Attitude control method and system for aircraft release and separation process

Abstract

The invention relates to an attitude control method and system in an aircraft release and separation process, and the method comprises the steps: evaluating the rudder deviation amplitude limiting grade of three channels of an aircraft according to the attitude change data of a sub-aircraft, aerodynamic parameters and the balancing range of the aerodynamic parameters, the three channels of the aircraft comprising a pitching channel, a yawing channel and a rolling channel; adjusting rudder deviation amplitude values of three channels of the aircraft according to the rudder deviation amplitude limiting grade; and based on a six-degree-of-freedom simulation model, performing a Monte Carlo test on the adjusted rudder deflection amplitudes of the three channels of the aircraft to obtain a rudder deflection amplitude which enables the attitude of the aircraft to be kept stable in the release and separation process, and realizing attitude control of the aircraft in the release and separation process based on the rudder deflection amplitude. The control capability of an interfered channel is enhanced by adjusting the rudder deflection amplitude of the aircraft, so that the attitude stability of the aircraft in the release and separation process is improved, the structure does not need to be changed, and the control complexity is reduced.

Description

Technical Field

[0001] The present application relates to the field of aircraft attitude control, and specifically to an attitude control method and system for an aircraft launch and separation process. Background Art

[0002] During the flight, the sub-aircraft has a wide range of Mach number, altitude and load, and the flow field and flow characteristics under different angles of attack, sideslip angles, Mach numbers and Reynolds numbers are significantly different. The attitude control of the sub-aircraft after launch and separation has always been a difficult point. On the one hand, it is necessary to ensure that the sub-aircraft does not collide with the main aircraft after separation to ensure the safety of the main aircraft. On the other hand, the attitude control system of the sub-aircraft is required to respond quickly under the interference of unsteady airflow, overcome the interference while maintaining its own attitude stability, and ensure the subsequent completion of the flight test mission.

[0003] To ensure the safety of the main aircraft, the sub-aircraft is typically ejected and separated, quickly detaching from the main aircraft. However, this is subject to significant torque disturbances. While there is strong airflow coupling interference beneath the main aircraft, the sub-aircraft remains uncontrolled until it reaches a safe distance. This indicates that the sub-aircraft will face significant disturbances during the initial operation of the attitude control system. On the one hand, the servo mechanism (air rudder) has a limited deflection angle (typically 30°). On the other hand, the dynamic pressure is typically low at this time, and the control torque generated per unit deflection angle is small, making it difficult to quickly stabilize the sub-aircraft's attitude, making it difficult to ensure attitude stability. To maintain the sub-aircraft's attitude stability, current technologies design the sub-aircraft with strong static stability. When the sub-aircraft faces significant disturbances, it generates a restoring torque through its own stability to maintain attitude stability. However, this approach weakens the servo mechanism's trimming capability, significantly compromising controllability.

[0004] In order to improve the servo control capability, the control torque of the servo mechanism is increased by increasing the rudder area or changing the rudder installation position. Although this method can solve the problem of weakening the servo mechanism's balancing ability due to the strong static stability of the sub-aircraft design, this approach of changing the servo mechanism structure not only increases the complexity of design and control, but also is not conducive to the aerodynamic design of the entire aircraft, forcing the center of pressure to move backward, thereby reducing the stability of the aircraft's launch and separation posture. Summary of the Invention

[0005] The present application provides a method and system for attitude control during the aircraft launch and separation process, which can solve the technical problem of poor sub-aircraft stability existing in the current aircraft launch and separation technology.

[0006] To achieve the above objectives, in a first aspect, the present application provides a method for attitude control during an aircraft launch and separation process, the method comprising: Based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft, the rudder limit level of the aircraft's three channels is evaluated, where the aircraft's three channels include the pitch channel, the yaw channel, and the roll channel.

[0007] According to the rudder amplitude limit level, the rudder amplitude of the three channels of the aircraft is adjusted.

[0008] Based on the six-degree-of-freedom simulation model, a Monte Carlo test was conducted on the adjusted rudder amplitudes of the three channels of the aircraft to obtain the rudder amplitude that keeps the aircraft's attitude stable during the launch and separation process. The attitude control of the aircraft during the launch and separation process was achieved based on the rudder amplitude.

[0009] Furthermore, in one embodiment, before evaluating the rudder limit levels of the three channels of the aircraft, the process further includes: The trimmable range of the aerodynamic parameters of the sub-aircraft is determined according to the free-flow aerodynamic data of the sub-aircraft.

[0010] Based on wind tunnel tests, the attitude change data of the sub-aircraft under the interference of the main aircraft is obtained.

[0011] Furthermore, in one embodiment, the free stream aerodynamic data includes angle of attack, sideslip angle, Mach number, rolling moment, yaw moment, pitching moment, output rudder deflection of the pitch channel, output rudder deflection of the yaw channel, and output rudder deflection of the roll channel.

[0012] Furthermore, in one embodiment, the free stream aerodynamic data is obtained based on fluid dynamics calculations or based on wind tunnel tests in a simulated actual flight environment.

[0013] Furthermore, in one embodiment, the step of assessing the rudder deflection limiting levels of the three aircraft channels based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft includes: Based on the attitude change data, the rudder deflection limit level of the roll channel is first determined, wherein the attitude change data includes the pitch angle rate, the yaw angle rate, and the roll angle rate.

[0014] Then, the rudder deflection limit levels of the pitch channel and yaw channel are determined based on the aerodynamic parameters and the balancing range of the aerodynamic parameters, where the aerodynamic parameters are the aircraft's angle of attack and its sideslip angle.

[0015] Furthermore, in one embodiment, determining the rudder limit level of the roll channel based on the attitude change data includes: If both the pitch rate and the yaw rate are greater than the roll rate, the rudder limit level of the roll channel is the lowest level.

[0016] If the pitch angle rate and yaw angle rate are both less than the roll angle rate, the rudder limit level of the roll channel will be the highest level.

[0017] Furthermore, in one embodiment, determining the rudder deflection limiting levels of the pitch channel and the yaw channel based on the aerodynamic parameters and the trimmable range of the aerodynamic parameters includes: On the premise of determining the rudder limit level of the roll channel, under the same launch and separation conditions, if the angle of attack exceeds its trimmable range first, the rudder limit level of the pitch channel is higher than the rudder limit level of the yaw channel; if the sideslip angle exceeds its trimmable range first, the rudder limit level of the yaw channel is higher than the rudder limit level of the pitch channel.

[0018] Furthermore, in one embodiment, adjusting the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit level includes: Adjust the rudder amplitude of the highest-level aircraft channel to be greater than 2 / 3 of its maximum rudder amplitude.

[0019] Adjust the rudder amplitude of the intermediate-level aircraft channel to be greater than or equal to 1 / 3 of its maximum rudder amplitude and less than or equal to 2 / 3 of its maximum rudder amplitude.

[0020] Adjust the rudder amplitude of the lowest-level aircraft channel to less than 1 / 3 of its maximum rudder amplitude.

[0021] Furthermore, in one embodiment, during the Monte Carlo test, if the adjusted rudder amplitudes of the three channels of the aircraft cannot keep the aircraft's attitude stable during the launch and separation process, the rudder amplitudes of the three channels of the aircraft are adjusted again until a rudder amplitude is obtained that keeps the aircraft's attitude stable during the launch and separation process.

[0022] In a second aspect, based on the above-mentioned attitude control method for the aircraft launch and separation process, the present application provides an attitude control system for the attitude control method for the aircraft launch and separation process, the system comprising: The level module is used to evaluate the rudder limit level of the aircraft's three channels based on the sub-aircraft's attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters. The three channels of the aircraft include the pitch channel, the yaw channel, and the roll channel.

[0023] The adjustment module is used to adjust the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit level.

[0024] The test module is used to conduct Monte Carlo tests on the adjusted rudder amplitudes of the three channels of the aircraft based on a six-degree-of-freedom simulation model, obtain the rudder amplitudes that keep the aircraft's attitude stable during the launch and separation process, and realize attitude control of the aircraft's launch and separation process based on the rudder amplitudes.

[0025] The beneficial effects of the technical solutions provided in the embodiments of the present application include: The present application evaluates the rudder deflection limiting levels of the three channels of the aircraft based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft, adjusts the rudder deflection amplitudes of the three channels of the aircraft according to the rudder deflection limiting levels, and then conducts a Monte Carlo test on the adjusted rudder deflection amplitudes of the three channels of the aircraft based on a six-degree-of-freedom simulation model to obtain the rudder deflection amplitude that keeps the aircraft's attitude stable during the launch and separation process, and realizes attitude control of the aircraft launch and separation process based on the rudder deflection amplitude. By evaluating the rudder deflection limiting levels of each channel of the aircraft and adjusting the rudder deflection amplitudes of each channel of the aircraft according to the rudder deflection limiting levels, the aircraft channels that are more susceptible to interference and require greater control capability have larger rudder deflection amplitudes, which can effectively improve the servo mechanism trimming capability, thereby improving the attitude stability of the sub-aircraft during the launch and separation process, without changing the servo mechanism structure, and reducing the complexity of the aircraft attitude control. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a flow chart of the attitude control method for the aircraft launch and separation process according to an embodiment of the present application.

[0027] Figure 2 This is a block diagram of the attitude control system of the aircraft launch and separation process in an embodiment of the present application. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0029] First, some technical terms in this application are explained to facilitate those skilled in the art to understand this application.

[0030] (1) Rudder deflection: refers to the deflection of the control surfaces (such as ailerons, rudders, elevators, etc.) used to control the flight attitude of an aircraft from their initial position (usually the neutral position, that is, the control surfaces and the fuselage and other structures are in a relatively balanced state). Rudder deflection is a key means for aircraft to perform attitude control and track control. During flight, aircraft will be affected by various internal and external forces, such as aerodynamics, engine thrust changes, wind shear, etc. Through the deflection of the control surfaces, the aircraft can generate corresponding control torque to adjust its attitude and maintain flight stability and controllability.

[0031] (2) Rudder amplitude: Rudder amplitude refers to the size of the rudder surface deflection angle. It is a quantitative indicator and is usually expressed in degrees. Different aircraft and different flight phases have different requirements for rudder amplitude. Generally speaking, the aircraft's control system will limit the rudder amplitude according to the flight status and flight mission to ensure flight safety and flight performance. The size of the rudder amplitude directly affects the control effect and flight performance of the aircraft. If the rudder amplitude is too large, it may cause the aircraft's control torque to be too large, causing the aircraft's attitude to change too quickly, and may even exceed the aircraft's structural strength limit, posing a threat to flight safety. For example, when flying at high speed, an excessive rudder amplitude may cause the aircraft to generate excessive aerodynamic force, thereby damaging the aircraft's structure. If the rudder amplitude is too small, it may not generate enough control torque to adjust the aircraft's attitude, causing the aircraft to be unable to fly according to the predetermined flight trajectory, affecting the completion of the flight mission.

[0032] (3) Balancing range: refers to the parameter range within which the aircraft can be brought into a balanced state by adjusting the control surfaces of the aircraft under given flight conditions.

[0033] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0034] In a first aspect, an embodiment of the present application provides a method for attitude control during an aircraft launch and separation process.

[0035] In one embodiment, see Figure 1 As shown, the attitude control method of the above-mentioned aircraft release and separation process includes: S1. Based on wind tunnel tests, obtain attitude change data of the sub-aircraft under the interference of the main aircraft.

[0036] S2. Determine a trimmable range of aerodynamic parameters of the sub-aircraft based on the free-stream aerodynamic data of the sub-aircraft.

[0037] S3. Assess the rudder deflection limit levels of the three channels of the aircraft based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft.

[0038] S4. Adjust the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit level.

[0039] S5. Based on the six-degree-of-freedom simulation model, a Monte Carlo test is performed on the rudder deflection amplitudes of the three channels of the adjusted aircraft.

[0040] S6. Determine whether the adjusted rudder deflections of the three channels can keep the aircraft's attitude stable during the launch and separation process. If so, proceed to step S7; if not, proceed to step S8.

[0041] S7: Implement attitude control of the aircraft during the launch and separation process based on the rudder deflection amplitude, and end.

[0042] S8. Adjust the rudder deflection amplitudes of the three channels of the aircraft again until a rudder deflection amplitude is obtained that allows the aircraft to maintain a stable attitude during the launch and separation process, and then proceed to step S7.

[0043] In this embodiment, attitude change data is the pitch rate, yaw rate, and roll rate. The aerodynamic parameters are the aircraft's angle of attack and sideslip angle, and the trimmable ranges of the aerodynamic parameters are the trimmable ranges of the angle of attack and the sideslip angle. The three aircraft channels are the pitch channel, the yaw channel, and the roll channel.

[0044] During the launch and separation process of the aircraft, it is necessary to consider not only the aerodynamic characteristics of the free flow of the sub-aircraft, but also the airflow coupling interference between the sub-aircraft and the main aircraft. That is, since the main aircraft and the sub-aircraft are close to each other during the launch and separation process, the airflows passing through their surfaces interfere with each other, generating coupled aerodynamic forces and torques. However, the actual modeling is complex, so the flight data of the simulated separation process of the sub-aircraft under the interference of the main aircraft, that is, the above-mentioned attitude change data, can be obtained through wind tunnel tests.

[0045] This application evaluates the rudder deflection limit levels of the aircraft's pitch channel, yaw channel, and roll channel based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft, and adjusts the rudder deflection amplitude of each channel according to the rudder deflection limit levels of the three channels. Subsequently, based on a six-degree-of-freedom simulation model, a Monte Carlo test is performed on the adjusted rudder deflection amplitude to determine the optimal rudder deflection amplitude of each channel that can maintain the stability of the aircraft's attitude during the launch and separation process, so as to achieve attitude control of the aircraft during the launch and separation process. Through the above-mentioned attitude control method, it is possible to achieve a reasonable distribution of the rudder deflection amplitude of each channel of the aircraft, effectively improve the trimming capability of the servo mechanism, and thereby improve the attitude stability control of the sub-aircraft during the launch and separation process. At the same time, this method does not require changing the structure of the servo mechanism, thereby reducing the complexity of the aircraft's attitude control.

[0046] Furthermore, in one embodiment, in the above step S2, the free stream aerodynamic data can be obtained based on fluid dynamics calculations, and can also be obtained based on wind tunnel tests in a simulated actual flight environment.

[0047] In this embodiment, the free-stream aerodynamic data includes angle of attack, sideslip angle, Mach number, rolling moment, yaw moment, pitching moment, output rudder deflection of the pitch channel, output rudder deflection of the yaw channel, and output rudder deflection of the roll channel. The trimmable range of the sub-aircraft's aerodynamic parameters can be calculated using the following formula: , in, represents the angle of attack, represents the sideslip angle, represents the Mach number, represents the rolling moment, represents the yaw moment, represents the pitching moment, Indicates the output rudder deviation of the pitch channel. Indicates the output rudder deviation of the yaw channel. Indicates the output rudder deflection of the roll channel.

[0048] During the launch and separation process of an aircraft, the sideslip angle is usually small. Due to the limited output angles of the three-channel rudder deflection, it is impossible to achieve balancing under all launch and separation conditions (i.e., all free stream aerodynamic data). Therefore, in this embodiment, the focus is on the balancing of the angle of attack and the sideslip angle, and the trimmable range of the angle of attack and the sideslip angle is calculated.

[0049] Furthermore, in one embodiment, in step S3, the rudder limit levels of the three aircraft channels are assessed based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft. In this embodiment, the rudder limit levels can be set in descending order as a first level, a second level, and a third level. The specific steps for assessing the rudder limit levels of the three aircraft channels are as follows: S301: Based on the attitude change data, the rudder limit level of the roll channel is determined by judging the relationship between the pitch angle rate, the yaw angle rate, and the roll angle rate. Specifically: If both the pitch rate and the yaw rate are greater than the roll rate, the roll channel's rudder limit level is the lowest, i.e., level 3. This level is determined based on the aircraft's three-channel maneuverability. The formula for the aircraft's three-channel maneuverability is: , in, It represents the pitch acceleration produced by unit rudder deflection. It represents the yaw acceleration produced by unit rudder deflection. It indicates the roll angular acceleration generated by unit rudder deflection. The larger the angular acceleration value, the greater the control performance. represents dynamic pressure, represents the characteristic length, represents the characteristic area, represents the moment of inertia of the pitch channel, represents the moment of inertia of the yaw channel, represents the moment of inertia of the rolling channel, since and Close to, and approximately The roll channel has a controllable performance that is 10 times greater than that of the pitch and yaw channels. Therefore, the rudder deflection required to suppress the same attitude interference is smaller. Taking this factor into consideration, when the pitch angular rate and yaw angular rate are both greater than the roll angular rate, the roll channel priority is reduced to the lowest.

[0050] If both the pitch rate and the yaw rate are less than the roll rate, the roll channel's rudder limiter level is the highest, Level 1. This level is determined when both the pitch rate and the yaw rate are small. In this case, the roll rate is typically more than five times the larger of the two rates, and the pitch and yaw channels have sufficient trim capabilities.

[0051] S302: Determine the rudder limit levels for the pitch channel and the yaw channel based on the aerodynamic parameters and the trimmable range of the aerodynamic parameters. Specifically: If the rudder limit level of the roll channel is determined to be the third level in step S301, under the same release and separation conditions: If the angle of attack exceeds its trimmable range first, the rudder limit level of the pitch channel is higher than that of the yaw channel, that is, the rudder limit level of the pitch channel is the first level, and the rudder limit level of the yaw channel is the second level; if the sideslip angle exceeds its trimmable range first, the rudder limit level of the yaw channel is higher than that of the pitch channel, that is, the rudder limit level of the yaw channel is the first level, and the rudder limit level of the pitch channel is the second level.

[0052] If the rudder limit level of the roll channel is determined to be the first level in step S301, under the same release and separation conditions: If the angle of attack exceeds its trimmable range first, the rudder limit level of the pitch channel is higher than that of the yaw channel, that is, the rudder limit level of the pitch channel is the second level, and the rudder limit level of the yaw channel is the third level; if the sideslip angle exceeds its trimmable range first, the rudder limit level of the yaw channel is higher than that of the pitch channel, that is, the rudder limit level of the yaw channel is the second level, and the rudder limit level of the pitch channel is the third level.

[0053] In this embodiment, during the actual launch and separation process of the sub-aircraft, for the safety of the main aircraft, rudder surface deflection is typically not permitted for a short period after the sub-aircraft separates. Therefore, control of the sub-aircraft begins at time t0 after separation. That is, starting at t0, the rudder deflection limiting levels of the aircraft's three channels are assessed based on the sub-aircraft's attitude change data, aerodynamic parameters, and the trimmable range of these aerodynamic parameters. Because pitch angle disturbances typically cause changes in the angle of attack, and yaw angle disturbances cause changes in the sideslip angle, the rudder deflection limiting levels of the pitch and yaw channels are determined by the angle of attack and its trimmable range, and the sideslip angle and its trimmable range.

[0054] Furthermore, in one embodiment, in the above step S4, the rudder amplitudes of the three channels of the aircraft are adjusted according to the rudder amplitude limit level. The specific adjustment method is: Adjust the rudder amplitude of the highest-level aircraft channel to be greater than 2 / 3 of its maximum rudder amplitude.

[0055] Adjust the rudder amplitude of the intermediate-level aircraft channel to be greater than or equal to 1 / 3 of its maximum rudder amplitude and less than or equal to 2 / 3 of its maximum rudder amplitude.

[0056] Adjust the rudder amplitude of the lowest-level aircraft channel to less than 1 / 3 of its maximum rudder amplitude.

[0057] In this embodiment, according to the steering deflection amplitude limiting levels determined in step S3, the steering deflection amplitude of a channel with a higher level is greater than the steering deflection amplitude of a channel with a lower level.

[0058] Furthermore, the necessity of this application is illustrated by taking an X-shaped air rudder as an example. The tail of the air rudder has four rudder surfaces. The rudder deflection of each channel, i.e., the rudder deflection of the pitch channel, the yaw channel, and the roll channel, is usually calculated by combining the four rudder surfaces. The calculation formula is as follows:

[0059] in, 、 、 、 They represent the deflection angle of each rudder surface. Due to mechanical position limitations, the maximum deflection angle is usually 30°. That is, the maximum rudder deflection of a single channel has not yet reached 30°, but the rudder deflections output by other channels will be 0°. In other words, if the rudder deflection of a single channel among the three channels is large, the single rudder surface will be fully deflected. At this time, the rudder deflections output by the three channels will not be able to generate the desired torque. In other words, when the control capability is limited, the rudder deflections need to be distributed according to their priority, so that the channel that needs the most control capability has a larger rudder deflection.

[0060] In the second aspect, based on the embodiment of the attitude control method for the aircraft launch and separation process, an embodiment of an attitude control system for the aircraft launch and separation process is provided. Figure 2 As shown, the above system includes a level module, an adjustment module, and a test module. Specifically: The level module is used to evaluate the rudder limit level of the aircraft's three channels based on the sub-aircraft's attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters. The aircraft's three channels include the pitch channel, the yaw channel, and the roll channel.

[0061] The adjustment module is used to adjust the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit level.

[0062] The test module is used to conduct Monte Carlo tests on the adjusted rudder amplitudes of the three channels of the aircraft based on a six-degree-of-freedom simulation model, obtain the rudder amplitudes that keep the aircraft's attitude stable during the launch and separation process, and realize attitude control of the aircraft's launch and separation process based on the rudder amplitudes.

[0063] This application first evaluates the rudder offset limiting levels of the three channels of pitch, yaw and roll of the sub-aircraft. Subsequently, the rudder offset amplitude of each channel is adjusted accordingly according to the evaluated rudder offset limiting level. After the adjustment is completed, a Monte Carlo test is performed on the adjusted rudder offset amplitude using a six-degree-of-freedom simulation model to determine the optimal rudder offset amplitude that can maintain the stability of the aircraft's attitude during the launch and separation process, thereby achieving attitude control of the aircraft separation process. Through this method, a larger rudder offset amplitude can be allocated to the aircraft channel that is more susceptible to interference and has higher control capability requirements, effectively improving the balancing capability of the servo mechanism and enhancing the attitude stability of the sub-aircraft during the launch and separation process. In different flight airspaces, after the aircraft is launched and separated, the control capability can be further reasonably allocated to improve its dynamic response and reduce the risk of attitude instability. At the same time, it also ensures the safety of the main aircraft, and has strong engineering practical value.

[0064] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0065] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0066] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0067] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0068] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0069] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0070] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for controlling the attitude of an aircraft during the launch and separation process, characterized in that: The method comprises: Based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft, the rudder deflection limit level of the aircraft's three channels is assessed, where the aircraft's three channels include the pitch channel, the yaw channel, and the roll channel; Adjust the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit levels; Based on the six-degree-of-freedom simulation model, a Monte Carlo test was conducted on the adjusted rudder amplitudes of the three channels of the aircraft to obtain the rudder amplitude that keeps the aircraft's attitude stable during the launch and separation process. The attitude control of the aircraft during the launch and separation process was achieved based on the rudder amplitude.

2. The attitude control method for the aircraft release and separation process according to claim 1, characterized in that: Before evaluating the rudder limit level of the three channels of the aircraft, the following are also included: determining a trimmable range of aerodynamic parameters of the sub-aircraft according to the free-flow aerodynamic data of the sub-aircraft; Based on wind tunnel tests, the attitude change data of the sub-aircraft under the interference of the main aircraft is obtained.

3. The attitude control method for the aircraft release and separation process according to claim 2, characterized in that: The free stream aerodynamic data include angle of attack, sideslip angle, Mach number, rolling moment, yaw moment, pitching moment, output rudder deflection of the pitch channel, output rudder deflection of the yaw channel, and output rudder deflection of the roll channel.

4. The attitude control method for the aircraft release and separation process according to claim 2, characterized in that: The free stream aerodynamic data is obtained based on fluid dynamics calculations or wind tunnel tests in a simulated actual flight environment.

5. The attitude control method for the aircraft release and separation process according to claim 1, characterized in that: The method of evaluating the rudder deflection limit level of the three channels of the aircraft based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft includes: Based on the attitude change data, the rudder deflection limit level of the roll channel is first determined, wherein the attitude change data includes the pitch angle rate, the yaw angle rate, and the roll angle rate; Then, the rudder deflection limit levels of the pitch channel and yaw channel are determined based on the aerodynamic parameters and the balancing range of the aerodynamic parameters, where the aerodynamic parameters are the aircraft's angle of attack and its sideslip angle.

6. The attitude control method for the aircraft release and separation process according to claim 5, characterized in that: The determining of the rudder limit level of the roll channel based on the attitude change data includes: If both the pitch rate and the yaw rate are greater than the roll rate, the rudder limit level of the roll channel is the lowest level; If the pitch angle rate and yaw angle rate are both less than the roll angle rate, the rudder limit level of the roll channel will be the highest level.

7. The attitude control method for the aircraft release and separation process according to claim 6, characterized in that: Determine the rudder limit levels for the pitch and yaw channels based on the aerodynamic parameters and their trimmable range, including: On the premise of determining the rudder limit level of the roll channel, under the same launch and separation conditions, if the angle of attack exceeds its trimmable range first, the rudder limit level of the pitch channel is higher than the rudder limit level of the yaw channel; if the sideslip angle exceeds its trimmable range first, the rudder limit level of the yaw channel is higher than the rudder limit level of the pitch channel.

8. The attitude control method for the aircraft release and separation process according to claim 5, characterized in that: The adjusting of the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit level includes: Adjust the rudder amplitude of the highest-level aircraft channel to be greater than 2 / 3 of its maximum rudder amplitude; Adjust the rudder amplitude of the intermediate-level aircraft channel to be greater than or equal to 1 / 3 of its maximum rudder amplitude and less than or equal to 2 / 3 of its maximum rudder amplitude; Adjust the rudder amplitude of the lowest-level aircraft channel to less than 1 / 3 of its maximum rudder amplitude.

9. The attitude control method for the aircraft release and separation process according to claim 1, characterized in that: During the Monte Carlo test, if the adjusted rudder amplitudes of the three channels of the aircraft cannot keep the aircraft's attitude stable during the launch and separation process, the rudder amplitudes of the three channels of the aircraft are adjusted again until a rudder amplitude is obtained that keeps the aircraft's attitude stable during the launch and separation process.

10. An attitude control system based on the attitude control method for the aircraft launch and separation process according to any one of claims 1 to 9, characterized in that: The system comprises: a level module for evaluating the rudder limit level of the three channels of the aircraft based on the attitude change data, aerodynamic parameters, and the trimmable range of the aerodynamic parameters of the sub-aircraft, wherein the three channels of the aircraft include the pitch channel, the yaw channel, and the roll channel; an adjustment module, configured to adjust the rudder amplitudes of the three channels of the aircraft according to the rudder amplitude limit level; The test module is used to conduct Monte Carlo tests on the adjusted rudder amplitudes of the three channels of the aircraft based on a six-degree-of-freedom simulation model, obtain the rudder amplitudes that keep the aircraft's attitude stable during the launch and separation process, and realize attitude control of the aircraft's launch and separation process based on the rudder amplitudes.

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