Method and device for stably controlling aircraft in auxiliary landing process, computer equipment and medium

Abstract

The embodiment of the invention provides a method and device for stably controlling an airplane in the auxiliary landing process, computer equipment and a medium, and the method comprises the following steps: judging whether the airplane is in a gliding stage, if so, activating a gliding stage control law, and if not, controlling the airplane to stably control the airplane through the gliding stage control law. The aircraft is controlled through the elevator centering instruction and the horizontal stabilizer automatic trimming instruction until the aircraft quits the gliding stage, and the gliding stage control law is quitted; if the aircraft enters the pull-up stage from the glide stage, activating the leveling stage control law, generating an elevator control instruction based on the steering column displacement and the steering column displacement nonlinear gain through the leveling stage control law, generating a rudder control instruction based on the pedal displacement signal and the pedal displacement nonlinear gain, and controlling the elevator control instruction and the rudder control instruction according to the pedal displacement signal and the pedal displacement nonlinear gain. And controlling the aircraft through the elevator control instruction and the rudder control instruction until the aircraft is grounded. According to the scheme, the landing quality and safety are improved through the staged aircraft auxiliary landing control law.

Description

Technical Field

[0001] This invention relates to the field of flight control technology, and in particular to a method, apparatus, computer equipment, and medium for stabilizing and controlling an aircraft during assisted landing. Background Technology

[0002] Currently, large civil aircraft are generally equipped with mature automatic landing systems, which can achieve fully automatic landing under Category III instrument landing conditions. However, for small and medium-sized fixed-wing aircraft or fixed-wing UAVs, fully automatic landing systems are expensive and not standard equipment. The control law logic of traditional flight control systems has not been optimized for the landing phase. During the landing process, the landing operation is usually completed manually by the pilot. Pilots of these aircraft face a huge workload during the landing phase, especially when the weather conditions are unstable or the pilots are inexperienced.

[0003] Existing technologies lack a low-cost, seamless landing assistance system that can help pilots complete the entire process from descent to level off and intelligently switch control laws according to the flight phase. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a method for stabilizing and controlling an aircraft during landing, to solve the technical problem in the prior art where the pilot's workload is high during manual operation during aircraft landing. The method includes: The aircraft's flight parameters are used to determine whether the aircraft is in the glide phase. If it is in the glide phase, the glide phase control law is activated. Based on the elevator gain, an elevator return-to-center command is generated, and based on the automatic trim gain, an automatic trim command for the horizontal stabilizer is generated. The aircraft is then controlled by the elevator return-to-center command and the automatic trim command for the horizontal stabilizer until the aircraft exits the glide phase, and the glide phase control law is exited. If the aircraft enters the pull-up phase from the glide phase, the pull-up phase control law is activated. Based on the control stick displacement and nonlinear gain of the control stick displacement, elevator control commands are generated. Based on the pedal displacement signal and nonlinear gain of the pedal displacement, rudder control commands are generated. The aircraft is then controlled through the elevator control commands and the rudder control commands until the aircraft touches down.

[0005] This invention also provides a device for stabilizing and controlling an aircraft during landing, addressing the technical problem of high workload for pilots during manual operation in existing technologies. The device includes: The glide phase control module is used to determine whether the aircraft is in the glide phase based on the aircraft's flight parameters. If the aircraft is in the glide phase, the glide phase control law is activated. Based on the elevator gain, the glide phase control law generates an elevator return-to-center command and an automatic horizontal stabilizer trim command based on the automatic trim gain. The aircraft is then controlled by the elevator return-to-center command and the automatic horizontal stabilizer trim command until the aircraft exits the glide phase and the glide phase control law is terminated. The pull-up phase control module is used to activate the leveling-out phase control law when the aircraft enters the pull-up phase from the glide phase. Based on the control stick displacement and the nonlinear gain of the control stick displacement, the module generates elevator control commands and rudder control commands based on the pedal displacement signal and the nonlinear gain of the pedal displacement. The module then controls the aircraft through the elevator control commands and the rudder control commands until the aircraft touches down.

[0006] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any of the above-mentioned methods for stabilizing and controlling an aircraft during assisted landing, thereby solving the technical problem of high workload for pilots during manual operation in the prior art.

[0007] This invention also provides a computer-readable storage medium storing a computer program that executes any of the methods described above for stabilizing and controlling an aircraft during assisted landing, in order to solve the technical problem of high workload for pilots manually operating the aircraft during landing in the prior art.

[0008] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least: By employing phased aircraft-assisted landing control laws, landing quality and safety have been improved. Attached Figure Description

[0009] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a flowchart of a method for stabilizing and controlling an aircraft during assisted landing, provided by an embodiment of the present invention; Figure 2 This is a schematic diagram of the auxiliary landing trajectory provided in an embodiment of the present invention; Figure 3 This is a logical schematic diagram of the descent phase control law provided in an embodiment of the present invention; Figure 4 This is a logic diagram of the flattening stage control law provided in an embodiment of the present invention; Figure 5 This is a structural block diagram of a computer device provided in an embodiment of the present invention; Figure 6 This is a structural block diagram of a device for stabilizing and controlling an aircraft during landing, provided by an embodiment of the present invention. Detailed Implementation

[0011] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0012] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0013] In this embodiment of the invention, a method for stabilizing and controlling an aircraft during landing is provided, such as... Figure 1 As shown, the method includes: Step S101: Determine whether the aircraft is in the glide phase based on the aircraft's flight parameters. If it is in the glide phase, activate the glide phase control law. Based on the elevator gain, generate an elevator return-to-center command and an automatic horizontal stabilizer trim command based on the automatic trim gain. Control the aircraft with the elevator return-to-center command and the automatic horizontal stabilizer trim command until the aircraft exits the glide phase and exits the glide phase control law. Step S102: If the aircraft enters the pull-up phase from the glide phase, the pull-up phase control law is activated. Based on the control stick displacement and the nonlinear gain of the control stick displacement, an elevator control command is generated. Based on the pedal displacement signal and the nonlinear gain of the pedal displacement, a rudder control command is generated. The aircraft is controlled by the elevator control command and the rudder control command until the aircraft touches down.

[0014] In specific implementation, the following steps are used to determine whether the aircraft is in the glide phase. If it is in the glide phase, the glide phase control law is activated. Based on the elevator gain, an elevator centering command is generated, and based on the automatic trim gain, a horizontal stabilizer automatic trim command is generated to control the aircraft. After the pilot pushes the control stick forward, the system acquires the flap angle, radio altitude, normal overload, elevator angle, and airspeed signals received by the aircraft. The normal overload rate of change is calculated using the normal overload signal. If the radio altitude is greater than a set altitude, the normal overload rate of change is less than a set rate of change, the elevator angle is greater than or equal to an angle threshold, and the airspeed signal does not trigger an overspeed warning, the glide phase control law is activated. Through the automatic trim function activated by the glide phase control law, an elevator return-to-center command is generated based on the elevator gain, and a horizontal stabilizer automatic trim command is generated based on the automatic trim gain. The aircraft is then controlled using the elevator return-to-center command and the horizontal stabilizer automatic trim command.

[0015] In specific implementation, the automatic trim function through the activated glide phase control law is achieved through the following steps: generating elevator centering command based on elevator gain, and generating horizontal stabilizer automatic trim command based on automatic trim gain: The system acquires the elevator angle and airspeed signals of the aircraft; generates an elevator centering command based on the elevator angle and elevator gain; generates an automatic horizontal stabilizer trim command based on the airspeed signal and automatic trim gain; sends the elevator centering command to the elevator control system, which then controls the elevator to center; and sends the automatic horizontal stabilizer trim command to the horizontal stabilizer control system, which then controls the horizontal stabilizer trim.

[0016] In specific implementation, the following steps are used to generate automatic trim commands for the horizontal stabilizer based on the airspeed signal and the automatic trim gain: The system continuously acquires the current airspeed signal from the aircraft's air data system or pitot tube, queries a pre-stored gain scheduling table based on the airspeed signal to obtain the automatic trim gain value corresponding to the current airspeed, and generates the horizontal stabilizer automatic trim command based on the automatic trim gain value.

[0017] In specific implementation, the following steps are used to activate the leveling-out phase control law: Based on the control stick displacement and its nonlinear gain, the leveling-out phase control law generates elevator control commands; based on the pedal displacement signal and its nonlinear gain, it generates rudder control commands. After entering the trim phase control law, the current trim position is locked, the automatic trim function is disconnected, and the aircraft is controlled via elevator control commands. Using the trim phase control law, the nonlinear gain of the control stick displacement and the nonlinear gain of the accelerator pedal displacement are set based on stability margins. Specifically, the nonlinear gain of the control stick displacement within the mechanical dead zone is greater than that outside the mechanical dead zone, and the nonlinear gain of the accelerator pedal displacement within the mechanical dead zone is greater than that outside the mechanical dead zone. The aircraft control system receives the accelerator pedal displacement and control stick displacement output by the pilot. Based on the control stick displacement and its nonlinear gain, elevator control commands are generated, and based on the accelerator pedal displacement signal and its nonlinear gain, rudder control commands are generated. The aircraft is operated using these elevator and rudder control commands.

[0018] In practice, the following steps are used to increase the lateral overload feedback gain in the control law, thereby improving directional static stability while reducing the Dutch rolling damping ratio: The flight control system acquires the lateral overload signal of the aircraft; based on the lateral overload signal and the lateral overload feedback gain, a rudder stabilization command is generated; the rudder stabilization command is sent to the rudder control system, which then controls the rudder movement.

[0019] In specific implementation, the following steps are used to generate elevator control commands based on the control stick displacement and its nonlinear gain, and to generate rudder control commands based on the pedal displacement signal and its nonlinear gain: The elevator amplitude is obtained by multiplying the control stick displacement by the nonlinear gain of the control stick displacement, and an elevator command is generated based on the elevator amplitude. The sideslip angle and yaw rate of the aircraft are obtained. A first value is obtained by multiplying the accelerator pedal displacement signal by the nonlinear gain of the control stick displacement. A sideslip correction gain is set, and a second value is obtained by multiplying the sideslip angle by the sideslip correction gain. A yaw rate gain is set, and a third value is obtained by multiplying the yaw rate by the yaw rate gain. The first value, the second value, and the third value are added together to obtain the rudder amplitude, and a rudder command is generated based on the rudder amplitude.

[0020] In one embodiment of the present invention, a method for stabilizing and controlling an aircraft during assisted landing includes the following steps: 1) After the aircraft has intercepted the glide path and the pilot pushes the control stick forward to control the elevator to make the aircraft pitch down, the aircraft receives flap angle, radio altitude, normal overload, elevator angle and airspeed signals to make a comprehensive judgment. When the elevator angle is greater than the activation threshold of 1°, the glide phase control law is activated. The glide phase control law is stopped when the radio altitude is less than 100m or the automatic trim conditions are not met.

[0021] Assisted landing is divided into a glide phase and a pull-up phase, such as... Figure 2 As shown. The main function of the glide phase is to safely maneuver the aircraft to the predetermined trajectory over the airport and establish and stabilize the aircraft's descent rate. The main function of the pull-up phase is to avoid abrupt changes in the rate of altitude change, reduce the aircraft's descent rate, and ensure that the aircraft eventually touches down at a suitable descent rate.

[0022] 2) Under the control law during the glide phase, automatic trim is used first to stabilize the aircraft on the glide path, maintaining a constant airspeed and a stable rate of descent; when the radio altitude approaches 100m, the aircraft smoothly transitions to the control law during the flare phase within 2 seconds.

[0023] After the pilot pushes the control stick forward to control the elevator and pitches the aircraft down, the aircraft receives signals from the flap angle, radio altitude, normal overload, elevator angle, and airspeed to make a comprehensive judgment, such as... Figure 3 As shown, automatic trim begins when the elevator angle is greater than the activation threshold of 1° and the corresponding conditions are met. Automatic trim stops when the radio altitude is less than 100m, the elevator angle is less than 1°, or the automatic trim conditions are not met. Once the automatic trim conditions are met, the horizontal stabilizer automatic trim command is executed to return the elevator to center, allowing the aircraft to maintain its attitude and stable descent rate even after the pilot releases the control stick. This also provides greater maneuverability to handle emergencies such as go-arounds, significantly reducing the pilot's control load.

[0024] 3) such as Figure 4 As shown, upon entering the trim phase control law, the current trim position is immediately locked, the automatic trim function is disengaged, and elevator control commands are switched to control the rate of descent. Under the trim phase control law, the pilot primarily relies on aircraft control. Within the allowable stability margin, the nonlinear gains of the elevator and rudder are set. That is, after the flight control computer receives the stick and rudder displacement signals, the elevator and rudder deflect in advance. Within the mechanical dead zone, the pilot begins to issue control commands to the longitudinal and directional channels, and the elevator and rudder begin to move according to the pilot's commands. Beyond the dead zone, the nonlinear gains of the stick and rudder are reduced, weakening the pilot's control commands and allowing for precise aircraft control. Simultaneously, in the directional channel, the lateral overload feedback gain in the control law is appropriately increased to improve directional static stability while reducing the Dutch rolling damping ratio.

[0025] Within the allowable stability margin, the nonlinear gains of the elevator and rudder are set. This means that after the flight control computer receives signals of stick and rudder displacement, the elevator and rudder deflect in advance. Within the mechanical dead zone, the pilot begins issuing control commands to the longitudinal and directional channels, and the elevator and rudder begin to move accordingly. Beyond the dead zone, the nonlinear gains of the stick and rudder are reduced to lessen the impact of pilot commands, allowing for more precise aircraft control. Simultaneously, in the directional channel, the lateral overload feedback gain in the control law is appropriately increased to improve directional static stability while reducing the Dutch rolling damping ratio.

[0026] In this embodiment, a computer device is provided, such as... Figure 5 As shown, it includes a memory 501, a processor 502, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any of the methods described above for stabilizing and controlling an aircraft during assisted landing.

[0027] Specifically, the computer device can be a computer terminal, a server, or a similar computing device.

[0028] In this embodiment, a computer-readable storage medium is provided, which stores a computer program for performing any of the methods described above for stabilizing and controlling an aircraft during assisted landing.

[0029] Specifically, computer-readable storage media include both permanent and non-permanent, removable and non-removable media, which can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer-readable storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable storage media do not include transient media, such as modulated data signals and carrier waves.

[0030] Based on the same inventive concept, this invention also provides a device for stabilizing and controlling an aircraft during assisted landing, as described in the following embodiments. Since the principle of the device for stabilizing and controlling an aircraft during assisted landing is similar to that of the method for stabilizing and controlling an aircraft during assisted landing, the implementation of the device can refer to the implementation of the method for stabilizing and controlling an aircraft during assisted landing; repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0031] Figure 6 This is a structural block diagram of a device for stabilizing and controlling an aircraft during assisted landing, as described in an embodiment of the present invention. Figure 6 As shown, it includes: a descent phase control module 601 and a pull-up phase control module 602. The structure is described below.

[0032] The glide phase control module 601 is used to determine whether the aircraft is in the glide phase based on the aircraft's flight parameters. If the aircraft is in the glide phase, the glide phase control law is activated. Based on the elevator gain, the glide phase control law generates an elevator return-to-center command and an automatic horizontal stabilizer trim command based on the automatic trim gain. The aircraft is then controlled by the elevator return-to-center command and the automatic horizontal stabilizer trim command until the aircraft exits the glide phase and the glide phase control law is terminated. The pull-up phase control module 602 is used to activate the leveling phase control law when the aircraft enters the pull-up phase from the glide phase. Based on the control stick displacement and the nonlinear gain of the control stick displacement, the module generates elevator control commands and rudder control commands based on the pedal displacement signal and the nonlinear gain of the pedal displacement. The module then controls the aircraft through the elevator control commands and the rudder control commands until the aircraft touches down.

[0033] In one embodiment, the descent phase control module includes: The overload change rate calculation unit is used to acquire the flap angle, radio altitude, normal overload, elevator angle and airspeed signals received by the aircraft after the pilot pushes the control stick forward, and to calculate the normal overload change rate through the normal overload. The glide phase control law unit is activated if the radio altitude is greater than a set altitude, the normal overload rate of change is less than a set rate of change, the elevator angle is greater than or equal to an angle threshold, and the airspeed signal does not trigger an overspeed warning. The trim unit is used to generate an elevator return-to-center command based on the elevator gain and an automatic trim command based on the automatic trim gain through the automatic trim function of activating the glide phase control law, and to control the aircraft through the elevator return-to-center command and the automatic trim command.

[0034] In one embodiment, the trim unit is further configured to acquire the elevator angle and airspeed signals of the aircraft; generate an elevator centering command based on the elevator angle and elevator gain; generate an automatic horizontal stabilizer trim command based on the airspeed signal and automatic trim gain; send the elevator centering command to the elevator control system, and control the elevator to center through the elevator control system; and send the automatic horizontal stabilizer trim command to the horizontal stabilizer control system, and control the horizontal stabilizer trim through the horizontal stabilizer control system.

[0035] In one embodiment, the trim unit is further configured to continuously acquire the current airspeed signal from the aircraft's air data system or pitot tube, query a pre-stored gain scheduling table based on the airspeed signal to obtain the automatic trim gain value corresponding to the current airspeed, and generate the horizontal stabilizer automatic trim command based on the automatic trim gain value.

[0036] In one embodiment, the pull-up phase control module includes: Disconnect the automatic trim unit to lock the current trim position after entering the trim phase control law, disconnect the automatic trim function, and control the aircraft through elevator control commands. A nonlinear gain unit is set up to use the flattening stage control law to set the nonlinear gain of the control stick displacement and the nonlinear gain of the pedal displacement based on the stability margin. The nonlinear gain of the control stick displacement within the mechanical dead zone is greater than the nonlinear gain of the control stick displacement outside the mechanical dead zone, and the nonlinear gain of the pedal displacement within the mechanical dead zone is greater than the nonlinear gain of the pedal displacement outside the mechanical dead zone. The output displacement unit is used to receive the pedal displacement and control stick displacement output by the pilot through the aircraft control system. The control command generation unit is used to generate elevator control commands based on the control stick displacement and the nonlinear gain of the control stick displacement, and to generate rudder control commands based on the pedal displacement signal and the nonlinear gain of the pedal displacement. The aircraft control unit is used to operate the aircraft via the elevator control commands and the rudder control commands.

[0037] In one embodiment, the pull-up phase control module further includes a lateral overload feedback gain unit.

[0038] In one embodiment, the lateral overload feedback gain unit is used to acquire the lateral overload signal of the aircraft through the flight control system; set a gradually increasing lateral overload feedback gain, and generate a rudder stabilization command based on the lateral overload signal and the lateral overload feedback gain; send the rudder stabilization command to the rudder control system, and control the rudder movement through the rudder control system.

[0039] In one embodiment, the control command generation unit is further configured to multiply the control stick displacement by the nonlinear gain of the control stick displacement to obtain the elevator amplitude limit, and generate elevator commands based on the elevator amplitude limit; acquire the aircraft's sideslip angle and yaw rate; multiply the accelerator pedal displacement signal by the nonlinear gain of the control stick displacement to obtain a first value; set a sideslip correction gain, and multiply the sideslip angle by the sideslip correction gain to obtain a second value; set a yaw rate gain, and multiply the yaw rate by the yaw rate gain to obtain a third value; add the first value, the second value, and the third value to obtain the rudder amplitude limit, and generate rudder commands based on the rudder amplitude limit.

[0040] The embodiments of the present invention achieve the following technical effects: This paper overcomes the lack of a low-cost, seamless landing assistance system that can assist pilots in completing the entire landing process from descent to leveling off, and possesses the ability to intelligently switch control laws according to flight phases. To this end, an innovative phased landing assistance control law design method for fixed-wing aircraft is presented. During the descent phase, this method primarily relies on automatic trim to effectively reduce the pilot's control burden and ensure the stability of the aircraft's flight trajectory. During the leveling off phase, it automatically switches to a precision control mode to assist the pilot in smoothly reducing the descent rate and successfully completing the landing maneuver. This not only significantly improves the quality and safety of the landing process but also achieves higher operational efficiency and reliability by optimizing control logic and reducing human error.

[0041] Obviously, those skilled in the art should understand that the modules or steps of the above-described embodiments of the present invention can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the embodiments of the present invention are not limited to any particular hardware and software combination.

[0042] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for stabilizing and controlling an aircraft during landing, characterized in that, include: The aircraft's flight parameters are used to determine whether the aircraft is in the glide phase. If it is in the glide phase, the glide phase control law is activated. Based on the elevator gain, an elevator return-to-center command is generated, and based on the automatic trim gain, an automatic trim command for the horizontal stabilizer is generated. The aircraft is then controlled by the elevator return-to-center command and the automatic trim command for the horizontal stabilizer until the aircraft exits the glide phase, and the glide phase control law is exited. If the aircraft enters the pull-up phase from the glide phase, the pull-up phase control law is activated. Based on the control stick displacement and nonlinear gain of the control stick displacement, elevator control commands are generated. Based on the pedal displacement signal and nonlinear gain of the pedal displacement, rudder control commands are generated. The aircraft is then controlled through the elevator control commands and the rudder control commands until the aircraft touches down.

2. The method for stabilizing and controlling an aircraft during assisted landing as described in claim 1, characterized in that, Determine if the aircraft is in the glide phase. If so, activate the glide phase control law. Using this law, generate elevator return-to-center commands based on elevator gain and automatic stabilizer trim commands based on automatic trim gain to control the aircraft, including: After the pilot pushes the control stick forward, the system acquires the flap angle, radio altitude, normal overload, elevator angle, and airspeed signals received by the aircraft. The normal overload rate of change is then calculated using the normal overload data. If the radio altitude is greater than the set altitude, the normal overload change rate is less than the set change rate, the elevator angle is greater than or equal to the angle threshold, and the airspeed signal does not trigger an overspeed warning, the descent phase control law is activated. The automatic trim function that activates the glide phase control law generates an elevator centering command based on the elevator gain and a horizontal stabilizer automatic trim command based on the automatic trim gain. The aircraft is then controlled using the elevator centering command and the horizontal stabilizer automatic trim command.

3. The method for stabilizing and controlling an aircraft during assisted landing as described in claim 2, characterized in that, The automatic trim function, which activates the glide phase control law, generates an elevator return-to-center command based on the elevator gain and an automatic trim command for the horizontal stabilizer based on the automatic trim gain, including: Acquire the aircraft's elevator angle and airspeed signals; Based on the elevator angle and elevator gain, an elevator return-to-center command is generated; Based on the airspeed signal and the automatic trim gain, an automatic trim command for the horizontal stabilizer is generated. The elevator return-to-center command is sent to the elevator control system, which then controls the elevator to return to center. The automatic balancing command of the horizontal stabilizer is sent to the horizontal stabilizer control system, and the horizontal stabilizer control system controls the balancing of the horizontal stabilizer.

4. The method for stabilizing and controlling an aircraft during assisted landing as described in claim 3, characterized in that, Based on the airspeed signal and the automatic trim gain, an automatic trim command for the horizontal stabilizer is generated, including: The system continuously acquires the current airspeed signal from the aircraft's air data system or airspeed tube, and queries the pre-stored gain scheduling table based on the airspeed signal to obtain the automatic trim gain value corresponding to the current airspeed. Based on the automatic balancing gain value, the automatic balancing command for the horizontal stabilizer is generated.

5. The method for stabilizing and controlling an aircraft during assisted landing as described in claim 1, characterized in that, The control law for the leveling-out phase is activated. Based on the control law for the leveling-out phase, elevator control commands are generated, and based on the pedal displacement signal and the pedal displacement nonlinear gain, rudder control commands are generated, including: After entering the trim phase control law, the current trim position is locked, the automatic trim function is disconnected, and the aircraft is controlled by elevator control commands. Using the aforementioned flattening stage control law, the nonlinear gain of the control stick displacement and the nonlinear gain of the pedal displacement are set based on the stability margin. Specifically, the nonlinear gain of the control stick displacement within the mechanical dead zone is greater than the nonlinear gain of the control stick displacement outside the mechanical dead zone, and the nonlinear gain of the pedal displacement within the mechanical dead zone is greater than the nonlinear gain of the pedal displacement outside the mechanical dead zone. The aircraft control system receives pedal and stick movements output by the pilot. Based on the control stick displacement and the nonlinear gain of the control stick displacement, elevator control commands are generated; based on the pedal displacement signal and the nonlinear gain of the pedal displacement, rudder control commands are generated. Operate the aircraft using the elevator control commands and the rudder control commands.

6. The method for stabilizing and controlling an aircraft during assisted landing as described in claim 5, characterized in that, Also includes: The lateral overload signal of the aircraft is obtained through the flight control system; A gradually increasing lateral overload feedback gain is set, and a rudder stabilization command is generated based on the lateral overload signal and the lateral overload feedback gain. The rudder stabilization command is sent to the rudder control system, which then controls the rudder movement.

7. The method for stabilizing and controlling an aircraft during assisted landing as described in claim 5, characterized in that, Based on the control stick displacement and the nonlinear gain of the control stick displacement, elevator control commands are generated; based on the pedal displacement signal and the nonlinear gain of the pedal displacement, rudder control commands are generated, including: The elevator limit is obtained by multiplying the control stick displacement by the nonlinear gain of the control stick displacement, and elevator commands are generated based on the elevator limit. Obtain the aircraft's sideslip angle and yaw rate; The first value is obtained by multiplying the pedal displacement signal by the nonlinear gain of the control stick displacement; Set the sideslip correction gain, and obtain a second value by multiplying the sideslip angle by the sideslip correction gain; Set the yaw rate gain, and obtain the third value by multiplying the yaw rate by the yaw rate gain; The first value, the second value, and the third value are added together to obtain the rudder limit, and a rudder command is generated based on the rudder limit.

8. A device for stabilizing and controlling an aircraft during landing, characterized in that, include: The glide phase control module is used to determine whether the aircraft is in the glide phase based on the aircraft's flight parameters. If the aircraft is in the glide phase, the glide phase control law is activated. Based on the elevator gain, the glide phase control law generates an elevator return-to-center command and an automatic horizontal stabilizer trim command based on the automatic trim gain. The aircraft is then controlled by the elevator return-to-center command and the automatic horizontal stabilizer trim command until the aircraft exits the glide phase and the glide phase control law is terminated. The pull-up phase control module is used to activate the leveling-out phase control law when the aircraft enters the pull-up phase from the glide phase. Based on the control stick displacement and the nonlinear gain of the control stick displacement, the module generates elevator control commands and rudder control commands based on the pedal displacement signal and the nonlinear gain of the pedal displacement. The module then controls the aircraft through the elevator control commands and the rudder control commands until the aircraft touches down.

9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method for stabilizing and controlling an aircraft during assisted landing as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that performs the method for stabilizing and controlling an aircraft during an assisted landing as described in any one of claims 1 to 7.

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