Self-adaptive control method for high-rotation flight high-frequency-response turbulent flow actuating mechanism

Abstract

The invention provides a self-adaptive control method for a high-rotation flight high-frequency-response turbulent flow actuating mechanism, which comprises the following steps of: firstly, quantitatively representing a control effect of the turbulent flow actuating mechanism through an additional aerodynamic coefficient, and constructing an aerodynamic model of the turbulent flow actuating mechanism and an aerodynamic coefficient database of the aerodynamic model; secondly, performing pneumatic calculation and quantitative calculation through the motion state parameters of the flying body in the flying process of the flying body to obtain the control effect of the turbulent flow actuating mechanism; and finally, on the basis of a self-adaptive control algorithm of the turbulent flow actuating mechanism, according to the required overload, the flight body motion state parameters and the control effect of the turbulent flow actuating mechanism, the self-adaptive actuating angle range of the turbulent flow actuating mechanism is calculated, the turbulent flow actuating mechanism is controlled to actuate accordingly, and continuous control of the high-rotation flight body meeting the required overload requirement is achieved.

Description

Technical Field

[0001] This invention belongs to the field of high dynamic control technology, and in particular relates to an adaptive control method for a high-frequency response disturbance actuator for high-spinning flight. Background Technology

[0002] With the increasing informatization and intelligence of modern warfare, the binary boundary between weapon size and precision is expected to be broken. Traditional equipment such as high-spinning aircraft are no longer suitable for the needs of the modern battlefield, and achieving precision guidance for traditional weapons is one of the key research directions for major military powers. Due to the severe environment of high pressure, high spin, and high overload faced by high-spinning aircraft, existing aircraft control / actuator mechanisms are basically not directly applicable to them, and there are currently no mature control / actuator mechanisms suitable for high-spinning aircraft in China.

[0003] To address the challenging environment of high-speed spinning aircraft, a domestic research team developed an aerodynamic control-based actuation mechanism to resist high overload and high-frequency response disturbances. However, due to the spin motion of the high-speed spinning aircraft, the control effect generated by the actuation mechanism changes with the aircraft's spin. During one rotation of the aircraft, the control effect generated by the actuation mechanism changes constantly, and may even produce a control effect opposite to the required overload. Therefore, the control effect of the actuation mechanism is limited by the spin state of the aircraft and cannot always meet the required overload demand. Summary of the Invention

[0004] To address the aforementioned issues, this invention provides an adaptive control method for a high-frequency response turbulence actuation mechanism in high-spinning flight. This method quantitatively represents the control effect it can provide by adding an aerodynamic coefficient and also provides a method for solving the aerodynamic model of the turbulence actuation mechanism, thus offering a technical path for establishing a control model for the turbulence actuation mechanism.

[0005] An adaptive control method for a high-frequency turbulence actuation mechanism for high-spinning flight includes the following steps: S1: Construct an aerodynamic model of the turbulence actuator based on the degree to which the turbulence actuator alters the aerodynamic characteristics of the flight body; S2: Perform aerodynamic calculations on the aerodynamic model of the turbulence actuator based on the motion state parameters of the flight body obtained from the navigation system, and obtain the various aerodynamic coefficients of the turbulence actuator. S3: Quantitatively calculate the control effect that the turbulence actuator can produce based on the various aerodynamic coefficients of the turbulence actuator; S4: Based on the required overload of the flight control system and the control action that the turbulence actuator can generate, calculate the operating angle range of the turbulence actuator that can ensure that the turbulence control action is equivalent to the required overload, and then generate the corresponding turbulence actuator control command based on the operating angle range to realize the adaptive control of the turbulence actuator.

[0006] Furthermore, the aerodynamic model of the turbulence actuation mechanism, constructed based on the degree to which the turbulence actuation mechanism alters the aerodynamic characteristics of the flight body, is as follows:

[0007]

[0008]

[0009] In the formula, , , These are the additional aerodynamic drag, additional aerodynamic lift, and additional aerodynamic torque in the control action of the vector-type turbulence actuator. , , They are respectively , , The corresponding additional aerodynamic coefficient, air density, The characteristic area of ​​the flight body, The characteristic length of the flying body, The relative angle of attack of the flying bodies, The relative velocity of the flying objects for The roll angle projected onto the cross-section of the flying body is denoted as the relative velocity roll angle. Let be the unit vector of the projection of the centerline of the turbulence actuator onto the cross-section of the flight body. for The roll angle projected onto the cross-section of the flying body is denoted as the spoiler roll angle.

[0010] Furthermore, in step S4, the formula for calculating the actuation angle range of the turbulence actuator is as follows:

[0011] in, For the mass of the flight body, For overload, This refers to the additional aerodynamic lift generated during the control action of a vector-based turbulence actuator. The angle of action of the turbulence actuator, and the maximum effective angle. ; During each half-cycle of the control module's spin, the additional aerodynamic lift that it can generate is determined through aerodynamic model calculations of the turbulence actuation mechanism. Subsequently, the required overload is determined based on the control system or guidance rate. Solving transcendental equations through numerical methods or function fitting The required extension angle of the turbulence actuator is obtained. The range.

[0012] Furthermore, the average control force that the turbulence actuator can generate during each half-cycle of the control module's spin is... as follows:

[0013] in, The unit vector of the projection of the centerline of the turbulence actuator onto the cross-section of the flight body. The roll angle projected onto the cross-section of the flying body.

[0014] Furthermore, in step S2, the calculation method for the various aerodynamic coefficients of the turbulence actuation mechanism is as follows: Aerodynamic geometric model I of the flight body is constructed when the spoiler actuation mechanism does not extend the spoiler, and aerodynamic geometric model II of the flight body is constructed after the spoiler actuation mechanism extends the spoiler. The aerodynamic geometric model of the flight body includes the mass, cross-sectional diameter, characteristic area, characteristic length of the flight body, and the mass, length, and cross-sectional diameter of the control cabin. Different flight Mach numbers and relative angles of attack conditions for the flight bodies are set and substituted into the aerodynamic geometry model I and the aerodynamic geometry model II of the flight bodies, respectively. Then, CFD simulation calculations are performed to obtain the various aerodynamic coefficients of the flight bodies under the two conditions of the spoiler extension and retraction. The aerodynamic coefficients of the two conditions are subtracted from each other, and the difference is the various aerodynamic coefficients of the spoiler actuator under different flight Mach numbers and relative angles of attack conditions of the flight bodies. A database of aerodynamic coefficients for the turbulence actuator is established based on the various aerodynamic coefficients of the turbulence actuator under different flight Mach numbers and relative angles of attack conditions. During flight, the inertial navigation system calculates the motion state parameters of the current flight body, calculates the current flight Mach number and the current relative angle of attack based on the motion state parameters, and then obtains the various aerodynamic coefficients of the turbulence actuator under the current flight state from the turbulence actuator aerodynamic coefficient database based on the current flight Mach number and the current relative angle of attack.

[0015] Furthermore, the specific geometric shape of the spoiler actuation mechanism is as follows: the uppermost edge is a square plate with an arc shape, the curvature of which is consistent with the curvature of the control cabin of the aircraft, ensuring that the aerodynamic shape of the aircraft is not disrupted when the spoiler retracts, and the height of the spoiler extension is [not specified]. The central angle corresponding to the curved edge of the spoiler Measure the geometry of the spoiler.

[0016] Furthermore, in step S2, the motion state parameters of the flying body include: the relative velocity of the flying body. Relative angle of attack of the flying body The roll angle of the spoiler's projection onto the cross-section of the flight body The roll angle of the relative velocity of the flying body projected onto the cross-section of the flying body. Wind speed, atmospheric density .

[0017] Furthermore, the range of flight Mach number settings covers the range of Mach numbers that the flight vehicle can reach, and exceeds the upper and lower boundary values ​​of the range of Mach numbers that the flight vehicle can reach.

[0018] Furthermore, two turbulence actuation mechanisms are symmetrically installed in the flight body control cabin, and each of the two turbulence actuation mechanisms is responsible for half a cycle in one control cabin spin cycle; the flight body control cabin is installed at the tail of the flight body through a bearing structure, the two are isolated by rolling, and the spin reduction mechanism reduces the spin speed of the control cabin. The spoiler actuation mechanism changes the aerodynamic shape of the aircraft by controlling the extension and retraction of the spoiler vanes, thereby changing the airflow field around the aircraft, and in turn changing the aerodynamic force and aerodynamic torque acting on the aircraft, ultimately producing a control effect.

[0019] Furthermore, upon receiving the required overload from the control system or guidance rate, during the spin of the control cabin, the two spoiler actuation mechanisms are sequentially controlled to extend and rotate around the direction of the required overload. The angle makes the direction of the control force generated by the turbulence actuator equivalent to the direction of the required overload.

[0020] Beneficial effects: 1. This invention provides an adaptive control method for a high-frequency response turbulence actuation mechanism for high-spinning flight. First, the control effect of the turbulence actuation mechanism is quantitatively represented by additional aerodynamic coefficients, and an aerodynamic model of the turbulence actuation mechanism and its aerodynamic coefficient database are constructed. Second, during the flight of the aircraft, aerodynamic calculations are performed using its motion state parameters to quantitatively calculate the control effect of the turbulence actuation mechanism. Finally, when the turbulence actuation mechanism spins with the aircraft, based on the adaptive control algorithm of the turbulence actuation mechanism, the adaptive actuation angle range of the turbulence actuation mechanism is adaptively calculated according to the required overload, the motion state parameters of the aircraft, and the control effect of the turbulence actuation mechanism. This enables the turbulence actuation mechanism to generate a control effect equivalent to the required overload, laying the foundation for achieving precise guidance of high-spinning aircraft.

[0021] 2. This invention provides an adaptive control method for a high-frequency response turbulence actuation mechanism in high-spin flight. The turbulence actuation mechanism is installed in the control cabin of the high-spin flight body, and two turbulence actuation mechanisms are symmetrically installed. The control cabin is installed at the tail of the flight body through a bearing structure, and the two are isolated by roll. The rotation speed of the control cabin is reduced by a de-spinning mechanism. The control action of the turbulence actuation mechanism is quantitatively represented by an additional aerodynamic coefficient. Its aerodynamic model and aerodynamic coefficient database are constructed. During flight, the aerodynamic calculation of the turbulence actuation mechanism is performed to obtain its control action. The actuation angle range of the turbulence actuation mechanism is calculated according to the adaptive control method to ensure that two control actions equivalent to the required overload are provided during the flight body's spin cycle, ensuring the continuity and sustainability of the control action. Attached Figure Description

[0022] Figure 1 Flowchart illustrating the principle of adaptive control method for high-frequency response disturbance actuator in high-rotation flight; Figure 2 Schematic diagram of the external structure of the actuator to resist high overload and high frequency response turbulence; Figure 3 A schematic diagram of the high-speed spiral flight vehicle and its control cabin; Figure 4 A schematic diagram of the dimensional structure of the turbulence plate in the high overload and high frequency response turbulence actuation mechanism; Figure 5 A schematic diagram showing the actuation angle range and equivalent control force of an actuator designed to resist high overload and high-frequency turbulence. Figure 6 This is a schematic diagram of the adaptive control device for a high-frequency response disturbance actuation mechanism in high-spinning flight. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0024] This invention provides an adaptive control method and device for a high-frequency turbulence actuation mechanism for high-spinning flight, the basic principle of which is as follows: Figure 1 As shown, the basic idea is to quantitatively represent the control effect of the turbulence actuator based on the form of additional aerodynamic coefficients, construct an aerodynamic model and aerodynamic coefficient database for the turbulence actuator, solve the motion state parameters of the flight body through the navigation system, solve the aerodynamic coefficients of the turbulence actuator and its control effect, and then calculate the range of actuation angles of the turbulence actuator that meet the overload requirements of the control system through the adaptive control method of the turbulence actuator.

[0025] To achieve the above solution, the adaptive control method and device for high-frequency turbulence actuation mechanism of the present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0026] Example 1 This embodiment provides an adaptive control method for a high-frequency response disturbance actuator for high-spinning flight, including the following steps: S1: Construct an aerodynamic model of the turbulence actuator based on the degree to which the turbulence actuator alters the aerodynamic characteristics of the flight body; The external structure of the turbulence actuator is as follows Figure 2 As shown, the spoiler mechanism is installed in the control cabin of the high-rotation aircraft, and two spoiler mechanisms are symmetrically installed. The control cabin is installed at the tail of the aircraft via a bearing structure, and the two are isolated by roll. The rotation speed of the control cabin is reduced by a de-rotation mechanism. The structure of the high-rotation aircraft and the control cabin is as follows. Figure 3 As shown.

[0027] The spoiler mechanism alters the aerodynamic shape of the aircraft by controlling the extension and retraction of spoilers, thereby changing the airflow field around the aircraft and consequently altering the aerodynamic forces and moments acting on it, thus generating a control effect. Therefore, it is necessary to quantitatively represent the control effect of the spoiler mechanism on the aircraft, i.e., to construct an aerodynamic model of the spoiler mechanism. In this embodiment, the aerodynamic model of the spoiler mechanism is constructed based on the degree to which the spoilers alter the aerodynamic characteristics of the aircraft.

[0028] After the spoiler extends from the aerodynamic actuator, the aerodynamic shape of the aircraft changes, disrupting its symmetry. This primarily leads to changes in the aerodynamic drag, lift, and torque experienced by the aircraft. Based on the expressions for the aerodynamic forces and torques acting on the aircraft, a quantitative aerodynamic model is established to calculate the control effect of the spoiler actuator by using the change in the aerodynamic coefficients of the aircraft caused by the spoiler actuator, i.e., the additional aerodynamic coefficient. The specific expression is as follows:

[0029]

[0030]

[0031] In the formula, , , These are the additional aerodynamic drag, additional aerodynamic lift, and additional aerodynamic torque in the control action of the vector-type turbulence actuator. , , They are respectively , , The corresponding additional aerodynamic coefficient, air density, The characteristic area of ​​the flight body, The characteristic length of the flying body, The relative angle of attack of the flying bodies, The relative velocity of the flying objects for The roll angle projected onto the cross-section of the flying body is denoted as the relative velocity roll angle. The unit vector representing the projection of the centerline of the spoiler mechanism (i.e., the centerline of the spoiler) onto the cross-section of the aircraft. for The roll angle projected onto the cross-section of the flying body is denoted as the spoiler roll angle.

[0032] According to the aerodynamic model of the constructed spoiler actuation mechanism, when the relative angle of attack of the aircraft is small, the additional drag is approximately in the opposite direction of the aircraft axis, the additional lift and additional torque are approximately in the radial direction of the aircraft, and the additional lift is approximately in the opposite direction of the spoiler, which is a lateral force.

[0033] S2: Perform aerodynamic calculations on the aerodynamic model of the turbulence actuator based on the motion state parameters of the flight body obtained from the navigation system, and obtain the various aerodynamic coefficients of the turbulence actuator. Based on the aerodynamic model of the turbulence actuation mechanism constructed in this embodiment, it is necessary to quantitatively calculate the control effect (mainly the additional aerodynamic lift in the lateral direction of the flight body) of the turbulence actuation mechanism, meteorological parameters, and flight body motion state parameters, i.e., the aerodynamic solution of the turbulence actuation mechanism. In other words, it is necessary to construct the aerodynamic geometry model I of the flight body when the turbulence actuation mechanism has not extended the spoiler and the aerodynamic geometry model II of the flight body when the turbulence actuation mechanism has extended the spoiler. It is necessary to obtain the various aerodynamic coefficients of the flight body under different flight conditions, namely, the two cases of spoiler extension and retraction. The difference between the two cases is the various aerodynamic coefficients of the turbulence actuation mechanism.

[0034] Aerodynamic coefficients are mainly related to aerodynamic geometry models, flight Mach number, and angle of attack. The mapping relationship or database between aerodynamic coefficients and related parameters is usually obtained through aerodynamic identification, model solving, and other methods. In practical applications, the corresponding aerodynamic coefficients in the database are obtained based on the flight Mach number, angle of attack, and other related parameters.

[0035] This embodiment calculates the various aerodynamic coefficients of the turbulence actuation mechanism using computational fluid dynamics (CFD) simulation, and establishes a database of aerodynamic coefficients for the turbulence actuation mechanism. CFD simulations are performed with the turbulence actuation mechanism extending and retracting the spoilers, respectively, and the differences in various aerodynamic coefficients of the flight body under the two conditions are calculated; these differences represent the various aerodynamic coefficients of the turbulence actuation mechanism.

[0036] First, it is necessary to construct the aerodynamic geometry model of the flight body, mainly the aerodynamic geometry model of the spoiler mechanism after the spoiler extends. The spoiler geometry of the spoiler mechanism corresponding to this invention is a square plate with an arc-shaped uppermost edge. The curvature of its arc edge is consistent with the curvature of the control cabin, ensuring that the aerodynamic shape of the flight body is not disrupted when the spoiler retracts. The extension height of the spoiler... The central angle corresponding to the curved edge of the spoiler Measuring the geometry of the spoiler, such as Figure 4 As shown. The aerodynamic geometry model of the flight body mainly consists of its geometric dimensional parameters, including the flight body's mass, cross-sectional diameter, characteristic area, and characteristic length, as well as the control cabin's mass, length, and cross-sectional diameter. The control cabin is installed at the tail of the flight body and connected via a bearing structure to achieve roll isolation. The cross-sectional diameter of the control cabin is consistent with that of the flight body, and the gap between the flight body and the control cabin is small, so that the aerodynamic shape of the flight body will not change when the spoiler actuation mechanism does not extend its spoilers.

[0037] Furthermore, the basic methods and related parameters for CFD simulation of the flight vehicle are established. This invention employs the RANS method and the k-ε turbulence model for CFD simulation, discretizing the surface using the finite volume method with a second-order upwind scheme. The flight vehicle surface is divided into a hexahedral mesh, and the standard wall function is used in the near-wall region. A density-based implicit solver is used for solving the problem. The fluid used is a compressible ideal gas, and its density and viscosity are calculated using ideal gas relations and the Sutherland equation. Specific heat and thermal conductivity are constant. Far-field pressure is selected as the boundary condition for the external flow field, and the inflow static pressure and static temperature are set. The flight vehicle surface is subjected to adiabatic wall boundary conditions.

[0038] In the CFD simulation, the turbulence actuator extends a turbulence vane from directly above the flight body, and the flight Mach number of the flight body is set. and relative angle of attack Then, CDF simulation is performed to calculate the various aerodynamic coefficients of the turbulence actuator. The flight Mach number needs to cover the range of Mach numbers that the flight body can reach, and appropriately exceed its upper and lower boundary values ​​to ensure the accuracy of the aerodynamic coefficient calculations when the flight Mach number is at the boundary values.

[0039] After obtaining the aerodynamic coefficients of the turbulence actuator under different flight Mach numbers and relative angles of attack conditions through CFD simulation, aerodynamic identification, or model solving, a database of aerodynamic coefficients of the turbulence actuator can be established. Once completed, the aerodynamic coefficient database is bound as pre-set information and used to calculate the various aerodynamic coefficients of the turbulence actuator under different motion state parameters of the flight body. In other words, during flight, the flight body speed, angle of attack, and meteorological parameters are calculated by the navigation system, and the various aerodynamic coefficients of the turbulence actuator under the current flight state can be obtained through this database.

[0040] The main motion parameters of a flight body are its relative velocity. relative angle of attack The roll angle of the spoiler and relative velocity projected onto the cross-section of the flight body and The above parameters require the aircraft's speed, attitude, and wind speed. The aircraft's speed and attitude are calculated by the navigation system, while the wind speed is estimated by an atmospheric model, calculated by the navigation system as an extended state, or obtained by measuring the aircraft's airspeed and ground speed using sensors.

[0041] In addition, the atmospheric density around the flying object also needs to be obtained. Similar to wind speed, it is estimated by atmospheric models, calculated by navigation systems as an extended state, or measured by dedicated sensors.

[0042] S3: Quantitatively calculate the control effect that the turbulence actuator can produce based on the various aerodynamic coefficients of the turbulence actuator; In other words, by performing aerodynamic calculations on the turbulence actuator, we can obtain various aerodynamic coefficients of the turbulence actuator and motion parameters of the flight body under the current flight conditions. Based on the aerodynamic model of the turbulence actuator, we can calculate the various additional aerodynamic forces and additional aerodynamic torques that the turbulence actuator can provide.

[0043] S4: Based on the required overload of the flight control system and the control action that the turbulence actuator can generate, calculate the operating angle range of the turbulence actuator that ensures the turbulence control action is equivalent to the required overload. Then, generate corresponding control commands for the turbulence actuator based on the operating angle range to achieve adaptive control of the turbulence actuator, as detailed below: S41: Equivalent direction of control force for the turbulence actuator.

[0044] In terms of flight control, the attitude or speed of the flight body is mainly controlled or adjusted through lateral forces, i.e., additional lift. Additional drag and additional torque are used relatively less. In some cases, additional drag is used to reduce the speed of the flight body, and axial additional torque is used to reduce the rotation speed of the control cabin. Therefore, this embodiment mainly considers the additional lift generated by the turbulence actuator, and regards it as the actual control force.

[0045] Furthermore, even after the spin reduction mechanism reduces the spin of the high-spin flight vehicle's control cabin, it still exhibits spin-rolling motion, but the rotational speed is much lower than the flight vehicle's rotational speed, typically... Therefore, the control force generated by the turbulence actuation mechanism varies with the control cabin's spin. Since two symmetrically installed turbulence actuation mechanisms each handle half a cycle within one control cabin spin cycle. Furthermore, the control cabin's half-cycle spin is typically... Within this range, the motion parameters of the flying object, such as displacement, velocity, and attitude, change very little. The position of the flying object relative to its range will differ by several orders of magnitude during this period, which can be considered as the flying object's motion parameters remaining constant. Therefore, the control force generated by the spoiler actuation mechanism can be seen as being solely determined by the roll angle of the spoiler. and additional lift coefficient The decision is made, and a lift coefficient is added. The lift coefficient is usually added based on the vector positional relationship between the spoiler and the relative velocity of the flying body. The change in the spoiler during half a rotation of the control cabin is small and can be approximated as constant. Therefore, the control force generated by the spoiler actuation mechanism, during the control cabin's rotation period, is determined only by the spoiler roll angle. It affects the direction of the control force, which changes with the spin of the control cabin.

[0046] Furthermore, the spin motion of the control cabin of the high-spinning aircraft determines that the control force generated by the spoiler mechanism cannot always meet the directional requirements of the required overload of the aircraft's control system or guidance law; that is, the control force generated by the spoiler mechanism cannot always maintain the same direction as the required overload. As mentioned above, the position of the aircraft can be considered constant during the half-cycle of the control cabin's spin. Therefore, it can be considered that the control forces in different directions generated by the spoiler mechanism during the half-cycle of the control cabin are generated at the same moment. According to the principle of vector superposition, the control force generated by the spoiler mechanism can be equivalent to the control force at the center position through which it has rotated, such as... Figure 5 As shown, the control force generated by the spoiler mechanism changes direction with the spin of the flight body. During a single actuation of the spoiler mechanism, the motion state of the flight body can be considered constant. The control force generated by the spoiler mechanism can be equivalent to the equivalent control force when it passes through the center position. The average control force during the half-cycle of the control cabin's spin is:

[0047] In the formula, The aerodynamic lift generated by the turbulence-actuating mechanism. As the spoiler extends continuously, it rotates through the range of angles that the control cabin passes through. During the spoiler deployment, the rotation speed of the control cabin remains approximately constant. Therefore, the average control force can be calculated using the angle.

[0048] Therefore, upon receiving a required overload from the control system or guidance rate, during the spin of the control cabin, two actuators are sequentially controlled to extend and rotate the spoiler around the direction of the required overload. If the angle is such that the direction of the control force generated by the turbulence actuator is equivalent to the direction of the required overload, then the direction of the control force can be considered to be the same as the direction of the overload.

[0049] S42: Calculation of the adaptive actuation angle range of the turbulence actuator.

[0050] After ensuring that the control force generated by the turbulence actuator matches the required overload, the rotation angle needs to be set. This ensures that the magnitude of the control force is consistent with the required overload. That is, based on the magnitude and direction of the required overload required by the control system, the actuation roll angle range of the disturbance actuator is adaptively calculated so that the direction and effect of the control force generated are equivalent to the required overload.

[0051] It should be noted that, as shown in the formula for calculating the average control force of the turbulence actuation mechanism, during each control cabin spin cycle, since the magnitude of the additional lift remains constant, the magnitude of the average control force only changes with the rotation angle. The decision, having a saturation value, is a type of saturation controller. Simultaneously, the angle of rotation... The larger the angle, the greater the reactive control force generated by the aerodynamic actuator perpendicular to the required overload direction, resulting in lower control efficiency and greater equivalent processing errors in the aforementioned flight motion state, aerodynamic coefficient of the aerodynamic actuator, and control force direction. Therefore, the angle of rotation... It should not be too large; usually, a maximum angle is set. Corresponding to the maximum average control force The control system or guidance rate needs to take into account the saturation characteristics of the turbulence actuator, and the required overload size needs to be met by the turbulence actuator to ensure its accessibility.

[0052] Furthermore, in this embodiment, the required overload needs to meet the reachability requirement of the turbulence actuator's control action because the turbulence actuator is a saturation controller with a finite control action. The required overload needs to meet the average control force limit of the turbulence actuator. Based on this, an adaptive actuation angle range calculation method is designed, specifically as follows:

[0053] In the formula, For the mass of the flight body, For overload.

[0054] Due to the maximum turning angle The spoiler mechanism will not extend its spoilers for a portion of the control cabin's half-cycle spin, meaning it will not exert any control effect. Figure 5 As shown, to ensure that the control effect provided by the spoiler actuator meets the requirements of the overload, it is necessary to ensure that the control effect provided during the extension of the spoiler to generate control force is equivalent to the control effect required by the overload. This embodiment is based on the principle of impulse equivalence. By ensuring that the impulse of the control force provided during the extension of the spoiler is equal to the impulse required by the overload, the equivalent control effect is guaranteed. That is, the adaptive actuation angle range is calculated as follows:

[0055] Furthermore, during each half-cycle of the control module's spin, the additional lift that the turbulence-actuating mechanism can generate is determined through aerodynamic calculations. Then, based on the required overload of the control system or guidance rate, and the adaptive actuation angle range calculation method, the actuation angle range of the spoiler actuation mechanism that needs to extend the spoiler vanes can be calculated. Then, the roll angle position of the spoiler actuator is calculated by the navigation system, it is determined whether it is within the adaptive actuation angle range, and control commands for the spoiler actuator are generated to control the extension or retraction of the spoiler.

[0056] It is important to note the formula for calculating the adaptive actuation angle range. It is a transcendental equation with no analytical solution, but it can be solved by turning an angle. It is a monotonic function within its possible range of values ​​and can be solved using numerical methods or function fitting.

[0057] This embodiment obtains the analytical expression of the adaptive actuation angle range calculation formula through polynomial fitting, as shown in the following formula:

[0058] The analytical expression provided in this embodiment is a sixth-degree polynomial. Within the range of values, the maximum deviation of the analytical expression is 0.0602 rad. The residual norm is 0.4268 rad, indicating a good fit. In practical applications, this polynomial can be used to approximate the range of adaptive actuation angles.

[0059] Example 2 This embodiment provides an adaptive control device for a high-frequency response turbulence actuation mechanism in high-spinning flight. Based on the flight motion state parameters calculated by the navigation system and the required overload of the control system, it runs an adaptive control algorithm for the turbulence actuation mechanism to calculate the actuation angle range of the mechanism. For example... Figure 6 As shown, the device includes: a pneumatic calculation module, a main control module, a storage module, a communication module, and a power supply module.

[0060] The aerodynamic calculation module is built using a dedicated FPGA for data lookup. It is used to calculate various aerodynamic coefficients of the turbulence actuator under the current flight state. It obtains the aerodynamic coefficients by reading the motion state parameters of the flight body calculated by the navigation system and searching and comparing them in a pre-loaded aerodynamic coefficient database.

[0061] The main control module is built with an MCU and is used to run the adaptive control algorithm of the turbulence actuator, calculate the actuation angle range of the turbulence actuator, calculate the flight motion state parameters obtained by the navigation system, the aerodynamic coefficient obtained by the aerodynamic solution, and the required overload of the control system, and generate control commands for the turbulence actuator based on the roll angle position of the turbulence actuator.

[0062] The storage module is built with memory such as FLASH and ROM, and is used to pre-load initial data such as the aerodynamic coefficient database of the turbulence actuator and the initialization data of the control device, as well as the aerodynamic data of the turbulence actuator, the actuation angle range data, and the actuation control commands calculated during flight.

[0063] The communication module is used for communication between modules within the control device, as well as communication between the control device and the navigation system, control system, and turbulence actuator. Parallel interfaces, bus drivers, etc. can be used to build it.

[0064] The power supply module supplies power to the above modules, and can be selected from lithium batteries that are resistant to high overload.

[0065] In summary, this invention provides an adaptive control method and device for a high-frequency response turbulence actuation mechanism in high-spinning flight. First, an aerodynamic model of the turbulence actuation mechanism is constructed. Additional aerodynamic coefficients quantitatively represent the control action that the turbulence actuation mechanism can generate, and a database of aerodynamic coefficients for the turbulence actuation mechanism is built and stored as preset information during actual flight. Second, during actual flight, based on the aerodynamic model of the turbulence actuation mechanism, aerodynamic calculations are performed using the flight motion state parameters obtained from the navigation system to obtain various aerodynamic coefficients of the turbulence actuation mechanism, thereby quantitatively calculating the control action it can generate. Finally, based on the required overload of the control system and the control action that the turbulence actuation mechanism can generate, the adaptive control method of the turbulence actuation mechanism is used to calculate the actuation angle range of the turbulence actuation mechanism, thereby generating control commands for the turbulence actuation mechanism to achieve continuous control of the high-spinning flight body that meets the required overload requirements.

[0066] Of course, the present invention may have other various embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding changes and modifications according to the present invention, but these corresponding changes and modifications should all fall within the protection scope of the appended claims.

Claims

1. An adaptive control method for a high-frequency response turbulence actuator for high-speed rotation flight, characterized in that, Includes the following steps: S1: Construct an aerodynamic model of the turbulence actuator based on the degree to which the turbulence actuator alters the aerodynamic characteristics of the flight body; S2: Perform aerodynamic calculations on the aerodynamic model of the turbulence actuator based on the motion state parameters of the flight body obtained from the navigation system, and obtain the various aerodynamic coefficients of the turbulence actuator. S3: Quantitatively calculate the control effect that the turbulence actuator can produce based on the various aerodynamic coefficients of the turbulence actuator; S4: Based on the required overload of the flight control system and the control action that the turbulence actuator can generate, calculate the operating angle range of the turbulence actuator that can ensure that the turbulence control action is equivalent to the required overload, and then generate the corresponding turbulence actuator control command based on the operating angle range to realize the adaptive control of the turbulence actuator.

2. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed flight as described in claim 1, characterized in that, The aerodynamic model of the turbulence actuator, based on the degree to which the turbulence actuator alters the aerodynamic characteristics of the flight body, is as follows: In the formula, , , These are the additional aerodynamic drag, additional aerodynamic lift, and additional aerodynamic torque in the control action of the vector-type turbulence actuator. , , They are respectively , , The corresponding additional aerodynamic coefficient, air density, The characteristic area of ​​the flight body, The characteristic length of the flying body, The relative angle of attack of the flying bodies, The relative velocity of the flying objects for The roll angle projected onto the cross-section of the flying body is denoted as the relative velocity roll angle. Let be the unit vector of the projection of the centerline of the turbulence actuator onto the cross-section of the flight body. for The roll angle projected onto the cross-section of the flying body is denoted as the spoiler roll angle.

3. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed rotation as described in claim 1, characterized in that, In step S4, the formula for calculating the actuation angle range of the turbulence actuator is as follows: in, For the mass of the flight body, For overload, This refers to the additional aerodynamic lift generated during the control action of a vector-based turbulence actuator. The angle of action of the turbulence actuator, and the maximum effective angle. ; During each half-cycle of the control module's spin, the additional aerodynamic lift that it can generate is determined through aerodynamic model calculations of the turbulence actuation mechanism. Subsequently, the required overload is determined based on the control system or guidance rate. Solving transcendental equations through numerical methods or function fitting The required extension angle of the turbulence actuator is obtained. The range.

4. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed rotation as described in claim 3, characterized in that, The average control force generated by the turbulence actuator during each half-cycle of the control cabin's spin is as follows: in, The unit vector of the projection of the centerline of the turbulence actuator onto the cross-section of the flight body. The roll angle projected onto the cross-section of the flying body.

5. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed flight as described in claim 1, characterized in that, In step S2, the calculation method for the various aerodynamic coefficients of the turbulence actuation mechanism is as follows: Aerodynamic geometric model I of the flight body is constructed when the spoiler actuation mechanism does not extend the spoiler, and aerodynamic geometric model II of the flight body is constructed after the spoiler actuation mechanism extends the spoiler. The aerodynamic geometric model of the flight body includes the mass, cross-sectional diameter, characteristic area, characteristic length of the flight body, and the mass, length, and cross-sectional diameter of the control cabin. Different flight Mach numbers and relative angles of attack conditions for the flight bodies are set and substituted into the aerodynamic geometry model I and the aerodynamic geometry model II of the flight bodies, respectively. Then, CFD simulation calculations are performed to obtain the various aerodynamic coefficients of the flight bodies under the two conditions of the spoiler extension and retraction. The aerodynamic coefficients of the two conditions are subtracted from each other, and the difference is the various aerodynamic coefficients of the spoiler actuator under different flight Mach numbers and relative angles of attack conditions of the flight bodies. A database of aerodynamic coefficients for the turbulence actuator is established based on the various aerodynamic coefficients of the turbulence actuator under different flight Mach numbers and relative angles of attack conditions. During flight, the inertial navigation system calculates the motion state parameters of the current flight body, calculates the current flight Mach number and the current relative angle of attack based on the motion state parameters, and then obtains the various aerodynamic coefficients of the turbulence actuator under the current flight state from the turbulence actuator aerodynamic coefficient database based on the current flight Mach number and the current relative angle of attack.

6. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed rotation as described in claim 5, characterized in that, The specific geometric shape of the spoiler actuation mechanism is as follows: the uppermost edge is a square plate with an arc shape, the curvature of which matches the curvature of the control cabin of the aircraft, ensuring that the aerodynamic shape of the aircraft is not disrupted when the spoiler retracts. The height of the spoiler extension is [not specified]. The central angle corresponding to the curved edge of the spoiler Measure the geometry of the spoiler.

7. An adaptive control method for a high-frequency turbulence actuation mechanism for high-speed flight as described in claim 1 or 5, characterized in that, In step S2, the motion state parameters of the flying body include: the relative velocity of the flying body. Relative angle of attack of the flying body The roll angle of the spoiler's projection onto the cross-section of the flight body The roll angle of the relative velocity of the flying body projected onto the cross-section of the flying body. Wind speed, atmospheric density .

8. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed rotation as described in claim 5, characterized in that, The range of flight Mach number settings covers the range of Mach numbers that the flight vehicle can reach, and exceeds the upper and lower boundary values ​​of the range of Mach numbers that the flight vehicle can reach.

9. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed flight as described in claim 1, characterized in that, Two turbulence-inducing mechanisms are symmetrically installed in the control cabin of the aircraft, and each of the two turbulence-inducing mechanisms is responsible for half a cycle in one control cabin spin cycle; the control cabin is installed at the tail of the aircraft via a bearing structure, and the two are isolated by rolling, and the spin reduction mechanism reduces the spin speed of the control cabin; The spoiler actuation mechanism changes the aerodynamic shape of the aircraft by controlling the extension and retraction of the spoiler vanes, thereby changing the airflow field around the aircraft, and in turn changing the aerodynamic force and aerodynamic torque acting on the aircraft, ultimately producing a control effect.

10. The adaptive control method for a high-frequency turbulence actuation mechanism for high-speed flight as described in claim 9, characterized in that, Upon receiving a required overload from the control system or guidance rate, during the spin of the control cabin, two spoiler actuation mechanisms are sequentially controlled to extend and rotate around the direction of the required overload. The angle makes the direction of the control force generated by the turbulence actuator equivalent to the direction of the required overload.

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