Anti-falling safety control method with field angle constraint

Abstract

The invention discloses an anti-falling safety control method with field angle constraint. The anti-falling safety control method comprises the steps of control time sequence binding before launching, guide module initial value binding before starting control, attitude angle instruction amplitude limiting after starting control, control parameter serialization and rudder resource dynamic allocation. The control time sequence binding means that the starting control time of the aircraft is judged according to the initial launching angle, and when the launching angle is lower than a specific angle, the aircraft is advanced before engine ignition; the initial value binding of the guiding module before starting control refers to optimizing an attitude angle instruction according to a detector constraint, optimizing control parameters before and after thrust establishment, and preventing parameter jumping; the dynamic allocation of rudder resources refers to preferentially allocating the rudder resources of the pitching-off channel, and transition to rolling channel priority is performed after the falling risk is released, so that subsequent overload instruction access is facilitated. According to the method, the emission safety requirement and the detector constraint are comprehensively considered, the control time sequence and the initial control parameters are selected according to the emission state, the emission safety problem is solved, meanwhile, it is guaranteed that the detector normally locks the target, and the overall performance of the system is improved.

Description

Technical Field

[0001] This invention relates to a crash prevention safety control method with field-of-view constraints, belonging to the fields of flight control technology and launch safety control technology. Background Technology

[0002] Some portable aircraft use solid rocket motors as their power source. These motors have low launch speeds and altitudes, and to avoid injuring the shooter with exhaust plumes, the main engine ignites relatively late. If there is significant nose-down angular velocity interference upon exiting the launch tube, the aircraft faces a high risk of crashing, seriously threatening the shooter's life. Therefore, researching crash prevention and safety control technologies for aircraft is of great significance.

[0003] To suppress launch interference and mitigate the risk of the aircraft crashing, attitude control engines or thrust vectoring mechanisms are typically used to generate control torque to suppress initial angular velocity interference. However, attitude control engines become dead weight after the initial launch phase, increasing the aircraft's mass, affecting its range, and raising its cost; oscillating nozzle mechanisms are relatively large and cannot be used on portable aircraft with small diameters.

[0004] Gas-propelled rudders can quickly generate control torque to suppress exit angular velocity interference after engine thrust is established. During thrust operation, they can continuously exert control torque to improve aircraft controllability at a relatively low cost. However, when using gas-propelled rudders for control, if control is initiated after engine thrust has stabilized, the risk of the aircraft crashing is high due to the typically late ignition time of the main engine and the long time required for engine thrust to stabilize. If control is initiated before engine ignition, the rudder effectiveness is directly related to the engine thrust, and the difference in effectiveness before and after engine ignition is significant. Improperly designed control parameters can lead to large jumps in rudder commands at the moment of control initiation, triggering the inherent nonlinear characteristics of the rudder system and affecting the stability of the control system. To mitigate the risk of crashing, the aircraft needs to rapidly pitch up, requiring the guidance module to provide a large pitch angle command. When the aircraft is in pre-launch acquisition mode, excessively rapid changes in angular velocity and excessively large line-of-sight angles can cause the detector to lose the target. Therefore, the attitude angle command needs to be optimized appropriately to complete the flight mission. Summary of the Invention

[0005] The technical problem solved by this invention is to overcome the shortcomings of the prior art and provide a fall-prevention safety control method with field-of-view constraint, which solves the problem of safe launch and target tracking of portable aircraft under conditions of low launch angle and large launch disturbance. The technical solution of this invention is: A fall-prevention safety control method with field-of-view constraints includes: (1) During pre-launch preparation, the start-up time is set according to the launch angle. In the low launch angle state, the start-up time is set before the main engine ignition, and in the non-low launch angle state, the start-up time is set at the engine ignition time. (2) After the aircraft is launched, the initial state of the anti-fall safety control system is set according to the aircraft pitch angular velocity at the start time t1 and the exit time tr. (3) After the aircraft is started, the guidance module receives the line-of-sight angle and line-of-sight angular velocity information output by the detector and outputs attitude angle commands. The attitude angle commands are based on the maximum line-of-sight angle of the detector. and the detector's loss-lock angular velocity Limit the amplitude; (4) The control module receives flight status information, attitude angle commands, and angular velocity information and outputs rudder commands; (5) Based on the rudder command output in step (4), dynamic rudder deflection is allocated according to priority. When there is a risk of falling to the ground, the rudder resource is allocated first to the pitch channel. After the risk of falling to the ground is released, the rolling channel is given priority.

[0006] Furthermore, the anti-crash safety control system is installed on the aircraft to prevent the aircraft from crashing to the ground after launch without losing the target, and includes a guidance module and a control module. The guidance module is used to determine the flight status, the initial loading status, and to output attitude angle commands; The control module includes a control law module and a rudder command allocation module. The control law module adjusts control parameters according to the flight status, receives attitude angle commands and angular velocity information, generates rudder commands, and allocates and outputs rudder commands through the rudder command allocation module.

[0007] Furthermore, when the launch angle is greater than When the launch control time t1 is selected as the main engine ignition time tn; when the launch angle is not greater than When the control is activated, the control time t1 is selected at a certain moment before the main engine ignition. It is calculated based on the maximum rudder deflection speed and the maximum rudder deflection angle. After the control is activated, it is assumed that the rudder deflects at the maximum speed. At the moment of main engine ignition tn, the rudder surface can deflect to the maximum value.

[0008] Furthermore, the initial state of the binding system, based on the aircraft's pitch angular velocity at the start-up time t1 and the exit time tr, is specifically as follows: The initial launch elevation angle command is loaded into the guidance module. The initial values ​​of control parameters are loaded in the control module. as well as : when t1 <tn hour, (1) in, as well as For different angular velocities The value, , Thresholds for angular velocity grading These are pitch and yaw angular velocities, respectively. (2) (3) , for Values ​​at different angular velocity levels , for Values ​​at different angular velocity levels; when t1 ≥ tn hour, (4) (5) (6) In the formula, , These are the initial values ​​for the control parameters of the pitch and yaw channels. The pitch and yaw channels share the same set of control parameters.

[0009] Furthermore, after the aircraft is activated, the guidance module receives the line-of-sight angle and line-of-sight angular velocity information output by the detector and outputs attitude angle commands. The attitude angle commands are based on the maximum line-of-sight angle of the detector. and the detector's loss-lock angular velocity The following limits will be applied: The attitude angle command is as follows: (7) (8) (9) (10) In the formula, Output the line-of-sight angle for the detector; Output the line-of-sight angular velocity to the detector; , , For grading parameters; , It is a function that varies with the line-of-sight angular velocity; This is a standard function for calculating the coordinate transformation of attitude commands. , This is an intermediate value when calculating the position angle. , for Values ​​for different angular velocity ranges. To the pitch angle, The yaw position angle, This is the position angle command.

[0010] Furthermore, the control module receives attitude angle commands and aircraft pitch angular velocity information and outputs rudder commands. After receiving the rudder commands, the pitch channel control system adjusts the control parameters according to the flight status, specifically by continuously processing the control parameters. when t1 <tn hour, (11) (12) when t1 ≥ tn hour, (13) (14) In the formula, These are aircraft speed, dynamic pressure, angle of attack, and flight time; These are pitch and yaw channel rudder deflection, respectively; For grading parameters; , for Ksf , Kang Function that varies with flight state; Ksf , Kang For tilt channel control parameters 、 The moment the main engine ignites.

[0011] Furthermore, the establishment of a dynamic rudder deflection allocation scheme adapted to different priorities, where the rudder resources are prioritized for the pitching channel when there is a risk of crashing, and then prioritized for the rolling channel after the risk of crashing is released, specifically involves: (15) (16) (17) (18) In the formula, The maximum available rudder deflection angle, , Reserve minimum and maximum rudder resources for the rolling channel. , , For calculation Intermediate variables, For the maximum available rudder deflection in the pitching channel, For the moment of activation, This is the moment when the risk of the car falling to the ground is released; when t <t2 hour, (19) (20) (twenty one) (twenty two) (twenty three) In the formula, Output rudder commands to the control law; Output rudder commands after dynamic allocation of rudder resources; , , For calculation Intermediate variables used; when t ≥ t2 hour, (twenty four) (25) (26) Secondly, the present invention also proposes a processor for running a program, wherein the program executes the method during runtime.

[0012] Thirdly, the present invention also proposes a non-volatile storage medium comprising: a computer program product, wherein the method is executed when the computer program product is executed.

[0013] Fourthly, the present invention also proposes a computer program product, which includes a computer program that, when executed by a processor, implements the method described.

[0014] The beneficial effects of this invention compared to the prior art are: (1) The present invention uses gas rudder for thrust vector control. After the engine thrust is established, the gas rudder can quickly generate control torque to suppress the interference of the exit tube angular velocity. During the thrust operation, it can continuously exert control torque to improve the control capability of the aircraft and the cost is relatively low.

[0015] (2) This invention takes into account both launch safety requirements and detector constraints, selects control timing and initial parameters according to launch status, solves launch safety problems and ensures that the detector can lock onto the target normally, thus improving the overall performance of the system.

[0016] (3) After the aircraft releases the risk of crashing, the rudder resource allocation method of the present invention changes from priority of the pitch channel to priority of the roll channel, making full use of the actuator capability and avoiding waste of control resources. Attached Figure Description

[0017] Figure 1 This is a flight sequence diagram; Figure 2 This is a block diagram illustrating the principle of fall-prevention safety control technology with field-of-view constraints. Detailed Implementation

[0018] The specific embodiments of the present invention will now be described in further detail with reference to the accompanying drawings.

[0019] To address the challenge of ensuring safe launch and target tracking of portable aircraft under conditions of low launch angles and large exit disturbances, this invention provides a crash-prevention safety control method with field-of-view constraints. To meet launch safety requirements, the control timing is designed based on the initial launch angle, and initial parameters are set according to the exit angular velocity. This ensures launch safety while preventing target loss by the detector. The dynamic allocation strategy of the rudder system is optimized by prioritizing rudder resources in the roll channel instead of the traditional roll channel, thus prioritizing rudder resources in the yaw channel. After mitigating the risk of crash, the priority is then shifted back to roll channel priority to guarantee subsequent control performance.

[0020] like Figure 1 As shown, this invention proposes a fall-prevention safety control method with field-of-view constraints, comprising the following steps: (1) During pre-launch preparation, the start-up time is set according to the launch angle. In the low launch angle state, the start-up time is set before the main engine ignition, and in the non-low launch angle state, the start-up time is set at the engine ignition time. (2) After the aircraft is launched, the initial state of the anti-fall safety control system is set according to the aircraft pitch angular velocity at the start time t1 and the exit time tr. (3) After the aircraft is started, the guidance module receives the line-of-sight angle and line-of-sight angular velocity information output by the detector and outputs attitude angle commands. The attitude angle commands are based on the maximum line-of-sight angle of the detector. and the detector's loss-lock angular velocity Limit the amplitude; (4) The control module receives flight status information, attitude angle commands, and angular velocity information and outputs rudder commands; (5) Based on the rudder command output in step (4), dynamic rudder deflection is allocated according to priority. When there is a risk of falling to the ground, the rudder resource is allocated first to the pitch channel. After the risk of falling to the ground is released, the rolling channel is given priority.

[0021] This invention has the following technical features: 1. Determine the aircraft's start-up time based on the initial launch angle. When the launch angle is lower than a specific angle, the aircraft should arrive before the engine ignition and apply rudder deflection before the engine starts working, so as to quickly counteract the aircraft's nose-down angular velocity and eliminate the aircraft's downward trend.

[0022] 2. Optimize attitude angle commands based on detector constraints. For early activation states, classify the aircraft's line-of-sight angle commands according to the magnitude of the pitch angular velocity. While suppressing the nose-down tendency, ensure that changes in the aircraft's angular velocity will not cause the detector to lose lock and that changes in attitude angle will not exceed the detector's field of view.

[0023] 3. The control system adopts a "damping loop + attitude command channel" control structure. It optimizes control parameters before and after thrust establishment to prevent parameter jumps; for early control activation states, control parameters are graded according to the pitch angle velocity to ensure that the aircraft can quickly suppress the nose-down tendency when there is a risk of crashing; when the risk of crashing is small, it avoids triggering nonlinear characteristics of the rudder system by jumping the initial rudder command.

[0024] 4. To reduce the risk of falling to the ground during the attitude control phase, the control system should prioritize the allocation of rudder resources to the pitch channel, while delaying the access of the roll channel to further improve the pitch channel's ability to suppress nose-down interference. After releasing the risk of falling to the ground, the allocation of rudder resources in the control system should transition to prioritize the roll channel to facilitate the subsequent access of the overload control phase.

[0025] The above steps are described in detail below.

[0026] like Figure 2 As shown, the anti-crash safety control system is installed on the aircraft to prevent the aircraft from crashing to the ground after launch without losing the target. It includes a guidance module and a control module. The guidance module is used to determine the flight status, the initial loading status, and to output attitude angle commands (the guidance module corresponds to steps 1, 2, and 3 above). The control module includes a control law module and a rudder command allocation module. The control law module adjusts the control parameters according to the flight status, receives attitude angle commands and angular velocity information, forms rudder commands, and allocates and outputs rudder commands through the rudder command allocation module (the control module corresponds to steps 4 and 5 above).

[0027] Step 1: Determine the launch time of the aircraft based on the initial launch angle. When the launch angle is lower than a certain angle, the aircraft should be positioned before the engine ignition and deflect the rudder before the engine starts working, so as to quickly counteract the aircraft's nose-down angular velocity and eliminate the aircraft's downward trend.

[0028] When the launch angle is greater than At that time, start control time t1 Select the main engine ignition timing tn ; When the launch angle is not greater than At that time, start control time t1 The calculation is based on the maximum rudder deflection speed and maximum rudder deflection angle, chosen at a specific moment before the main engine ignition. After control is activated, it is assumed that the rudder deflects at its maximum speed at the moment of main engine ignition. tnThe control surfaces can be deflected to their maximum value.

[0029] (2) After the aircraft is launched, according to the activation time t1 and the time of exiting the tube tr The aircraft's pitch angle velocity, and the initial state of the crash safety control system; The initial launch elevation angle command is loaded into the guidance module. The initial values ​​of control parameters are loaded in the control module. as well as : when t1 <tn hour, (1) in, as well as For different angular velocities The value, , Thresholds for angular velocity grading These are pitch and yaw angular velocities, respectively. (2) (3) , for Values ​​at different angular velocity levels , for Values ​​at different angular velocity levels; when t1 ≥ tn hour, (4) (5) (6) In the formula, , These are the initial values ​​for the control parameters of the pitch and yaw channels. The pitch and yaw channels share the same set of control parameters.

[0030] (3) After the aircraft is started, the guidance module receives the line-of-sight angle and line-of-sight angular velocity information output by the detector and outputs attitude angle commands. The attitude angle commands are based on the maximum line-of-sight angle of the detector. and the detector's loss-lock angular velocity Limit the amplitude; The attitude angle command is as follows: (7) (8) (9) (10) In the formula, Output the line-of-sight angle for the detector; Output the line-of-sight angular velocity to the detector; , , For grading parameters; , It is a function that varies with the line-of-sight angular velocity; This is a standard function for calculating the coordinate transformation of attitude commands. , This is an intermediate value when calculating the position angle. , for Values ​​for different angular velocity ranges. To the pitch angle, The yaw position angle, This is the position angle command.

[0031] (4) The control module receives flight status information, attitude angle commands, and angular velocity information and outputs rudder commands; Continuous processing of control parameters: when t1 <tn hour, (11) (12) when t1 ≥ tn hour, (13) (14) In the formula, These are aircraft speed, dynamic pressure, angle of attack, and flight time; These are pitch and yaw channel rudder deflection, respectively; For grading parameters; , for Ksf , Kang Function that varies with flight state; Ksf , Kang For tilt channel control parameters 、 The moment the main engine ignites.

[0032] (5) Based on the rudder command output in step (4), dynamic rudder deflection is allocated according to priority. When there is a risk of falling to the ground, the rudder resource is allocated first to the pitch channel. After the risk of falling to the ground is released, the rolling channel is given priority.

[0033] (15) (16) (17) (18) In the formula, The maximum available rudder deflection angle, , Reserve minimum and maximum rudder resources for the rolling channel. , , For calculation Intermediate variables, For the maximum available rudder deflection in the pitching channel, For the moment of activation, This is the moment when the risk of the car falling to the ground is released; when t <t2 hour, (19) (20) (twenty one) (twenty two) (twenty three) In the formula, Output rudder commands to the control law; Output rudder commands after dynamic allocation of rudder resources; , , For calculation Intermediate variables used; when t ≥ t2 hour, (twenty four) (25) (26) This invention solves the problem of safely launching and maintaining target tracking of portable aircraft under conditions of low launch angle and large launch tube disturbance.

[0034] The parts of this invention not described in detail are common knowledge to those skilled in the art.

Claims

1. A fall-prevention safety control method with field-of-view constraint, characterized in that, Comprising: (1) During pre-launch preparation, the guidance module sets the activation time in different grades according to the launch angle. In the low launch angle state, it is activated before the main engine ignition; in the non-low launch angle state, it is activated at the moment of engine ignition. (2) After the aircraft is launched, the guidance module binds the initial state of the anti-grounding safety control system based on the activation time t1 and the pitch angular velocity of the aircraft at the moment of leaving the tube tr. (3) After the aircraft is started, the guidance module receives the line-of-sight angle and line-of-sight angular velocity information output by the detector and outputs attitude angle commands. The attitude angle commands are based on the maximum line-of-sight angle of the detector. and the detector's loss-lock angular velocity Limit the amplitude; (4) The control module receives flight state information, attitude angle commands, angular velocity information and outputs rudder commands. (5) Based on the rudder commands output in step (4), dynamic rudder deflection allocation is performed according to the priority. When there is a risk of hitting the ground, the pitch channel preferentially allocates rudder resources, and after the risk of hitting the ground is released, it turns to the roll channel priority.

2. The fall-prevention safety control method with field-of-view constraint according to claim 1, characterized in that: The anti-grounding safety control system is set on the aircraft and is used to prevent the aircraft from hitting the ground after launch without losing the target, including a guidance module and a control module. The guidance module is used to judge the flight state, bind the initial state and output attitude angle commands. The control module includes a control law module and a rudder command allocation module. The control law module adjusts the control parameters according to the flight state, receives attitude angle commands and angular velocity information, forms rudder commands, and allocates and outputs rudder commands through the rudder command allocation module.

3. The fall-prevention safety control method with field-of-view constraint according to claim 1, characterized in that: When the launch angle is greater than At that time, the start-up control time t1 is selected as the main engine ignition time tn; When the launch angle is not greater than When the control is activated, the control time t1 is selected at a certain moment before the main engine ignition. It is calculated based on the maximum rudder deflection speed and the maximum rudder deflection angle. After the control is activated, it is assumed that the rudder deflects at the maximum speed. At the moment of main engine ignition tn, the rudder surface can deflect to the maximum value.

4. The fall-prevention safety control method with field-of-view constraint according to claim 1, characterized in that: Bind the initial state of the system according to the activation time t1 and the pitch angular velocity of the aircraft at the moment of leaving the tube tr, specifically: The initial launch elevation angle command is loaded into the guidance module. The initial values ​​of control parameters are loaded in the control module. as well as : when t1 < tn hour, (1) in, as well as For different angular velocities The value, , Threshold for angular velocity grading, These are pitch and yaw angular velocities, respectively. (2) (3) , for Values ​​at different angular velocity levels , for Values ​​at different angular velocity levels; when t1 ≥ tn hour, (4) (5) (6) In the formula, , These are the initial values ​​for the control parameters of the pitch and yaw channels. The pitch and yaw channels share the same set of control parameters.

5. The fall-prevention safety control method with field-of-view constraint according to claim 4, characterized in that: After the aircraft is activated, the guidance module receives the line-of-sight angle and line-of-sight angular velocity information output by the detector and outputs attitude angle commands. The attitude angle commands are based on the maximum line-of-sight angle of the detector. and the detector's loss-lock angular velocity The amplitude is limited, specifically as follows: The attitude angle commands are as follows: (7) (8) (9) (10) In the formula, Output the line-of-sight angle for the detector; Output the line-of-sight angular velocity to the detector; , , For grading parameters; , It is a function that varies with the line-of-sight angular velocity; This is a standard function for calculating the coordinate transformation of attitude commands. , This is an intermediate value when calculating the position angle. , for Values ​​for different angular velocity ranges. To the pitch angle, The yaw position angle, This is the position angle command.

6. The fall-prevention safety control method with field-of-view constraint according to claim 4, characterized in that: The control module receives the aircraft state information, attitude angle commands, angular velocity information and outputs rudder commands, and adjusts the control parameters according to the flight state information, specifically: Continuously process the control parameters: when t1 < tn hour, (11) (12) when t1 ≥ tn hour, (13) (14) In the formula, These are aircraft speed, dynamic pressure, angle of attack, and flight time; These are pitch and yaw channel rudder deflection, respectively. For grading parameters; , for Ksf , Kang Function that varies with flight state; Ksf , Kang For tilt channel control parameters 、 The moment the main engine ignites.

7. The fall-prevention safety control method with field-of-view constraint according to claim 4, characterized in that: Perform dynamic rudder deflection allocation according to the priority. When there is a risk of hitting the ground, the pitch channel preferentially allocates rudder resources, and after the risk of hitting the ground is released, it turns to the roll channel priority, specifically: (15) (16) (17) (18) In the formula, The maximum available rudder deflection angle, , Reserve minimum and maximum rudder resources for the rolling channel. , , For calculation Intermediate variables, The maximum available rudder deflection for the pitching channel. For the moment of activation, This is the moment when the risk of the car falling to the ground is released; When t < t2, (19) (20) (21) (22) (23) In the formula, Output rudder commands to the control law; Output rudder commands after dynamic allocation of rudder resources; , , For calculation Intermediate variables used; When t ≥ t2, (24) (25) (26)。 8. A processor, characterized in that, The processor is used to run a program, wherein when the program runs, it executes the method according to any one of claims 1 to 7.

9. A non-volatile storage medium, characterized in that, Comprising: A computer program product, which executes the method according to any one of claims 1 to 7 when the computer program product is executed.

10. A computer program product, characterized in that, The computer program product includes a computer program, and when the computer program is executed by a processor, it realizes the steps of the method according to any one of claims 1 to 7.

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