Flight envelope protection control system for small aircraft

Abstract

The invention provides a flight envelope protection control system for a small aircraft. The core of the flight envelope protection control system is that progressive and smooth protection is realized by a dynamic situation capability field; according to the system, through a flight state normalization module, a normalized distance and an approaching rate between an aircraft and an envelope boundary are quantified in real time; based on the parameters, the dynamic situation capability field construction module generates a total potential energy scalar function for representing a deviation risk; the recovery vector generation module calculates an expected corrected acceleration according to the potential energy function, and the expected corrected acceleration is converted into a specific control surface instruction increment by the control distribution module; the instruction fusion module weighs the instruction increment according to the distance between the aircraft and the boundary, and seamlessly superposes the instruction increment with an original control instruction of a pilot to generate a final hybrid control instruction; according to the invention, the flight quality and the control smoothness are improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft flight control technology, specifically to a flight envelope protection control system for small aircraft. Background Technology

[0002] In the current field of small aircraft flight control technology, flight envelope protection is a core function to prevent aircraft from entering dangerous flight states and ensure flight safety. Most existing flight envelope protection schemes employ trigger-based intervention logic based on hard boundaries. This scheme sets fixed thresholds for key flight parameters of the aircraft. When the system detects that any parameter touches or exceeds the boundary, it immediately initiates intervention, forcibly limiting or changing the aircraft's state. While this scheme can play a role in preventing loss of control, its abrupt intervention method has significant drawbacks. Because the intervention of the protection system is sudden and discontinuous, it often leads to a harsh dynamic response from the aircraft, significantly reducing flight quality and handling smoothness. More seriously, this forced and unexpected control command input may conflict with the pilot's control intentions, triggering human-machine interaction, which not only affects the flight experience but may even pose new safety hazards in certain scenarios. Therefore, how to transform flight envelope protection from discrete, delayed, trigger-based intervention into continuous, smooth, and predictive guidance, and ensure flight safety without compromising flight quality or human-machine interaction, has become an urgent technical problem to be solved. Summary of the Invention

[0003] To solve the above-mentioned technical problems, the present invention provides a flight envelope protection control system for small aircraft. Specifically, the technical solution of the present invention includes: The flight state normalization module is used to determine the normalized distance and approach rate based on the current flight state vector; The dynamic potential energy field construction module is used to combine the normalized distance and approach rate determined by the flight state normalization module, and to construct a total potential energy scalar function using preset weighting coefficients and stiffness coefficients; The recovery vector generation module is used to calculate the desired corrected acceleration vector based on the total potential energy scalar function constructed by the dynamic potential energy field construction module. The control allocation module is used to calculate the control surface command increment based on the desired corrected acceleration vector calculated by the recovery vector generation module and the current flight state; The command fusion module is used to weight the control surface command increment calculated by the control allocation module based on the normalized distance determined by the flight state normalization module, and superimpose it with the pilot's original control commands to generate the final hybrid control command.

[0004] Preferably, the dynamic potential energy field construction module is specifically used for: Calculate the position potential energy term based on the normalized distance; Based on the normalized distance and the approach rate, the kinetic energy dissipation term is calculated; Based on preset weighting coefficients, the calculated position potential energy term and the kinetic energy dissipation term are weighted and summed to generate the total potential energy scalar function.

[0005] Preferably, the position potential energy term is obtained by performing a logarithmic function operation on the normalized distance to form a non-linearly growing potential energy barrier when the flight state approaches the envelope boundary.

[0006] Preferably, the kinetic energy dissipation term is calculated based on the square of the approach rate and a damping coefficient that depends on the normalized distance, only when the approach rate is positive.

[0007] Preferably, the recovery vector generation module is specifically used for: The negative gradient of the total potential energy scalar function with respect to the flight state vector is calculated to generate the desired corrected acceleration vector.

[0008] Preferably, the control allocation module is specifically used for: Determine the control effectiveness matrix based on the current flight status; Obtain the generalized inverse matrix of the control effectiveness matrix; The desired corrected acceleration vector is calculated by performing a calculation on the obtained generalized inverse matrix to determine the control surface command increment.

[0009] Preferably, the instruction fusion module is specifically used for: The normalized distance is input into a preset fusion function to generate fusion weights; The generated fusion weights are used to weight the control surface command increments to generate weighted control surface command increments; The weighted control surface command increment is superimposed with the pilot's original control command to generate the final hybrid control command.

[0010] Preferably, the flight state normalization module is specifically used for: Calculate the shortest distance from the flight state vector to the boundary of the preset flight envelope; The normalized distance is determined based on the calculated shortest distance and the preset reference safety distance.

[0011] Preferably, the preset weighting coefficient, stiffness coefficient, and damping coefficient used in the dynamic potential energy field construction module are obtained based on flight simulation tests and calibrated according to preset flight quality requirements.

[0012] Compared with the prior art, the present invention has the following beneficial effects: 1. This system replaces the traditional hard boundary triggering logic with a dynamic potential energy field. By continuously quantifying the distance and approach rate between the flight state and the boundary, it achieves predictive and gradual intervention. This approach transforms abrupt corrective actions into smooth and imperceptible guidance and traction, fundamentally improving flight quality and control smoothness.

[0013] 2. This system employs an intelligent command fusion mechanism to dynamically weight protection commands based on risk levels and smoothly overlay them with the pilot's original input. This ensures that the pilot has complete control within the safe zone, while providing auxiliary rather than adversarial commands near the boundary, effectively avoiding human-machine conflict and achieving harmonious unity of intent.

[0014] 3. The composite potential energy field constructed by this system innovatively integrates the position potential energy term, which reflects the danger of the state and position, and the kinetic energy dissipation term, which reflects the danger of dynamic approach. This dual assessment of static and dynamic risks provides a more comprehensive and accurate measure of flight risk than the traditional single-parameter threshold method, making protection and control more intelligent and precise.

[0015] 4. This system generates the optimal recovery vector by calculating the negative gradient of the risk potential energy field, ensuring that the control target always points in the direction of fastest return to safety. Simultaneously, it employs a generalized inverse matrix for control allocation, efficiently resolving the target into specific control surface commands, achieving the desired correction effect at minimal cost, and guaranteeing the accuracy and efficiency of the protection system's execution. Attached Figure Description

[0016] The present invention will be further explained below with reference to the accompanying drawings and embodiments: Figure 1 This is a structural diagram of the system of the present invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0018] Example 1: Please see Figure 1 A flight envelope protection control system for a small aircraft, comprising: The flight state normalization module is used to determine the normalized distance and approach rate based on the current flight state vector; The dynamic potential energy field construction module is used to combine the normalized distance and approach rate determined by the flight state normalization module, and to construct the total potential energy scalar function using preset weighting coefficients and stiffness coefficients; The recovery vector generation module is used to calculate the desired corrected acceleration vector based on the total potential energy scalar function constructed by the dynamic potential energy field construction module. The control allocation module is used to calculate the control surface command increment based on the desired corrected acceleration vector calculated by the recovery vector generation module and the current flight state; The command fusion module is used to weight the control surface command increment calculated by the control allocation module based on the normalized distance determined by the flight state normalization module, and then superimpose it with the pilot's original control commands to generate the final hybrid control command.

[0019] This embodiment provides a flight envelope protection control system for small aircraft. Its purpose is to transform flight envelope protection from traditional hard boundary triggered intervention to continuous, smooth, and forward-looking non-sensory traction based on soft force fields, thereby ensuring flight safety without reducing flight quality and avoiding human-machine confrontation. In this embodiment, the system forms a complete and self-consistent technical closed loop through the coordinated work of the following modules. The purpose of the flight state normalization module is to accurately quantify the current multi-dimensional flight state of the aircraft into a dimensionless scalar that can represent the degree of danger. In this embodiment, the module obtains the core flight state vector that represents the current state of the aircraft, and determines the normalized distance and approach rate based on the geometric relationship between the vector and the preset flight envelope boundary, so as to provide standardized input for the subsequent construction of the force field. The dynamic potential energy field construction module aims to build a mathematical model to describe the risk potential energy of the aircraft's current state. In this embodiment, the module uses the normalized distance and approach rate determined by the preceding module as core input variables, and combines them with a series of preset and calibrated weight coefficients and stiffness coefficients to construct a total potential energy scalar function. The magnitude of this function intuitively reflects the danger level of the flight state, while the negative direction of its gradient indicates the optimal direction for returning to a safe state. The purpose of the recovery vector generation module is to transform the scalar potential energy field generated by the preceding module into a multi-dimensional control command that can be executed at the flight dynamics level. In this embodiment, based on the constructed total potential energy scalar function, the module calculates the vector with the physical meaning of the desired correction acceleration by solving the negative gradient of the function with respect to the flight state vector. This vector points to the direction of the fastest decrease in potential energy, which is the optimal path to return to a safe flight state. The purpose of the control allocation module is to parse the abstract, desired correction acceleration vector calculated by the upper-level module into specific instructions that the lower-level actuators can understand and execute. In this embodiment, the module determines the control performance matrix describing how the control surface deflection affects the aircraft's angular acceleration based on the aircraft's current flight state. By solving the generalized inverse of this matrix, the desired correction acceleration vector is precisely allocated into a set of optimal control surface command increments. The purpose of the command fusion module is to smoothly and seamlessly superimpose the protective commands generated by the system with the pilot's original control commands, thereby achieving a smooth fusion of system intervention and pilot intent. In this embodiment, the module dynamically calculates a weighting coefficient based on the normalized distance determined by the flight state normalization module, and uses this coefficient to weight the control surface command increment calculated by the control allocation module. The weighted command increment is then superimposed with the pilot's original control commands to generate the final hybrid control command that drives the control surface deflection. This embodiment constructs a complete closed loop from state perception, risk quantification, recovery decision-making to control execution through the collaborative work of the above modules. It does not rely on discrete threshold judgments, but instead constructs a continuously changing dynamic potential energy field to achieve smooth reshaping and imperceptible traction of the flight trajectory that is about to exceed the boundary. The system can proactively and gradually intervene when the flight state approaches the boundary of the flight envelope. Its control commands are smoothly integrated with the pilot's intentions, effectively avoiding the flight quality degradation or human-machine confrontation problems caused by abrupt intervention of traditional protection systems. It significantly improves flight safety and ensures the smoothness of flight quality and handling.

[0020] Example 2: The flight status normalization module is specifically used for: Calculate the shortest distance from the flight state vector to the boundary of the preset flight envelope; The normalized distance is determined based on the calculated shortest distance and the preset reference safety distance.

[0021] This embodiment is a specific implementation of the flight state normalization module in Embodiment 1; the module aims to map complex flight states into simple inputs that have direct significance for the construction of subsequent potential energy fields; Flight state vector This refers to a vector containing key flight parameters characterizing the aircraft's current attitude and motion trend. Its function is to provide decision-making support for the system. It originates from data collected and processed in real-time by airborne sensors, such as inertial measurement units and air data computers. In this embodiment, It can be specifically defined as ,in For the angle of attack, Sideslip angle, The three-axis roll, pitch, and yaw rates of the airframe; Preset flight envelope boundary This refers to a multidimensional surface that describes the limits of an aircraft's safe flight range. Its function is to serve as a benchmark for judging whether a flight state is safe. It is predefined based on aircraft aerodynamic design, structural strength limitations, and flight test data, and can typically be represented as a state vector. implicit functions For example, a simplified boundary can be formed by combining multiple linear or nonlinear inequalities, such as for the angle of attack. and roll rate The combination of constraints, whose boundary function can be exemplarily expressed as: ,in and These are the maximum allowable values ​​for angle of attack and roll rate, respectively.

[0022] This module calculates the flight state vector. To the boundary of the preset flight envelope The shortest distance; this distance is defined as Its physical meaning is the Euclidean distance from the current state point to the safety boundary surface; this module uses the calculated shortest distance With respect to the preset reference safety distance Determine the normalized distance To quantify the degree of danger in flight conditions, this embodiment introduces a normalized distance. The calculation method is as follows: ; in, Normalized distance, a dimensionless scalar, is calculated by this module and serves as the core input for subsequent modules; The shortest distance from the state vector to the boundary, with dimensions consistent with the components of the state vector, is calculated in real time by this module. Reference safety distance, dimensions and The same parameters are preset parameters obtained through flight simulation and testing based on flight quality requirements; The physical meaning is to define the width of the warning zone at which the protection system begins to make a slight intervention, ensuring that the system can intervene early and imperceptibly before danger occurs; The design of this formula makes This indicates that the aircraft is in the absolutely safe core area, at which point the protection system is inactive; when As the value approaches 1 from 0, it indicates that the aircraft's condition is gradually approaching the boundary of the safety envelope, and the level of danger increases accordingly; at the same time, this module also calculates... The derivative with respect to time yields the approaching rate. This is used to characterize the rate at which a state approaches its boundary; this approach rate can be expressed as a normalized distance. The time series data were obtained by numerical methods such as differencing. This embodiment introduces a normalized distance. and its approach rate The system successfully reduced the multidimensional and complex flight state and its relationship with the envelope boundary to two key, standardized dimensionless scalars. This approach not only simplifies the complexity of subsequent dynamic potential energy field construction, but also provides an intuitive and unified metric for assessing flight risk, laying the foundation for achieving smooth and continuous protection control.

[0023] Example 3: The dynamic potential energy field construction module is specifically used for: Calculate the position potential energy term based on the normalized distance; The kinetic energy dissipation term is calculated based on the normalized distance and approach rate. Based on preset weighting coefficients, the calculated position potential energy term and kinetic energy dissipation term are weighted and summed to generate a total potential energy scalar function.

[0024] This embodiment is a specific implementation of the dynamic potential energy field construction module of Embodiment 1. Its core is to construct a mathematical model that describes the risk potential energy of flight state. This module receives the normalized distance calculated by the flight state normalization module. With approach rate As input, a custom composite function is used to generate the total potential energy scalar function. The calculation method is as follows: ; The underlying logic of this module is: Based on normalized distance Calculate the position potential energy term The purpose of this project is to construct a repulsive wall whose strength increases exponentially as the state approaches the boundary, in order to prevent the aircraft from crossing the envelope boundary. Based on normalized distance With approach rate Calculate the kinetic energy dissipation term The purpose of this project is to simulate a viscous damping effect to actively suppress the dynamic tendency of an aircraft to approach the boundary, especially to provide a stronger reaction force when the approach speed is high. This module performs a weighted summation of the calculated position potential energy term and kinetic energy dissipation term based on preset weighting coefficients to generate a total potential energy scalar function. ; in, The total potential energy scalar function is a dimensionless scalar calculated by this module, and its gradient will be used to generate the recovery vector. : Position potential energy term, dimensionless scalar, derived from this module based on calculate; : Kinetic energy dissipation term, dimensionless scalar, derived from this module based on and calculate; and The weighting coefficient, a dimensionless scalar, is a preset parameter obtained through simulation testing and calibration based on the different safety margin requirements at different flight stages; its function is to balance the relative strength of the two protection mechanisms, namely the repulsive wall and the damping. This embodiment incorporates the concepts of potential barrier and energy dissipation from physics. By decomposing the total potential energy into a position potential energy term and a kinetic energy dissipation term and combining them in a weighted manner, the constructed risk model can reflect not only the positional danger of the state but also its dynamic danger. This composite potential energy field can more comprehensively and accurately assess flight risks, providing a solid mathematical foundation for generating smarter and more predictive recovery control strategies.

[0025] Example 4: The position potential energy term is obtained by performing a logarithmic function operation on the normalized distance to form a non-linearly growing potential energy barrier when the flight state approaches the envelope boundary. The kinetic energy dissipation term is calculated only when the approach rate is positive, based on the square of the approach rate and a damping coefficient that depends on the normalized distance. The preset weighting coefficients, stiffness coefficients, and damping coefficients used in the dynamic potential energy field construction module are obtained based on flight simulation tests and calibrated according to preset flight quality requirements.

[0026] This embodiment further explains the specific composition of the two core potential energy terms in the dynamic potential energy field construction module of Embodiment 3, as well as the related parameter calibration method; the technical features of these three embodiments work together to ensure the effectiveness and feasibility of the potential energy field. Position potential term It is obtained by performing a logarithmic function operation on the normalized distance, with the aim of forming a smooth but extremely strong nonlinearly growing potential energy barrier when the flight state approaches the envelope boundary; its specific mathematical form is a piecewise function to ensure that the potential energy is zero within the safe core region: ; This design ensures that the warning zone is only activated when the flight status enters the warning zone. The position potential energy term only takes effect when the state approaches the boundary ( ). The nonlinear growth of the potential energy barrier is formed, which fully meets the intent of this invention and ensures the mathematical robustness of the model.

[0027] in, The potential field stiffness coefficient is a dimensionless scalar, derived from preset flight quality requirements, such as desired trajectory reshaping efficiency, and calibrated through flight simulation testing. This coefficient determines the stiffness of the potential energy barrier, i.e., the degree of its growth. The choice of this logarithmic function form is one of the key aspects of this invention. In the safety core region, i.e. When the value approaches zero, both its function value and gradient are close to zero, making the protection system completely invisible and causing no interference to the pilot; when the flight state approaches the boundary, that is... At that time, the potential energy rapidly approaches infinity in a nonlinear manner, thus forming an insurmountable soft barrier; Kinetic energy dissipation term It is calculated based on the square of the approach rate and a damping coefficient dependent on the normalized distance, only when the approach rate is positive; its purpose is to actively suppress the approaching tendency towards the boundary and avoid unnecessary drag when the aircraft leaves the boundary; its specific mathematical form is: ; in, The design ensures that energy dissipation only occurs when the aircraft approaches the boundary, i.e. This happens frequently, which greatly enhances the naturalness of human-computer interaction; It is a state-dependent damping coefficient, with dimensions of time squared. It is itself a function, specifically in the form of... ;in, It is the basic damping coefficient (dimensions: 1000). )and It is a dimensionless damping growth rate coefficient, and Like the weighting coefficients, they are obtained based on flight simulation tests and calibrated according to preset flight quality requirements; this state-dependent design makes the damping effect stronger the closer to the boundary, thus achieving refined energy management. By employing a logarithmic position potential energy term, this system constructs a potential energy barrier that is imperceptible within the safe zone and extremely strong with a smooth response in the boundary region, balancing safety and flight quality; by introducing only... The system incorporates a time-sensitive kinetic energy dissipation term whose intensity is state-dependent, enabling intelligent and efficient suppression of dangerous approach trends while avoiding interference with normal escape maneuvers. This significantly enhances control precision and human-machine interface friendliness. Furthermore, the method of calibrating all key parameters based on flight simulation ensures that the entire theoretical model can achieve the expected flight quality and safety performance indicators in practical applications.

[0028] Example 5: The recovery vector generation module is specifically used for: Calculate the negative gradient of the total potential energy scalar function with respect to the flight state vector to generate the desired corrected acceleration vector.

[0029] This embodiment is a specific implementation of the recovery vector generation module in Embodiment 1; the module aims to transform the scalar potential energy field generated by the preceding module into a multi-dimensional vector that can guide the dynamic adjustment of the aircraft. This module will restore the control vector. The physical meaning is defined as the desired corrected acceleration vector in the state space, with dimensions of angular acceleration, and related to the state vector. The first derivatives of the angular velocity components are consistent; the specific working method of this module is: to calculate the total potential energy scalar function. Relative to the flight state vector The negative gradient is used to generate the desired corrected acceleration vector. The calculation formula is as follows: ; in, The expected correction acceleration vector, which is a vector with the dimension of angular acceleration, such as rad / s², is calculated by this module and serves as the input for the subsequent control and allocation module. Its direction points towards the safe zone, and its magnitude is proportional to the level of risk. The gain matrix, whose core function is to convert the dimensionless potential energy gradient into a physically meaningful desired correction acceleration. The diagonal elements of this matrix are based on the state vector. The physical properties of each component (such as angle and angular velocity) are configured to ensure that the dimensions of both sides of the equation are unified as angular acceleration (rad / s²), and the response amplitude is adjusted by simulation test. The gradient of the total potential energy function with respect to the state vector represents the direction in which the potential energy field grows the fastest in the state space, and its source is the real-time calculation result of this module. According to the chain rule for differentiating multivariable functions, the calculation process of this gradient can be decomposed as follows: ; Among them, key items It is the gradient of the normalized distance with respect to the state vector, which indicates the gradient of the state vector in the current state. Which component change will most effectively increase the distance to the boundary? To ensure feasibility, this gradient can be determined based on the envelope boundary function. gradient at this state point The underlying logic of the calculation lies in the fact that the change of the state point along the boundary normal is the direction of the fastest change in distance, which can be specifically expressed as: ; This approximation is at the state point. Distance from boundary surface Higher accuracy is achieved within a closer region because the shortest path from the state point to the boundary tends to the normal direction of the boundary at that point. For the envelope protection scenario this invention focuses on, the system primarily activates near the boundary; therefore, this approximation is effective and reasonable.

[0030] For gradient Since the calculation of the restoring force involves the second derivative of the state vector (Hessian matrix), it can be ignored in a preferred embodiment to simplify the calculation and ensure real-time performance; that is, the restoring force is calculated only based on the position potential gradient. This is equivalent to associating the restoring force primarily with the degree of danger of the state position. In another embodiment, it can also be estimated numerically to achieve more refined dynamic suppression.

[0031] This embodiment transforms the abstract, single risk scalar into a concrete, multi-dimensional control vector with clear physical meaning, namely the desired acceleration correction, by solving for the negative gradient of the potential energy field. This method is based on mature mathematical physics principles, ensuring that the generated recovery command is not only optimal in direction, i.e. pointing in the safest direction, but also dynamically feasible, providing a clear and reasonable objective for subsequent precise control allocation.

[0032] Example 6: The control and allocation module is specifically used for: Determine the control effectiveness matrix based on the current flight status; Obtain the generalized inverse matrix of the control effectiveness matrix; The desired correction acceleration vector is calculated by operating on the obtained generalized inverse matrix to determine the control surface command increment.

[0033] This embodiment is a specific implementation of the control allocation module in Embodiment 1; this module is a key link connecting the upper-level control decision-making and the lower-level control surface execution. This module determines the control effectiveness matrix based on the current flight status. Control effectiveness matrix This refers to a description of the current flight status. Below, the unit deflection of each control surface The matrix that generates the corresponding angular acceleration of the airframe axis serves to establish the mathematical relationship between control surface inputs and aircraft response. It is derived from the aircraft's aerodynamic model and can be obtained through lookup tables or real-time calculations. This relationship can be approximated as follows: ; To calculate the desired corrected acceleration Required control surface command increment This module obtains the control performance matrix. generalized inverse matrix The generalized inverse matrix, usually referring to the Moore-Penrose pseudoinverse, has the effect of making even... Even if it is not a square matrix or irreversible, it can still provide an optimal solution in the least squares sense, which is especially important for aircraft with redundant control surfaces. This module is expected to correct the acceleration vector. With the obtained generalized inverse matrix Perform calculations to determine the increment of the control surface command. The calculation formula is as follows: ; in, The increment of the control surface command is a vector, and each component is the deflection angle of each control surface, such as rad, which is calculated by this module and is a protective control command generated by the system. This embodiment employs a control allocation algorithm based on generalized inverse, which can efficiently, accurately, and optimally decompose the desired corrected acceleration given by the upper-level module into a set of specific control surface deflection commands. This method can adapt to the nonlinear characteristics of the control performance changes under different flight conditions and can effectively handle control redundancy issues, ensuring that the control commands generated by the protection system are the most energy-efficient and effective under the current conditions, and guaranteeing the accurate implementation of control decisions.

[0034] Example 7: The instruction fusion module is specifically used for: The normalized distance is input into a preset fusion function to generate fusion weights; The generated fusion weights are used to weight the control surface command increments to generate weighted control surface command increments; The weighted control surface command increments are superimposed with the pilot's original control commands to generate the final hybrid control command.

[0035] This embodiment is a specific implementation of the instruction fusion module in Embodiment 1; the purpose of this module is to achieve seamless integration of system protection instructions and pilot's flight intentions; This module normalizes the distance. Input to the preset fusion function To generate fusion weights; fusion function This refers to a variable that operates within the interval [0,1]. A smoothly varying function is used to dynamically adjust the intensity of system intervention. It originates from functions pre-designed based on ergonomics and flight quality requirements, such as an S-shaped function. Its specific form can be a sigmoid function or a smooth step function. An example fusion function is as follows: ; This function ensures smooth, imperceptible intervention and gradual enhancement of the system.

[0036] When the aircraft is in the safe zone, that is hour, When the aircraft approaches and touches the boundary, that is... hour, ; This module uses the generated fusion weights. Incremental command to control surface Weighting is performed to generate a weighted control surface command increment; This module combines the weighted control surface command increment with the pilot's original control commands. The commands are superimposed to generate the final hybrid control command. Pilot's original control commands This refers to commands generated directly from devices such as the control stick and pedals, without system modification, originating from the pilot's control equipment; the final formula for calculating mixed commands is: ; in, The final hybrid control command is a vector, which is ultimately sent to the servo actuator to drive the control surface deflection. This embodiment introduces a factor related to the degree of danger. Continuous correlation fusion function This allows for a gradual adjustment of the system's intervention intensity; in safe areas, the system does not intervene at all, and the pilot has full control; as risk increases, system intervention smoothly increases, harmoniously superimposed with pilot commands; this on-demand intervention strategy ensures the imperceptible introduction and gradual enhancement of system intervention, effectively avoiding pilot startle reactions and human-machine confrontation, and achieving a harmonious unity between safety protection and piloting intentions.

[0037] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A flight envelope protection control system for a small aircraft, characterized in that... ,include: The flight state normalization module is used to determine the normalized distance and approach rate based on the current flight state vector; The dynamic potential energy field construction module is used to combine the normalized distance and approach rate determined by the flight state normalization module, and to construct a total potential energy scalar function using preset weighting coefficients and stiffness coefficients; The recovery vector generation module is used to calculate the desired corrected acceleration vector based on the total potential energy scalar function constructed by the dynamic potential energy field construction module. The control allocation module is used to calculate the control surface command increment based on the desired correction acceleration vector calculated by the recovery vector generation module and the current flight state; The command fusion module is used to weight the control surface command increment calculated by the control allocation module based on the normalized distance determined by the flight state normalization module, and superimpose it with the pilot's original control commands to generate the final hybrid control command.

2. The flight envelope protection control system for a small aircraft according to claim 1, characterized in that... The dynamic potential energy field construction module is specifically used for: Calculate the position potential energy term based on the normalized distance; Calculate the kinetic energy dissipation term based on the normalized distance and the approach rate; Based on preset weighting coefficients, the calculated position potential energy term and the kinetic energy dissipation term are weighted and summed to generate the total potential energy scalar function.

3. A small aircraft flight envelope protection control system according to claim 2, characterized in that... The position potential energy term is obtained by performing a logarithmic function operation on the normalized distance to form a non-linearly growing potential energy barrier when the flight state approaches the envelope boundary.

4. A small aircraft flight envelope protection control system according to claim 2, characterized in that... The kinetic energy dissipation term is calculated based on the square of the approach rate and a damping coefficient dependent on the normalized distance, only when the approach rate is positive.

5. A small aircraft flight envelope protection control system according to claim 1, characterized in that... The recovery vector generation module is specifically used for: The negative gradient of the total potential energy scalar function with respect to the flight state vector is calculated to generate the desired corrected acceleration vector.

6. A small aircraft flight envelope protection control system according to claim 1, characterized in that... The control allocation module is specifically used for: Determine the control effectiveness matrix based on the current flight status; Obtain the generalized inverse matrix of the control effectiveness matrix; The desired corrected acceleration vector is calculated by performing a calculation on the obtained generalized inverse matrix to determine the control surface command increment.

7. A flight envelope protection control system for a small aircraft according to claim 1, characterized in that... The instruction fusion module is specifically used for: The normalized distance is input into a preset fusion function to generate fusion weights; The generated fusion weights are used to weight the control surface command increments to generate weighted control surface command increments; The weighted control surface command increment is superimposed with the pilot's original control command to generate the final hybrid control command.

8. A small aircraft flight envelope protection control system according to claim 1, characterized in that... The flight state normalization module is specifically used for: Calculate the shortest distance from the flight state vector to the boundary of the preset flight envelope; The normalized distance is determined based on the calculated shortest distance and the preset reference safety distance.

9. A small aircraft flight envelope protection control system according to claim 2, characterized in that... The preset weighting coefficient, stiffness coefficient, and damping coefficient used in the dynamic potential energy field construction module are obtained based on flight simulation tests and calibrated according to preset flight quality requirements.

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