Method and system for lane following control

Abstract

This disclosure relates to a method and system for localizer tracking control. A method for localizer tracking control includes: calculating a reference roll angle command based on the aircraft's track angle deviation relative to the runway and its sideslip distance to the runway centerline; calculating a longitudinal overload compensation command for the aircraft's roll angle based on the aircraft's heading angle, track angle, pitch angle, and longitudinal overload; adding the reference roll angle command to the longitudinal overload compensation command to obtain a final roll angle command; and using the final roll angle command as a target roll angle command in a localizer approach mode to perform localizer tracking control.

Description

Technical Field

[0001] This disclosure relates to the field of automatic flight control technology for aircraft, specifically to methods and systems for course tracking control. Background Technology

[0002] The Localizer (LOC) approach mode is the core of lateral control for CAT I / II precision approaches. It is used to intercept and track the localizer beams of the ILS / GLS (Instrument Landing System / GBAS Landing System) above the runway. In the LOC mode of automatic approach for aircraft (especially civil aircraft), the traditional control law mainly relies on the LOC deviation sent by the airport ILS and the heading deviation sent by the FMS (Flight Management System) to calculate and generate roll angle commands to adjust the aircraft's lateral attitude to achieve localizer acquisition and tracking.

[0003] However, especially in crosswind conditions, traditional control methods can lead to a mismatch between roll commands and actual motion responses, resulting in problems such as control delays and insufficient track correction efficiency. In severe cases, this can cause flight path deviations or oscillations, directly threatening flight safety and affecting passenger comfort.

[0004] This disclosure addresses, but is not limited to, the many factors mentioned above. Summary of the Invention

[0005] To address this, this disclosure proposes a method and system for localizer tracking control. The method and system of this disclosure innovatively provide a feedback compensation mechanism for longitudinal overload of the aircraft, generating roll angle compensation through longitudinal overload for control during the localizer tracking phase, thereby improving the aircraft's localizer tracking immunity in large yaw angle scenarios during the LOC mode approach phase.

[0006] According to a first aspect of this disclosure, a method for localizer tracking control is provided, comprising: calculating a reference roll angle command based on the track angle deviation of an aircraft relative to a runway and the sideslip distance to the runway centerline; calculating a longitudinal overload compensation command for the roll angle of the aircraft based on the aircraft's heading angle, track angle, pitch angle, and longitudinal overload; adding the reference roll angle command to the longitudinal overload compensation command of the roll angle to obtain a final roll angle command; and using the final roll angle command as a target roll angle command in a localizer approach mode to perform localizer tracking control.

[0007] According to one embodiment, the longitudinal overload compensation command for calculating the roll angle of the aircraft based on the aircraft's heading angle, track angle, pitch angle, and longitudinal overload includes calculation using the following formula: cmd,Nx = (N x - sinθ) × tan( TRK - HDG ) × 180° / π in cmd,Nx N is the longitudinal overload compensation angle indicated by the longitudinal overload compensation command for the roll angle of the aircraft. x θ is the longitudinal overload of the aircraft, and θ is the pitch angle of the aircraft. TRK It is the flight path angle of the aircraft. HDG It is the heading angle of the aircraft.

[0008] According to another embodiment, calculating the reference roll angle command based on the aircraft's track angle deviation relative to the runway and its sideslip distance to the runway centerline includes calculation using the following formula via a proportional-derivative control algorithm: cmd,ref = K Y × Y LOC - K Yd × Δρ in cmd,ref K is the reference roll angle indicated by the reference roll angle command of the aircraft. Y K is the first control law gain that serves as the proportional gain. Yd It is the second control law gain, Y, which is the differential gain. LOC Δρ is the lateral deviation distance of the aircraft from the runway centerline, and Δρ is the trajectory angle deviation of the aircraft relative to the runway.

[0009] According to another embodiment, the reference roll angle command, which is calculated based on the aircraft's track angle deviation relative to the runway and its lateral deflection distance to the runway centerline, further includes dynamically adjusting the first control law gain and the second control law gain based on the aircraft's radio altitude, wherein the radio altitude is provided by the aircraft's onboard navigation system.

[0010] According to yet another embodiment, dynamically adjusting the first control law gain and the second control law gain based on the aircraft's radio altitude includes using the following formula for dynamic adjustment: When RA ≥ 200 ft (feet):

[0011] Where RA is the radio altitude of the aircraft, and K B1 and K B2 These are at reference radio altitude RA ref The reference gain at the location, k1 and k2 are the rates of change of the first control law gain and the second control law gain relative to the radio altitude, respectively; When RA is less than 200 ft, the dynamic adjustment of the first control law gain and the second control law gain is stopped, so that the first control law gain and the second control law gain are respectively equal to the values ​​calculated when the radio altitude of the aircraft is 200 ft.

[0012] According to another embodiment, the track angle deviation of the aircraft relative to the runway is calculated based on the runway heading provided by the flight management system and the track provided by the inertial reference system; the lateral deviation distance of the aircraft from the runway centerline is calculated based on the LOC deviation provided by the instrument landing system and the distance from the aircraft to the runway threshold provided by the flight management system; the heading angle, track angle, pitch angle and longitudinal overload of the aircraft are provided by the inertial reference system.

[0013] According to yet another embodiment, the method is performed when the aircraft is in a heading track mode.

[0014] According to a second aspect of this disclosure, an aircraft is provided, including a flight control computer arranged to perform the method according to a first aspect of this disclosure.

[0015] According to a third aspect of this disclosure, a system for localizer tracking control is provided, comprising: an instrument landing system arranged to provide LOC deviation; and one or more aircraft according to a second aspect of this disclosure.

[0016] The aspects generally include, as substantially as described herein with reference to the accompanying drawings and as explained by the drawings, methods, apparatus, systems, computer program products, and processing systems.

[0017] The foregoing has broadly outlined the features and technical advantages of the examples according to this disclosure so that the following detailed description may be better understood. Additional features and advantages will be described thereafter. The disclosed concepts and specific examples can be readily used as the basis for modifying or designing other structures for implementing the same purposes as this disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The characteristics of the concepts disclosed herein, in both their organization and manner of operation, and their associated advantages, will be better understood by considering the following description in conjunction with the accompanying drawings. Each drawing is provided for illustrative and descriptive purposes and does not define any limitation on the claims. Attached Figure Description

[0018] To gain a more detailed understanding of the features described above in this disclosure, reference can be made to various aspects of the above-briefly summarized content, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings illustrate only certain typical aspects of this disclosure and should not be considered as limiting its scope, as other equivalent aspects are permissible in this description. Identical reference numerals in different drawings may identify the same or similar elements.

[0019] Figure 1 A flowchart of a course tracking control method according to an embodiment of the present disclosure is shown; Figure 2 Simulation results of a course tracking control according to an example embodiment of the present disclosure are shown. Figure 3 A schematic diagram of the course acquisition and tracking process of an aircraft according to an example embodiment of the present disclosure is shown; Figure 4 A schematic diagram of an aircraft according to an example embodiment of the present disclosure is shown. Detailed Implementation

[0020] This disclosure recognizes that when an aircraft is approaching or landing, it is prone to generating a large yaw angle (the angle between the heading and the track) in crosswind conditions. This results in insufficient disturbance rejection capability in scenarios with large yaw angles, and a tendency to generate large lateral deviations. For example, because traditional control methods fail to fully consider the effects of these and other factors (such as turbulence, gusts, engine disturbances, etc.), roll commands and actual motion responses may not match, leading to problems such as control delays and insufficient track correction efficiency. In severe cases, this can cause the aircraft to deviate from its flight path or experience oscillations, directly threatening flight safety or affecting passenger comfort.

[0021] To address this, this disclosure proposes a method and system for localizer tracking control. The method and system innovatively provide a feedback compensation mechanism for longitudinal overload of the aircraft, generating roll angle compensation through longitudinal overload for control during the localizer tracking phase, thereby improving the aircraft's localizer tracking immunity in large yaw angle scenarios during the LOC mode approach phase.

[0022] Preferably, in the method and system of this disclosure, various systems, including FMS, ILS, IRS (Inertial Reference System), NAV (Navigation System), etc., are used to measure and collect in real time the aircraft's longitudinal overload, ground speed, heading, track, radio altitude, LOC deviation, runway heading, distance from the aircraft to the runway threshold, and other state parameters. After a series of signal shaping, conversion, and filtering processes, these parameters are integrated by the FCM (Flight Control Module). Specifically, in the AFCS (Automatic Flight Control System), the LOC mode calculates the compensated roll angle command, which is input into the PFCS (Primary Flight Control System) to obtain the aileron deflection command. Then, the REU (Remote Electronic Unit) controls the actuators, control surfaces, and other actuators to ultimately achieve lateral attitude control of the aircraft (AC).

[0023] In a preferred embodiment, this disclosure introduces a longitudinal overload N. x The compensated localizer tracking control method improves the aircraft's localizer tracking immunity and correction speed in large yaw angle scenarios during the approach phase in LOC mode. Furthermore, this disclosure also adaptively adjusts the control law gain through the aircraft's radio altitude (RA), ensuring that the roll angle command matches the localizer tracking performance requirements at different approach phases, balancing the need for both fast and stable localizer tracking.

[0024] It will be understood that the "longitudinal" as used in this application is in the standard aircraft body coordinate system, that is, the longitudinal direction is from the tail to the nose, and the lateral direction is from the left wing to the right wing.

[0025] The detailed description that follows, taken in conjunction with the accompanying drawings, is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein can be practiced. This detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts can be practiced without these specific details.

[0026] refer to Figure 1 The diagram shows a flowchart of a course tracking control method 100 according to an embodiment of the present disclosure.

[0027] As shown in the figure, method 100 may include, in block 110, calculating a reference roll angle command based on the aircraft's track angle deviation relative to the runway and its lateral deflection distance to the runway centerline. In one embodiment, the reference roll angle command indicates the target roll angle of the aircraft during the localizer tracking phase (also referred to herein as the reference roll angle).

[0028] In one embodiment of this disclosure, calculating the reference roll angle command based on the aircraft's track angle deviation relative to the runway and its sideslip distance to the runway centerline may include calculation using a proportional-derivative control algorithm with the following formula: cmd,ref = K Y × Y LOC - K Yd × Δρ in cmd,ref It is the reference roll angle indicated by the aircraft's reference roll angle command, K Y K is the first control law gain that serves as the proportional gain. Yd It is the second control law gain, Y, which is the differential gain. LOC It is the lateral deviation distance of the aircraft from the runway centerline, and Δρ is the deviation of the aircraft's track angle relative to the runway.

[0029] It will be understood that the proportional-derivative control algorithm is a commonly used algorithm in this technical field for calculating the reference roll angle command, and will not be elaborated upon here. It will also be understood that, in this field, cmd,ref The unit of measurement is degree (deg), K Y × Y LOC and K Yd The dimension of ×Δρ is also deg. For example, Y LOC The dimension of K can be the meter (m), while K Y The dimension of K is deg / m, thus making K Y × Y LOC The dimension of is deg; the dimension of Δρ can be deg, while K Yd It is dimensionless or can be deg / deg, thus making K Yd The dimension of ×Δρ is deg.

[0030] In another embodiment of this disclosure, the trajectory angle deviation of the aircraft relative to the runway can be calculated based on the runway heading provided by the flight management system and the trajectory provided by the inertial reference system; the lateral deviation distance of the aircraft from the runway centerline can be calculated based on the LOC deviation provided by the instrument landing system and the distance from the aircraft to the runway threshold provided by the flight management system.

[0031] In block 120, method 100 may include a longitudinal overload compensation command for calculating the roll angle of the aircraft based on the aircraft's heading angle, track angle, pitch angle, and longitudinal overload. In one embodiment, the longitudinal overload compensation command for the roll angle indicates a compensation angle that needs to be adjusted to the aforementioned reference roll angle; that is, the reference roll angle needs to be added to this compensation angle to obtain the compensated final roll angle.

[0032] In one embodiment of this disclosure, the longitudinal overload compensation command for calculating the roll angle of an aircraft based on its heading angle, track angle, pitch angle, and longitudinal overload includes calculation using the following formula: cmd,Nx = (N x - sinθ) × tan( TRK - HDG ) × 180° / π in cmd,Nx It is the longitudinal overload compensation angle indicated by the longitudinal overload compensation command of the aircraft's roll angle, N. x θ is the longitudinal overload of the aircraft, and θ is the pitch angle of the aircraft. TRK It is the aircraft's track angle. HDG It is the heading angle of the aircraft.

[0033] In one embodiment, the aircraft's heading angle, track angle, pitch angle, and longitudinal overload can be provided by an inertial reference system (e.g., an airborne inertial reference system). Furthermore, the aircraft's longitudinal overload N... x It can be expressed as a multiple of the gravitational acceleration g, such as N under a longitudinal overload of 0.5g. x Equal to 0.5; N under longitudinal overload of 1.1g x Equals 1.1, etc.

[0034] At block 130, method 100 may include adding a reference roll angle command to a longitudinal overload compensation command for the roll angle to obtain a final roll angle command. In one embodiment, the final roll angle command indicates the final target roll angle during the localizer tracking phase. And subsequently at block 140, method 100 may include using the final roll angle command as the target roll angle command in the localizer approach mode for localizer tracking control.

[0035] In one embodiment, the final roll angle command is sent to the aircraft's PFCS. The PFCS takes the received final roll angle command as the target roll angle command for locale tracking and converts it into a control surface command. The control surface command is sent to the control surface actuation device to drive the control surface to deflect and form a control surface deflection, thereby realizing the aircraft's roll and locale tracking.

[0036] Thus, this disclosure introduces longitudinal overload for localizer tracking control, which improves the aircraft's localizer tracking interference immunity and correction speed in large yaw angle scenarios during the approach phase in LOC mode.

[0037] In yet another embodiment of this disclosure, the reference roll angle command, which is calculated based on the aircraft's track angle deviation relative to the runway and the lateral deflection distance to the runway centerline, may further include dynamically adjusting the first control law gain and the second control law gain based on the aircraft's radio altitude, wherein the radio altitude is provided by the aircraft's onboard navigation system.

[0038] Further according to this embodiment, dynamically adjusting the first control law gain and the second control law gain based on the aircraft's radio altitude includes using the following formula for dynamic adjustment: When RA≥200 ft:

[0039] Where RA is the radio altitude of the aircraft, and K B1 and K B2 These are at reference radio altitude RA ref The reference gain at the location, k1 and k2 are the rates of change of the first control law gain and the second control law gain with respect to the radio altitude, respectively; When RA is less than 200 ft, the dynamic adjustment of the first control law gain and the second control law gain is stopped, so that the first control law gain and the second control law gain are equal to the values ​​calculated when the aircraft's radio altitude is 200 ft.

[0040] It will be understood that the 200 ft used here is merely given as an example, and this radio altitude threshold can be any other suitable value, such as 190 ft, 201 ft, etc., which will not be elaborated here.

[0041] In some embodiments of this disclosure, the reference radio altitude RA ref At reference radio altitude RA ref The reference gain K at the location B1 and K B2 The rates of change of the first control law gain and the second control law gain relative to radio altitude, k1 and k2, are both predetermined fixed values.

[0042] Thus, in the methods and systems disclosed herein, the control law gain (e.g., K) Y and K Yd The control law gain changes linearly with the aircraft's radio altitude, making the aircraft more sensitive to deviations from the localizer during its descent along the glide path and enabling faster localizer correction. Furthermore, when the radio altitude is below 200 ft, the control law gain stops changing, ensuring terminal smoothness. Thus, the method and system of this disclosure enable the control law gain to adaptively adjust with the aircraft's radio altitude, allowing the roll angle command to match the localizer tracking performance requirements at different approach phases, balancing the need for both rapid and smooth localizer tracking.

[0043] refer to Figure 2 The diagram shows a comparison of simulation results for a heading tracking control according to an example embodiment of the present disclosure.

[0044] exist Figure 2 In the example shown, the simulation was conducted under conditions of a crosswind of 15 knots and a deflection angle of 5 degrees. Figure 2 (a), (b), and (c) respectively illustrate the improvements of the method of this disclosure for LOC deviation, track deviation, and lateral distance, where the simulation without longitudinal overload is labeled N. x FB_OFF, the simulation label for introducing longitudinal overload is N. x FB_ON.

[0045] from Figure 2 As can be seen, compared to not introducing longitudinal overload, introducing longitudinal overload allows the LOC deviation to be corrected to the target value more quickly. Figure 2 As shown in (a), the LOC deviation converges rapidly to the target value, reducing the correction time by 54%; the track deviation decreases from ±0.45° to ±0.1°, making the track more stable and virtually eliminating oscillations. Figure 2 (b)); and the lateral deviation distance decreases ( Figure 2 (c) is reduced by more than 60%, and the course tracking accuracy is significantly improved.

[0046] Therefore, when introducing longitudinal overload N x After compensating for the roll angle of the aircraft, the performance of the localizer tracking is significantly improved, the localizer correction time is shortened, the speed and stability of control are significantly improved, and the aircraft has better anti-disturbance capability (especially in the localizer tracking phase).

[0047] In a preferred embodiment of this disclosure, method 100 may be performed when the aircraft is in a localizer tracking mode.

[0048] refer to Figure 3 It illustrates a schematic diagram of the course acquisition and tracking process of an aircraft according to an example embodiment of the present disclosure.

[0049] exist Figure 3 In the example shown, the heading acquisition and tracking process can be divided into four stages: 1. Heading / Track Mode Activated (HDG / TRK Enable): The aircraft starts from point A and heads at a fixed intercept angle. and the given ground speed V k Maintain level flight ( Figure 3 (The trajectory of segment AB in the middle). 2. LOC Armed: In this stage, the activation conditions for LOC mode have not yet been met, therefore the aircraft maintains its speed and heading unchanged. Figure 3 (The trajectory of segment BC in the middle). 3. LOC Capture Mode Activation (LOC Enable): The activation conditions for LOC mode are met, and LOC capture mode is entered to begin heading capture. Figure 3 (Curve trajectory of segment CE in the middle). 4. LOC Tracking Mode: The aircraft successfully acquired the heading path ( Figure 3 X in R (Axis successfully captured at point E), enter LOC tracking mode, and begin heading track tracking ( Figure 3 (The straight line trajectory of segment EO in the middle).

[0050] As described above, in the preferred embodiment of this disclosure, method 100 is for Figure 3 It is executed in the fourth stage shown (EO segment straight trajectory, i.e. heading track tracking mode stage).

[0051] It will be understood that although the various parameters used in this application (such as the aircraft's heading angle, track angle, pitch angle, longitudinal overload, track angle deviation relative to the runway, and lateral deflection distance to the runway centerline, etc.) are described as coming from the corresponding specific airborne or airport system, these parameters may also come from various other sources, as long as the aircraft can communicate with these sources to obtain them or obtain them through logical calculation or reasoning based on the obtained raw information, which will not be elaborated here.

[0052] refer to Figure 4 The diagram illustrates an aircraft 400 according to an exemplary embodiment of the present disclosure. In one embodiment of the present disclosure, the aircraft 400 may include a flight control computer, and the flight control computer is arranged to perform the heading-tracking control method of the present disclosure, such as those described above. Figure 1-3 The method described in 100.

[0053] This disclosure also provides a system for localizer tracking control, comprising: an instrument landing system arranged to provide LOC deviation; and one or more aircraft according to various embodiments of this disclosure, such as those described above. Figure 4 The aforementioned aircraft 400.

[0054] The following is a specific implementation example of this disclosure: In one example of the system disclosed herein, various devices may be included, such as: 1. Measurement system: including inertial reference system, navigation system, instrument landing system, flight management system, etc., used to provide various signals required for FCM calculation; 2. Flight Control Module: Automatic flight control system, main flight control system, etc., which are equipped with longitudinal overload N. x Compensated heading tracking control command calculation model; 3. Actuators: Remote electronic control unit (REU), actuators, control surfaces (e.g., ailerons), which manipulate the aileron control surfaces according to the instructions issued by the FCM to achieve lateral attitude control of the aircraft.

[0055] The method disclosed herein may also include the following example steps: Signal processing steps: Collect state parameters through the measurement system, calculate the lateral deviation distance between the aircraft and the runway centerline using the LOC deviation provided by the instrument landing system and the distance from the aircraft to the runway threshold provided by the FMS; calculate the track angle deviation between the aircraft and the runway using the runway heading provided by the FMS and the track signal provided by the inertial reference system.

[0056] Command generation: Based on the lateral distance and track angle deviation obtained from the signal processing steps, the radio altitude provided by the navigation system, and the ground speed provided by the inertial reference system, the reference roll angle command is calculated; the longitudinal overload compensation angle of the roll angle is calculated using the longitudinal overload provided by the inertial reference system; the final roll angle command is the sum of the reference roll angle command and the longitudinal overload compensation angle.

[0057] Logical operations: Based on the track angle deviation obtained from the signal processing step, the reference roll angle command obtained from the command generation step, the LOC deviation provided by the Instrument Landing System, and the validity of the LOC deviation, logical operations are performed to determine whether the LOC acquisition mode activation conditions are met; when the activation conditions are met, the aircraft switches to LOC acquisition mode. Logical operations are also performed based on the LOC deviation provided by the Instrument Landing System to determine whether the LOC tracking mode activation conditions are met; when the activation conditions are met, the aircraft switches from LOC acquisition mode to LOC tracking mode.

[0058] Control surface deflection: If the LOC tracking mode is activated, the main flight control system receives the final roll angle command calculated in the command generation step, converts it into control surface command and sends it to the actuator to drive the aileron control surface deflection, thereby realizing the aircraft's roll control and heading track tracking.

[0059] Therefore, the activation conditions of the LOC tracking mode disclosed herein are compatible with the activation logic of the LOC tracking mode in the prior art, ensuring system compatibility and flight safety.

[0060] Furthermore, the method disclosed herein is applicable to the fourth stage of localizer tracking (LOC tracking mode stage), which is the entire process of the aircraft gliding along the centerline of the localizer to landing after completing localizer acquisition.

[0061] Thus, this disclosure proposes a method for introducing longitudinal overload N. x The compensated heading track tracking control method is implemented through equipment such as flight control computers to improve the heading track anti-interference capability and correction speed of aircraft (especially civil aircraft) in large yaw angle scenarios during the approach phase in LOC mode.

[0062] The above detailed description includes references to the accompanying drawings, which form part of the detailed description. The drawings illustrate specific embodiments that can be practiced by way of illustration. These embodiments are also referred to herein as “examples.” Such examples may include elements other than those shown or described. However, examples including the shown or described elements are also contemplated. Furthermore, examples of any combination or arrangement of those elements shown or described are contemplated, or with reference to specific examples (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.

[0063] In the appended claims, the terms “comprising” and “including” are open-ended, meaning that a system, apparatus, article of manufacture, or process containing elements other than those listed after such terms in a claim is still considered to fall within the scope of that claim. Furthermore, in the appended claims, the terms “first,” “second,” and “third,” etc., are used merely as designations and are not intended to indicate a numerical order of their contents.

[0064] Furthermore, the order of operations described in this specification is exemplary. In alternative embodiments, the operations may be performed in a different order than that shown in the accompanying drawings, and the operations may be combined into a single operation or broken down into more operations.

[0065] The above description is intended to be illustrative and not restrictive. For example, the examples described above (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used by those skilled in the art after reviewing the above description. The abstract allows the reader to quickly determine the nature of this technical disclosure. This abstract is submitted and it is understood that it is not intended to interpret or limit the scope or meaning of the claims. Furthermore, in the above detailed description, various features may be grouped together to make this disclosure flow smoothly. However, the claims may not state every feature disclosed herein, as embodiments may characterize a subset of said features. Furthermore, embodiments may include fewer features than those disclosed in a particular example. Therefore, the appended claims are thus incorporated into the detailed description, with each claim existing independently as a separate embodiment. The scope of the embodiments disclosed herein should be determined by reference to the full scope of the appended claims and equivalents of such claims.

Claims

1. A method for course tracking control, characterized in that, include: The reference roll angle command is calculated based on the aircraft's track angle deviation relative to the runway and its lateral deflection distance to the runway centerline. The longitudinal overload compensation command for calculating the roll angle of the aircraft is based on the aircraft's heading angle, track angle, pitch angle and longitudinal overload. The final roll angle command is obtained by adding the reference roll angle command to the longitudinal overload compensation command of the roll angle; and The final roll angle command is used as the target roll angle command in the course approach mode for course tracking control.

2. The method according to claim 1, characterized in that, The longitudinal overload compensation command for calculating the roll angle of the aircraft based on the aircraft's heading angle, track angle, pitch angle, and longitudinal overload includes the following calculation: cmd,Nx = (N x - sinθ) × tan( TRK - HDG ) × 180° / π in cmd,Nx N is the longitudinal overload compensation angle indicated by the longitudinal overload compensation command for the roll angle of the aircraft. x θ is the longitudinal overload of the aircraft, and θ is the pitch angle of the aircraft. TRK It is the flight path angle of the aircraft. HDG It is the heading angle of the aircraft.

3. The method according to claim 1, characterized in that, The reference roll angle command is calculated based on the aircraft's track angle deviation relative to the runway and its sideslip distance to the runway centerline, using the following formula via a proportional-derivative control algorithm: cmd,ref = K Y × Y LOC - K Yd × Δρ in cmd,ref K is the reference roll angle indicated by the reference roll angle command of the aircraft. Y K is the first control law gain that serves as the proportional gain. Yd It is the second control law gain, Y, which is the differential gain. LOC Δρ is the lateral deviation distance of the aircraft from the runway centerline, and Δρ is the trajectory angle deviation of the aircraft relative to the runway.

4. The method according to claim 3, characterized in that, The reference roll angle command, which calculates the trajectory angle deviation of the aircraft relative to the runway and the lateral deflection distance to the runway centerline, also includes dynamically adjusting the first control law gain and the second control law gain based on the aircraft's radio altitude, wherein the radio altitude is provided by the aircraft's onboard navigation system.

5. The method according to claim 4, characterized in that, Dynamically adjusting the first control law gain and the second control law gain based on the aircraft's radio altitude includes using the following formula for dynamic adjustment: When RA≥200 ft: Where RA is the radio altitude of the aircraft, and K B1 and K B2 These are at reference radio altitude RA ref The reference gain at the location, k1 and k2 are the rates of change of the first control law gain and the second control law gain relative to the radio altitude, respectively; When RA is less than 200 ft, the dynamic adjustment of the first control law gain and the second control law gain is stopped, so that the first control law gain and the second control law gain are respectively equal to the values ​​calculated when the radio altitude of the aircraft is 200 ft.

6. The method according to claim 1, characterized in that, The deviation of the aircraft's track angle relative to the runway is calculated based on the runway heading provided by the flight management system and the track provided by the inertial reference system. The lateral deviation distance of the aircraft from the runway centerline is calculated based on the LOC deviation provided by the instrument landing system and the distance from the aircraft to the runway threshold provided by the flight management system. The heading angle, track angle, pitch angle, and longitudinal overload of the aircraft are provided by an inertial reference system.

7. The method according to claim 1, characterized in that, The method is performed when the aircraft is in a heading track mode.

8. An aircraft comprising a flight control computer configured to perform the method according to any one of claims 1-7.

9. A course tracking control system, characterized in that, include: An instrument landing system, the instrument landing system being configured to provide LOC deviation; One or more aircraft according to claim 8.

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