment parameter 'a' is determined by the following formula:
[0017] a = 1.5 + 0.5ΔV / V ref , where ΔV is the real-time airspeed error.
[0018] Preferably, in step S6, the second time delay compensation The time was obtained based on statistics of the mechanical characteristics of multiple aircraft after installation.
[0019] Preferably, in step S7, the time constant T of the PD controller... D Determined through simulation;
[0020] Preferably, in step S7, when superimposing the output of the PD controller with the first control quantity B1, the step further includes setting a scaling factor Kp for the output of the PD controller:
[0021] Kp = η·(J / M) 0.5 ;
[0022] Where J is the engine moment of inertia, M is the aircraft mass, and η is the damping correction factor, with a value of 0.8 to 1.2.
[0023] The second aspect of this application provides an automatic throttle nonlinear control device for fully automatic aircraft landing, mainly comprising:
[0024] The input quantity acquisition module is used to acquire the throttle control input quantity X(s);
[0025] The feedforward lead-lag correction control module is used to perform feedforward lead-lag correction on the throttle control input X(s) to obtain the correction value A;
[0026] The throttle control quantity acquisition module is used to superimpose a negative feedback Y′(s) containing a PD controller onto the correction value A to form the throttle control quantity E(s);
[0027] An automatic throttle control module is used to perform automatic throttle control system transmission calculation on the throttle control quantity E(s) to obtain the throttle output quantity U(s);
[0028] The automatic throttle execution module is used to perform automatic throttle execution system transfer calculations on the throttle output U(s) to obtain the actuator output Y(s). The automatic throttle execution system includes a throttle system model W. p (s) and first time delay compensation
[0029] The automatic throttle execution parameter acquisition module is used to perform throttle system model W on the throttle output quantity U(s). p (s) operation to form the first control quantity B1, and perform second time delay compensation on the first control quantity. The calculation generates the second control quantity B2;
[0030] The PD control module is used to input the second control quantity B2 into the PD controller after applying negative feedback to the controller output quantity Y(s), and then superimpose the first control quantity B1 on the output result of the PD controller to form the negative feedback Y′(s).
[0031] Preferably, in the feedforward lead-lag correction control module, the transfer function used for the feedforward lead-lag correction is: Where a and T are adjustment parameters, and s is the Laplace operator;
[0032] The adjustment parameter T is determined by the following formula:
[0033] T = KL / (V) ref ·sinθ), where K is the aerodynamic correction factor, L is the runway length, θ is the glide slope angle, and V ref For landing speed;
[0034] The adjustment parameter 'a' is determined by the following formula:
[0035] a = 1.5 + 0.5ΔV / V ref , where ΔV is the real-time airspeed error.
[0036] Preferably, in the automatic throttle execution module, the second time delay compensation e -τms The time was obtained based on statistics of the mechanical characteristics of multiple aircraft after installation.
[0037] Preferably, in the PD control module, the time constant T of the PD controller is... D Determined through simulation.
[0038] Preferably, in the PD control module, when the output result of the PD controller is superimposed with the first control quantity B1, the method further includes setting a proportional coefficient Kp for the output result of the PD controller:
[0039] Kp = η·(J / M) 0.5 ;
[0040] Where J is the engine moment of inertia, M is the aircraft mass, and η is the damping correction factor, with a value of 0.8 to 1.2.
[0041] This application enables rapid aircraft response, enhances robustness to changes in model parameters, improves aircraft approach power compensation, and enhances trajectory control accuracy. Attached Figure Description
[0042] Figure 1 This is a schematic diagram of the existing Smith control method.
[0043] Figure 2 This is a control principle diagram of a preferred embodiment of the nonlinear control method for automatic throttle of fully automatic aircraft landing according to this application. Detailed Implementation
[0044] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0045] The first aspect of this application provides a nonlinear control method for the automatic throttle of an aircraft for fully automatic landing, such as... Figure 2 As shown, it mainly includes:
[0046] Step S1: Obtain the throttle control input X(s);
[0047] Step S2: Perform feedforward lead-lag correction on the throttle control input X(s) to obtain the correction value A;
[0048] Step S3: Superimpose a negative feedback Y′(s) containing a PD controller onto the correction value A to form the throttle control quantity E(s);
[0049] Step S4: Perform automatic throttle control system transmission calculation on the throttle control quantity E(s) to obtain the throttle output quantity U(s);
[0050] Step S5: Perform automatic throttle output calculation on the throttle output U(s) to obtain the actuator output Y(s). The automatic throttle execution system includes a throttle system model W. p (s) and first time delay compensation
[0051] Step S6: Perform throttle system modeling on the throttle output quantity U(s). p (s) operation to form the first control quantity B1, and perform second time delay compensation on the first control quantity. The calculation generates the second control quantity B2;
[0052] Step S7: After applying the second control quantity B2 to the controller output quantity Y(s), the negative feedback is input to the PD controller. The output result of the PD controller is then superimposed with the first control quantity B1 to form the negative feedback Y′(s).
[0053] contrast Figure 1 and Figure 2 , Figure 1 The schematic diagram shows the existing Smith control method. The throttle control input X(s) is fed back by negative feedback and first passes through W... c (s) function passing, W c (s) is the actual transfer function of the automatic throttle controller. The output U(s) is used to drive the automatic throttle actuator system, which is a conventional PID controller, and then passes through the automatic throttle actuator system transfer function W. p (s)e -τs W p (s) is the mathematical model of the actuator, which can be constructed based on the principles of its constituent structures such as motors, connecting rods, and cables. -τs As a time delay element, the output U(s) of the automatic throttle controller transfer function is processed by W. τ After (s) is passed, it is connected to the automatic throttle actuator transfer function W. p (s)e -τs The output results are combined and superimposed as negative feedback onto the throttle control input X(s), where W τ (s)=(1-e -τs W p (s).
[0054] Based on the Smith control method, this application adds a throttle system model W. p (s) Transmission and Delay Compensation The steps include PD control and feedforward lead-lag correction. First, the transfer function W of the existing automatic throttle execution system is... p (s)e -τs Decompose the system to obtain the throttle system model W. p (s) and time delay, to distinguish it from the time delay of the traditional Smith control method, refer to Figure 2 The time delay label of the original Smith control method is the first time delay compensation. The delay marker added in this application is the second delay compensation. Throttle system model W p (s) and the second time delay compensation As the basis for the control scheme, in step S6, the transfer function W of the existing automatic throttle execution system is used. p (s)e -τs Parallel computing is employed. Building upon this, in step S7, a PD controller is introduced to dynamically compensate for the error between theoretical and actual parameters, feeding it back to the input in advance to suppress oscillations caused by time delay mismatch. Finally, in step S2, a lead-lag correction step is added to counteract the amplification effect of the PD control on disturbances, reducing overshoot and improving the system's dynamic characteristics.
[0055] Through the above methods, this application can effectively solve the problems of response lag, large overshoot, and long adjustment time caused by nonlinear time delay, improve the stability of the system, and thus improve the approach power compensation effect and improve the trajectory control accuracy.
[0056] In some optional implementations, in step S2, the transfer function used for the feedforward lead-lag correction is: Where a and T are adjustment parameters, and s is the Laplace operator; the adjustment parameter T is determined by the following formula:
[0057] T = KL / (V) ref ·sinθ), where K is the aerodynamic correction factor, L is the runway length, θ is the glide slope angle, and V ref For landing speed;
[0058] The adjustment parameter 'a' is determined by the following formula:
[0059] a = 1.5 + 0.5ΔV / V ref , where ΔV is the real-time airspeed error.
[0060] In some alternative implementations, in step S6, the second delay compensation The time is obtained by statistical analysis of the mechanical characteristics of multiple aircraft after installation, for example, by calculating the average value based on the statistical time delay results.
[0061] In some alternative implementations, in step S7, the time constant T of the PD controller D The time constant T is determined through simulation. In this embodiment, based on the automatic throttle response characteristics required for fully automatic landing, the time constant T is determined through simulation. D It can be adjusted according to the specific characteristics after installation.
[0062] In some optional embodiments, when the output of the PD controller is superimposed on the first control quantity B1 in the PD control module, it further includes setting a proportional coefficient Kp for the output of the PD controller:
[0063] Kp = η·(J / M) 0.5 ;
[0064] Where J is the engine moment of inertia, M is the aircraft mass, and η is the damping correction factor, with a value of 0.8 to 1.2.
[0065] This embodiment introduces mass-thrust coupling parameter optimization, improving the environmental adaptability and robustness of the control system. Specifically, by increasing the proportional coefficient Kp, the transfer function of the PD controller becomes Kp(1+T) / (1+T). D s).
[0066] A second aspect of this application provides an automatic throttle nonlinear control device for fully automatic aircraft landing, corresponding to the above-described method, mainly comprising:
[0067] The input quantity acquisition module is used to acquire the throttle control input quantity X(s);
[0068] The feedforward lead-lag correction control module is used to perform feedforward lead-lag correction on the throttle control input X(s) to obtain the correction value A;
[0069] The throttle control quantity acquisition module is used to superimpose a negative feedback Y′(s) containing a PD controller onto the correction value A to form the throttle control quantity E(s);
[0070] An automatic throttle control module is used to perform automatic throttle control system transmission calculation on the throttle control quantity E(s) to obtain the throttle output quantity U(s);
[0071] The automatic throttle execution module is used to perform automatic throttle execution system transfer calculations on the throttle output U(s) to obtain the actuator output Y(s). The automatic throttle execution system includes a throttle system model W. p (s) and first time delay compensation
[0072] The automatic throttle execution parameter acquisition module is used to perform throttle system model W on the throttle output quantity U(s). p (s) operation to form the first control quantity B1, and perform second time delay compensation on the first control quantity. The calculation generates the second control quantity B2;
[0073] The PD control module is used to input the second control quantity B2 into the PD controller after applying negative feedback to the controller output quantity Y(s), and then superimpose the first control quantity B1 on the output result of the PD controller to form the negative feedback Y′(s).
[0074] In some optional embodiments, in the feedforward lead-lag correction control module, the transfer function used for the feedforward lead-lag correction is: Where a and T are adjustment parameters, and s is the Laplace operator;
[0075] The adjustment parameter T is determined by the following formula:
[0076] T = KL / (V) ref ·sinθ), where K is the aerodynamic correction factor, L is the runway length, θ is the glide slope angle, and V ref For landing speed;
[0077] The adjustment parameter 'a' is determined by the following formula:
[0078] a = 1.5 + 0.5ΔV / V ref , where ΔV is the real-time airspeed error.
[0079] In some alternative embodiments, in the automatic throttle execution module, the second time delay compensation The time was obtained based on statistics of the mechanical characteristics of multiple aircraft after installation.
[0080] In some alternative implementations, in the PD control module, the time constant T of the PD controller... D Determined through simulation.
[0081] In some optional embodiments, when the output of the PD controller is superimposed on the first control quantity B1 in the PD control module, it further includes setting a proportional coefficient Kp for the output of the PD controller:
[0082] Kp = η·(J / M) 0.5 ;
[0083] Where J is the engine moment of inertia, M is the aircraft mass, and η is the damping correction factor, with a value of 0.8 to 1.2.
[0084] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A nonlinear control method for automatic throttle in fully automatic aircraft landing, characterized in that, include: Step S1: Obtain the throttle control input X(s); Step S2: Perform feedforward lead-lag correction on the throttle control input X(s) to obtain the correction value A; Step S3: Superimpose a negative feedback loop containing a PD controller onto the correction value A. This forms the throttle control quantity E(s); Step S4: Perform automatic throttle control system transmission calculation on the throttle control quantity E(s) to obtain the throttle output quantity U(s); Step S5: Perform automatic throttle output calculation on the throttle output U(s) to obtain the actuator output Y(s). The automatic throttle output system includes a throttle system model. With the first delay compensation ; Step S6: Perform a throttle system model on the throttle output quantity U(s). The calculation generates a first control quantity B1, and a second time delay compensation is applied to the first control quantity. The calculation generates the second control quantity B2; Step S7: After applying the second control quantity B2 to the controller output quantity Y(s) as negative feedback, the result is input to the PD controller. The output result of the PD controller is then superimposed with the first control quantity B1 to form the negative feedback. ; In step S2, the transfer function used for the feedforward lead-lag correction is: ;in, To adjust the parameters, s is the Laplace operator; The adjustment parameter T is determined by the following formula: T=KL / (V ref ·sinθ), where K is the aerodynamic correction factor, L is the runway length, θ is the glide slope angle, and V ref For landing speed; Adjust parameters Determined by the following formula: =1.5+0.5ΔV / V ref , where ΔV is the real-time airspeed error.
2. The nonlinear control method for automatic throttle during fully automatic aircraft landing as described in claim 1, characterized in that, In step S6, the second delay compensation The time was obtained based on statistics of the mechanical characteristics of multiple aircraft after installation.
3. The nonlinear control method for automatic throttle during fully automatic aircraft landing as described in claim 1, characterized in that, In step S7, the time constant of the PD controller Determined through simulation.
4. The nonlinear control method for automatic throttle during fully automatic aircraft landing as described in claim 1, characterized in that, In step S7, when the output of the PD controller is superimposed with the first control quantity B1, the step further includes setting the scaling factor Kp of the output of the PD controller: Kp=η·(J / M) 0.5 ; Where J is the engine moment of inertia, M is the aircraft mass, and η is the damping correction factor, with a value of 0.8 to 1.
2.
5. A nonlinear control device for automatic throttle during fully automatic aircraft landing, characterized in that, include: The input quantity acquisition module is used to acquire the throttle control input quantity X(s); The feedforward lead-lag correction control module is used to perform feedforward lead-lag correction on the throttle control input X(s) to obtain the correction value A; The throttle control quantity acquisition module is used to superimpose a negative feedback including a PD controller onto the correction value A. This forms the throttle control quantity E(s); An automatic throttle control module is used to perform automatic throttle control system transmission calculation on the throttle control quantity E(s) to obtain the throttle output quantity U(s); An automatic throttle execution module is used to perform automatic throttle execution system transfer calculations on the throttle output U(s) to obtain the actuator output Y(s). The automatic throttle execution system includes a throttle system model. With the first delay compensation ; The automatic throttle execution parameter acquisition module is used to perform throttle system modeling on the throttle output quantity U(s). The calculation generates a first control quantity B1, and a second time delay compensation is applied to the first control quantity. The calculation generates the second control quantity B2; The PD control module is used to apply the second control quantity B2 as negative feedback to the controller output quantity Y(s), and then input it to the PD controller. The output result of the PD controller is then superimposed with the first control quantity B1 to form the negative feedback. ; In the feedforward lead-lag correction control module, the transfer function used for the feedforward lead-lag correction is: ;in, To adjust the parameters, s is the Laplace operator; The adjustment parameter T is determined by the following formula: T=KL / (V ref ·sinθ), where K is the aerodynamic correction factor, L is the runway length, θ is the glide slope angle, and V ref For landing speed; Adjust parameters Determined by the following formula: =1.5+0.5ΔV / V ref , where ΔV is the real-time airspeed error.
6. The automatic throttle nonlinear control device for fully automatic aircraft landing as described in claim 5, characterized in that, In the automatic throttle execution module, the second time delay compensation The time was obtained based on statistics of the mechanical characteristics of multiple aircraft after installation.
7. The automatic throttle nonlinear control device for fully automatic aircraft landing as described in claim 5, characterized in that, In the PD control module, the time constant of the PD controller Determined through simulation.
8. The automatic throttle nonlinear control device for fully automatic aircraft landing as described in claim 5, characterized in that, In the PD control module, when the output result of the PD controller is superimposed with the first control quantity B1, the method further includes setting a proportional coefficient Kp for the output result of the PD controller: Kp=η·(J / M) 0.5 ; Where J is the engine moment of inertia, M is the aircraft mass, and η is the damping correction factor, with a value of 0.8 to 1.2.