A multi-shot aircraft flight path control system, method, device, and medium

Abstract

The application discloses a kind of multi-launch aircraft track control system, method, equipment and medium, system includes outer ring control unit, middle ring control unit and inner ring control unit;Outer ring control unit is based on track lateral deviation instruction, actual track lateral deviation and actual lateral velocity, operation generates roll angle control instruction;Middle ring control unit is based on roll angle control instruction, actual roll angle and actual roll angle rate, operation generates sideslip angle control instruction;Inner ring control unit is based on sideslip angle control instruction, actual sideslip angle and actual yaw angle rate, operation generates engine throttle differential instruction, controls the engine throttle differential of two sides of fuselage.The application realizes in the case where aileron and rudder are all failure, still can be through engine throttle differential to realize accurate track tracking control.

Description

Technical Field

[0001] This invention relates to the field of automatic trajectory control technology for multi-engine aircraft, and particularly to a trajectory control system, method, device and medium for multi-engine aircraft. Background Technology

[0002] Multi-engine aircraft have wide applications in civil aviation, military reconnaissance, and logistics transportation. Track control is the core of aircraft flight control, its purpose being to ensure that the aircraft flies precisely along a predetermined route, guaranteeing the successful completion of flight missions and flight safety. Therefore, achieving precise and reliable track control is crucial for multi-engine aircraft.

[0003] Currently, the trajectory control of traditional multi-engine aircraft is generally achieved by adjusting the angle of the ailerons and rudders. If the ailerons and rudders fail, the aircraft will lose the ability to control roll and yaw, and will be unable to achieve precise trajectory control. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a multi-engine aircraft trajectory control system, method, device, and medium that enables precise tracking and control of the trajectory even when all ailerons and rudders fail.

[0005] This invention provides a multi-engine aircraft trajectory control system, the specific technical solution of which is as follows: The system includes an outer loop control unit, a middle loop control unit, and an inner loop control unit; The outer ring control unit receives the track yaw command, calculates and generates a roll angle control command based on the aircraft's current actual track yaw and actual lateral velocity, and outputs the roll angle control command to the middle ring control unit. The middle ring control unit obtains the current actual roll angle of the aircraft, calculates and generates a sideslip angle control command based on the received roll angle control command, and outputs the sideslip angle control command to the inner ring control unit. The inner loop control unit obtains the aircraft's current actual sideslip angle and, based on the received sideslip angle control command, calculates and generates an engine throttle differential command.

[0006] Furthermore, the outer ring control unit includes: The track lateral deflection command receiving module receives track lateral deflection commands. The actual trajectory sideslip detection module detects and acquires the current actual trajectory sideslip of the aircraft. The actual lateral velocity detection module detects and acquires the current actual lateral velocity of the aircraft. The first PI calculation unit is connected to the track yaw command receiving module, the actual track yaw detection module, and the actual lateral velocity detection module, respectively. It receives the output data of each module and calculates and generates the roll angle control command based on the track yaw command, the current actual track yaw of the aircraft, and the actual lateral velocity. The first PI calculation unit is connected to the middle ring control unit and outputs the roll angle control command.

[0007] Furthermore, the first PI calculation unit includes a side deviation calculation unit, a first integrator unit, a first calculation unit, a first limiting unit, and a lateral velocity feedback unit. The side deviation calculation unit is connected to the track side deviation command receiving module and the actual track side deviation detection module respectively. It performs a difference operation on the received track side deviation command and the current actual track side deviation of the aircraft to obtain the side deviation calculation result and output it to the first integrator unit. The first integrator unit includes a first gain unit, a first integration unit, and a second gain unit; the first gain unit is connected to the first integration unit, and performs a first gain operation and a first integration operation on the side deviation calculation result in sequence to obtain a first gain integral output; the second gain unit performs a second gain operation on the side deviation calculation result in sequence to obtain a second gain output. The lateral velocity feedback unit includes a third gain unit, which is data-connected to the actual lateral velocity detection module. Based on the third gain unit, the third gain calculation is performed on the received current actual lateral velocity of the aircraft to obtain the third gain output. The first arithmetic unit receives the first gain integral output, the second gain output, and the third gain output, performs a summation operation, and generates a roll angle control command. The first limiting unit receives the roll angle control command and performs limiting output.

[0008] Furthermore, the central ring control unit includes: The actual roll angle detection module detects and acquires the current actual roll angle of the aircraft. The actual roll rate detection module detects and acquires the current actual roll rate of the aircraft. The second PI calculation unit is connected to the actual roll angle detection module and the actual roll rate detection module respectively, receives the output data of each module, and calculates and generates the sideslip angle control command based on the current actual roll angle and actual roll rate of the aircraft; the second PI calculation unit is connected to the inner loop control unit and outputs the sideslip angle control command.

[0009] Furthermore, the second PI calculation unit includes a roll angle deviation calculation unit, a second integrator unit, a second calculation unit, a lead-lag correction unit, a second limiting unit, and a roll angle rate feedback unit. The roll angle deviation calculation unit is connected to the actual roll angle detection module and to the data output of the outer ring control unit. It receives roll angle control commands. The roll angle deviation calculation unit performs a difference calculation on the received roll angle control commands and the current actual roll angle of the aircraft to obtain the roll angle deviation calculation result and outputs it to the second integrator unit. The second integrator unit includes a fourth gain unit, a second integration unit, and a fifth gain unit; the fourth gain unit is connected to the second integration unit, and performs the fourth gain operation and the second integration operation on the roll angle deviation calculation result in sequence to obtain the second gain integral output; the fifth gain unit performs the fifth gain operation on the roll angle deviation calculation result to obtain the fifth gain output; The roll rate feedback unit includes a sixth gain unit, which is data-connected to the actual roll rate detection module. Based on the sixth gain unit, the sixth gain operation is performed on the received current actual roll rate of the aircraft to obtain the sixth gain output. The second arithmetic unit receives the second gain integral output, the fifth gain output, and the sixth gain output, performs a summation operation, and generates a sideslip angle control command through the lead-lag correction unit; The second limiting unit receives the sideslip angle control command and performs limiting output.

[0010] Furthermore, the inner loop control unit includes: The actual sideslip angle detection module detects and acquires the aircraft's current actual sideslip angle; The actual yaw rate detection module detects and acquires the current actual yaw rate of the aircraft. The third PI calculation unit is connected to the actual sideslip angle detection module and the actual yaw rate detection module, respectively. It receives the output data of each module and calculates and generates the engine throttle differential command based on the aircraft's current actual sideslip angle and actual yaw rate.

[0011] Furthermore, the third PI calculation unit includes a sideslip angle deviation calculation unit, a third integrator unit, a third calculation unit, a third amplitude limiting unit, and a yaw rate feedback unit. The sideslip angle deviation calculation unit is connected to the actual sideslip angle detection module and to the data output of the central control unit. It receives sideslip angle control commands. The sideslip angle deviation calculation unit performs a difference calculation on the received sideslip angle control commands and the current actual sideslip angle of the aircraft to obtain the sideslip angle deviation calculation result and outputs it to the third integrator unit. The third integrator unit includes a seventh gain unit, a third integration unit, and an eighth gain unit; the seventh gain unit is connected to the third integration unit, and performs the seventh gain operation and the second integration operation on the sideslip angle deviation calculation result in sequence to obtain the third gain integral output; the eighth gain unit performs the eighth gain operation on the sideslip angle deviation calculation result to obtain the eighth gain output. The yaw rate feedback unit includes a ninth gain unit, which is data-connected to the actual yaw rate detection module. Based on the ninth gain unit, the ninth gain operation is performed on the received current actual yaw rate of the aircraft to obtain the ninth gain output. The third arithmetic unit receives the third gain integral output, the eighth gain output and the ninth gain output, performs a summation operation, and generates an engine throttle differential command. The second limiting unit receives the engine throttle differential command and performs limiting output.

[0012] This invention also discloses a multi-engine aircraft trajectory control method. Based on the aforementioned multi-engine aircraft trajectory control system, the specific technical solution is as follows: S1: Receive the track deviation command and obtain the current actual deviation of the aircraft. Perform a difference operation on the received track deviation command and the current actual deviation of the aircraft to obtain the deviation error. S2: Obtain the current actual lateral velocity of the aircraft, perform a third gain calculation to obtain lateral velocity feedback, perform gain integration calculation on the lateral velocity feedback and the lateral deviation based on the first PI algorithm to generate roll angle control command, and limit the amplitude of the roll angle control command; S3: Obtain the current actual roll angle of the aircraft, and perform a difference operation between the current actual roll angle of the aircraft and the roll angle control command to obtain the roll angle deviation; S4: Obtain the current actual roll rate of the aircraft and perform the sixth gain calculation to obtain the roll rate feedback. Perform gain integration calculation on the roll rate feedback and the roll angle deviation based on the second PI algorithm. After lead-lag correction, generate the sideslip angle control command and limit the amplitude of the sideslip angle control command. S5: Obtain the current actual sideslip angle of the aircraft, and perform a difference operation between the current actual sideslip angle of the aircraft and the sideslip angle control command to obtain the sideslip angle deviation; S6: Obtain the current actual yaw rate of the aircraft, perform the ninth gain calculation to obtain yaw rate feedback, perform gain integration calculation based on the third PI algorithm to generate engine throttle differential command, and limit the amplitude of the engine throttle differential command.

[0013] The present invention also discloses a multi-engine aircraft trajectory control device, the multi-engine aircraft trajectory control device comprising: a memory, a processor, and a multi-engine aircraft trajectory control program stored in the memory and executable on the processor, wherein the multi-engine aircraft trajectory control program, when executed by the processor, implements the steps of the multi-engine aircraft trajectory control method described above.

[0014] The present invention also discloses a storage medium storing a multi-engine aircraft trajectory control program, wherein the multi-engine aircraft trajectory control program, when executed by a processor, implements the steps of the multi-engine aircraft trajectory control method described above.

[0015] The beneficial effects of this invention are as follows: This invention generates a roll angle control command based on the difference between the track sideslip command and the actual track sideslip. Then, it generates a sideslip angle control command based on the difference between the roll angle control command and the actual roll angle. Finally, it generates differential throttle control commands for the engines on both sides of the aircraft fuselage based on the difference between the sideslip angle control command and the actual sideslip angle. This allows the aircraft to establish the required sideslip angle, thereby adjusting the aircraft's roll torque and controlling the aircraft's roll angle. This enables the aircraft to maintain its predetermined flight path, and even in the event of a complete failure of the ailerons and rudder, it can still achieve precise tracking and control of the flight path. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the system architecture and operation process of the present invention.

[0017] Figure 2 This is a schematic diagram of the overall process of the method of the present invention.

[0018] Figure 3 This is a schematic diagram of the trajectory sideslip variation curve of the method of the present invention.

[0019] Figure 4 This is a schematic diagram of the roll angle variation curve of the method of the present invention.

[0020] Figure 5 This is a schematic diagram of the sideslip angle variation curve of the method of the present invention.

[0021] Figure 6 This is a schematic diagram of the throttle differential command curve of the method of the present invention. Detailed Implementation

[0022] The technical solutions in the embodiments of the present invention are clearly and completely described in the following description. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0023] In the description of the embodiments of the present invention, it should be noted that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is conventionally placed during use, or the orientation or positional relationship in which those skilled in the art conventionally understand it during use. This is only for the convenience of describing the present invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of the present invention. Furthermore, the terms "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] In the description of the embodiments of the present invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the present invention based on the specific circumstances.

[0025] Example 1 Embodiment 1 of the present invention discloses a multi-engine aircraft trajectory control system, such as Figure 1 As shown, the details are as follows: The system includes an outer loop control unit, a middle loop control unit, and an inner loop control unit; The outer ring control unit receives the track yaw command, calculates and generates a roll angle control command based on the aircraft's current actual track yaw and actual lateral velocity, and outputs the roll angle control command to the middle ring control unit. In a preferred embodiment, the outer ring control unit includes: The track lateral deflection command receiving module receives track lateral deflection commands. The actual trajectory sideslip detection module collects the actual trajectory sideslip of the aircraft relative to the target route. The actual lateral speed detection module collects the aircraft's current actual lateral speed relative to the target flight path; The first PI calculation unit is connected to the track yaw command receiving module, the actual track yaw detection module, and the actual lateral velocity detection module, respectively. It receives the output data of each module and calculates and generates the roll angle control command based on the track yaw command, the current actual track yaw of the aircraft, and the actual lateral velocity. The first PI calculation unit is connected to the middle ring control unit and outputs the roll angle control command.

[0026] In a preferred embodiment, the first PI calculation unit includes a side deviation calculation unit, a first integrator unit, a first calculation unit, a first limiting unit, and a lateral velocity feedback unit. The side deviation calculation unit is connected to the track side deviation command receiving module and the actual track side deviation detection module respectively. It performs a difference operation on the received track side deviation command and the current actual track side deviation of the aircraft to obtain the side deviation calculation result and output it to the first integrator unit. The difference between the received track deviation command and the aircraft's current actual track deviation is calculated as follows: y=ycmd-y in, y This is lateral deviation. ycmd This is a track yaw command. y This represents the actual lateral deviation; The first integrator unit includes a first gain unit, a first integration unit, and a second gain unit; the first gain unit is connected to the first integration unit, and performs a first gain operation and a first integration operation on the side deviation calculation result in sequence to obtain a first gain integral output; the second gain unit performs a second gain operation on the side deviation calculation result in sequence to obtain a second gain output. The lateral velocity feedback unit includes a third gain unit, which is data-connected to the actual lateral velocity detection module. Based on the third gain unit, the third gain calculation is performed on the received current actual lateral velocity of the aircraft to obtain the third gain output. The first gain operation, the second gain operation, and the third gain operation are all multiplication operations; The first arithmetic unit receives the first gain integral output, the second gain output, and the third gain output, performs a summation operation, and generates a roll angle control command. The operation of the first integrator unit is as follows:

[0027] in, phicmd This indicates the roll angle control command. y Indicates lateral deviation. t For flight time, ydot The actual lateral velocity is given at t=0 when track control is initiated. k1, k2, and k3 are the gain coefficients for the first gain operation, the second gain operation, and the third gain operation, respectively. The gain coefficient is set according to the characteristics of the UAV itself, and is not specifically limited here.

[0028] The first limiting unit receives the roll angle control command, limits the maximum and minimum values ​​of the roll angle control command, and then outputs the limit values. The specific limit values ​​are set according to the aerodynamic characteristics of the aircraft, overload limits, and other parameters, and are not specifically limited here.

[0029] The middle ring control unit obtains the current actual roll angle of the aircraft, calculates and generates a sideslip angle control command based on the received roll angle control command, and outputs the sideslip angle control command to the inner ring control unit. In a preferred embodiment, the central ring control unit includes: The actual roll angle detection module detects and acquires the current actual roll angle of the aircraft. The actual roll rate detection module detects and acquires the current actual roll rate of the aircraft. The second PI calculation unit is connected to the actual roll angle detection module and the actual roll rate detection module respectively, receives the output data of each module, and calculates and generates the sideslip angle control command based on the current actual roll angle and actual roll rate of the aircraft; the second PI calculation unit is connected to the inner loop control unit and outputs the sideslip angle control command.

[0030] In a preferred embodiment, the second PI calculation unit includes a roll angle deviation calculation unit, a second integrator unit, a second calculation unit, a lead-lag correction unit, a second limiting unit, and a roll angle rate feedback unit. The roll angle deviation calculation unit is connected to the actual roll angle detection module and to the data output of the outer ring control unit. It receives roll angle control commands. The roll angle deviation calculation unit performs a difference calculation on the received roll angle control commands and the current actual roll angle of the aircraft to obtain the roll angle deviation calculation result and outputs it to the second integrator unit. The difference between the received roll angle control command and the aircraft's current actual roll angle is calculated as follows: phi=phicmd-phi in, phi For roll angle deviation, phicmd This is a roll angle control command. phi This represents the aircraft's current actual roll angle.

[0031] The second integrator unit includes a fourth gain unit, a second integration unit, and a fifth gain unit; the fourth gain unit is connected to the second integration unit, and performs the fourth gain operation and the second integration operation on the roll angle deviation calculation result in sequence to obtain the second gain integral output; the fifth gain unit performs the fifth gain operation on the roll angle deviation calculation result to obtain the fifth gain output; The roll rate feedback unit includes a sixth gain unit, which is data-connected to the actual roll rate detection module. Based on the sixth gain unit, the sixth gain operation is performed on the received current actual roll rate of the aircraft to obtain the sixth gain output. The fourth, fifth, and sixth gain operations are all multiplication operations; The second arithmetic unit receives the second gain integral output, the fifth gain output, and the sixth gain output, performs a summation operation, and generates a sideslip angle control command through the lead-lag correction unit; The operation of the second integrator unit is as follows:

[0032] in, βcmd This indicates the sideslip angle control command. phi Indicates roll angle deviation. t For flight time, p For the actual roll rate, at the moment t=0 when track control is initiated, k4, k5, and k6 are the gain coefficients for the fourth, fifth, and sixth gain operations, respectively. In this embodiment, the transfer function of the lead-lag correction module is as follows:

[0033] in, wn and wd Indicates control gain. s Represents a complex variable; In practice, control gain wn and wd The settings are based on the characteristics of the drone itself, and no specific limitations are made here.

[0034] The second limiting unit receives the sideslip angle control command, limits the maximum and minimum values ​​of the sideslip angle control command, and then outputs the limit values. The specific limit values ​​are set according to the aerodynamic characteristics of the aircraft, overload limits, and other parameters, and are not specifically limited here.

[0035] The inner loop control unit obtains the aircraft's current actual sideslip angle and, based on the received sideslip angle control command, calculates and generates an engine throttle differential command.

[0036] In a preferred embodiment, the inner loop control unit includes: The actual sideslip angle detection module detects and acquires the aircraft's current actual sideslip angle; The actual yaw rate detection module detects and acquires the current actual yaw rate of the aircraft. The third PI calculation unit is connected to the actual sideslip angle detection module and the actual yaw rate detection module, respectively. It receives the output data of each module and calculates and generates differential throttle commands for the engines on both sides of the fuselage based on the aircraft's current actual sideslip angle and actual yaw rate.

[0037] In a preferred embodiment, the third PI calculation unit includes a sideslip angle deviation calculation unit, a third integrator unit, a third calculation unit, a third amplitude limiting unit, and a yaw rate feedback unit. The sideslip angle deviation calculation unit is connected to the actual sideslip angle detection module and to the data output of the central control unit. It receives sideslip angle control commands. The sideslip angle deviation calculation unit performs a difference calculation on the received sideslip angle control commands and the current actual sideslip angle of the aircraft to obtain the sideslip angle deviation calculation result and outputs it to the third integrator unit. The difference between the received sideslip angle control command and the aircraft's current actual sideslip angle is calculated as follows: β=βcmd-β in, β For sideslip angle deviation, βcmd This is a sideslip angle control command. β This represents the aircraft's current actual sideslip angle.

[0038] The third integrator unit includes a seventh gain unit, a third integration unit, and an eighth gain unit; the seventh gain unit is connected to the third integration unit, and performs the seventh gain operation and the second integration operation on the sideslip angle deviation calculation result in sequence to obtain the third gain integral output; the eighth gain unit performs the eighth gain operation on the sideslip angle deviation calculation result to obtain the eighth gain output. The yaw rate feedback unit includes a ninth gain unit, which is data-connected to the actual yaw rate detection module. Based on the ninth gain unit, the ninth gain operation is performed on the received current actual yaw rate of the aircraft to obtain the ninth gain output. The seventh, eighth, and ninth gain operations are all multiplication operations; The third arithmetic unit receives the third gain integral output, the eighth gain output and the ninth gain output, performs a summation operation, and generates an engine throttle differential command. The operation of the third integrator unit is as follows:

[0039] in, Dengcmd This indicates the engine throttle differential command. β Indicates the sideslip angle deviation.t For flight time, r The actual yaw rate is given at t=0 when track control is initiated. k7, k8, and k9 are the gain coefficients for the seventh, eighth, and ninth gain operations, respectively. In practice, the gain coefficient is set according to the characteristics of the UAV itself, and no specific limit is made here.

[0040] The third limiting unit receives the engine throttle differential command, limits the maximum and minimum values ​​of the engine throttle differential command, and outputs the limit values. The specific limit values ​​are set according to parameters such as the aircraft's climb rate and flight speed, and are not specifically limited here.

[0041] Example 2 Embodiment 2 of the present invention discloses a multi-engine aircraft trajectory control method based on Embodiment 1 above.

[0042] In this embodiment, we take a UAV with piston engines, one engine on each side of the fuselage, an initial steady-state level flight altitude of 2500m, a speed of 150km / h, a sideslip angle of 0.0°, both engines' throttles at 58%, ailerons and rudders malfunctioning, and the UAV's sideslip relative to the target flight path of 100m to the right with a lateral speed of 0m / s as an example for illustration.

[0043] like Figure 2 As shown, the specific process is as follows: S1: Receive track lateral deflection command ycmd (In this embodiment, 0m is taken), and the actual sideslip of the aircraft is obtained. y The received track yaw command ycmd and the aircraft's current actual sideslip y Perform the difference operation to obtain the lateral deviation. y : y=ycmd-y=-y S2: Obtain the aircraft's current actual lateral velocity. ydot Then, a third gain calculation is performed to obtain lateral velocity feedback, and the lateral velocity feedback is compared with the lateral deviation. y Gain integration is performed based on the first PI algorithm to generate roll angle control commands, and the amplitude of the roll angle control commands is limited. The gain integral operation based on the first PI algorithm is as follows:

[0044] in, phicmd This indicates the roll angle control command. y Indicates lateral deviation. t For flight time, ydot The actual lateral velocity is given at t=0 when track control is initiated. k1, k2, and k3 are the gain coefficients for the first gain operation, the second gain operation, and the third gain operation, respectively. Taking the above-mentioned aircraft and flight parameters as an example, in this embodiment, k1 is 0.001, k2 is 0.12, k3 is -0.8, and the amplitude of the roll angle control command is limited to [-15, 15].

[0045] S3: Obtain the aircraft's current actual roll angle phi And the current actual roll angle of the aircraft. phi and the roll angle control command phicmd Perform the difference operation to obtain the roll angle deviation. phi : phi=phicmd-phi S4: Obtain the current actual roll rate of the aircraft. p And perform a sixth gain operation to obtain the roll rate feedback, and then perform a combination of the roll rate feedback and the roll angle deviation. phi Gain integration is performed based on the second PI algorithm, and after lead-lag correction, a sideslip angle control command is generated. βcmd and the sideslip angle control command βcmd Limit the amplitude; The gain integral operation based on the second PI algorithm is as follows:

[0046] in, βcmd This indicates the sideslip angle control command. phi Indicates roll angle deviation. t For flight time, p For the actual roll rate, at the moment t=0 when track control is initiated, k4, k5, and k6 are the gain coefficients for the fourth, fifth, and sixth gain operations, respectively. Taking the above-mentioned aircraft and flight parameters as an example, in this embodiment, k4 is 0.1, k5 is -0.3, and k6 is -0.1.

[0047] In this embodiment, the transfer function of the lead-lag correction is as follows:

[0048] in, wn and wd Indicates control gain. s Represents a complex variable; Taking the above-mentioned aircraft and flight parameters as an example, in this embodiment, wn is 5.0 and wd is 10.0; In this embodiment, the amplitude of the sideslip angle control command is limited to [-5, 5].

[0049] S5: Obtain the aircraft's current actual sideslip angle β And the current actual sideslip angle of the aircraft. β and the sideslip angle control command βcmd Perform the difference operation to obtain the sideslip angle deviation. β : β=βcmd-β S6: Obtain the current actual yaw rate of the aircraft. r The ninth gain operation is performed to obtain the yaw rate feedback. Based on the third PI algorithm, the gain integration operation is performed to generate the engine throttle differential command, and the amplitude of the engine throttle differential command is limited.

[0050] Based on the obtained engine throttle differential command, the throttle of the engine on the left side of the fuselage is reduced by a corresponding value, and the throttle of the engine on the right side of the fuselage is increased by a corresponding value.

[0051] The gain integral operation based on the third PI algorithm is as follows:

[0052] in, Dengcmd This indicates the engine throttle differential command. β Indicates the sideslip angle deviation. t For flight time, r The actual yaw rate is given at t=0 when track control is initiated. k7, k8, and k9 are the gain coefficients for the seventh, eighth, and ninth gain operations, respectively. Taking the above-mentioned aircraft and flight parameters as an example, in this embodiment, k4 is 1.5, k5 is -10.0, and k6 is 10.0. In this embodiment, the amplitude of the engine throttle differential command is limited to [-30, 30].

[0053] like Figure 3 , Figure 4 , Figure 5 and Figure 6It can be seen that, based on the above method, in the event of failure of both the aileron and the rudder, precise trajectory control can be achieved by differentially controlling the throttle of the engines on both sides of the UAV fuselage.

[0054] Example 3 Embodiment 3 of the present invention discloses a multi-engine aircraft trajectory control device. The device can be a user equipment (UE) such as a mobile phone, smartphone, laptop computer, digital broadcast receiver, personal digital assistant (PDA), or tablet computer (PAD), a handheld device, vehicle-mounted device, wearable device, computing device, or other processing device connected to a wireless modem, or a mobile station (MS), used to perform multi-engine aircraft trajectory control methods. The device may be referred to as a user terminal, portable terminal, desktop terminal, etc.

[0055] Typically, the device includes: at least one processor, a memory, and a multi-engine aircraft trajectory control program stored in the memory and executable on the processor, the multi-engine aircraft trajectory control program being configured to implement the steps of the multi-engine aircraft trajectory control method as described in Embodiment 2.

[0056] The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and coprocessors. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. The processor may also include an AI (Artificial Intelligence) processor, which handles computational operations related to the multi-engine aircraft trajectory control program, enabling the multi-engine aircraft trajectory control method to learn autonomously and improve efficiency and accuracy.

[0057] The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory are used to store at least one instruction, which is executed by a processor to implement the multi-engine aircraft trajectory control method described in Embodiment 2.

[0058] In some embodiments, the terminal may also optionally include a communication interface and at least one peripheral device. The processor, memory, and communication interface can be connected via a bus or signal lines. Each peripheral device can be connected to the communication interface via a bus, signal lines, or a circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit, a display screen, and a power supply.

[0059] The communication interface can be used to connect at least one I / O (Input / Output) related peripheral device to the processor and memory. The communication interface is used via the peripheral device to receive movement trajectories and other data uploaded by the user from multiple mobile terminals. In some embodiments, the processor, memory, and communication interface are integrated on the same chip or circuit board; in other embodiments, any one or two of the processor, memory, and communication interface can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0060] Radio frequency (RF) circuits are used to receive and transmit RF signals, also known as electromagnetic signals. RF circuits communicate with communication networks and other communication devices via electromagnetic signals, thereby acquiring the movement trajectories and other data of multiple mobile terminals. RF circuits convert electrical signals into electromagnetic signals for transmission, or convert received electromagnetic signals back into electrical signals. Optionally, RF circuits include: antenna systems, RF transceivers, one or more amplifiers, tuners, oscillators, digital signal processors, codec chipsets, user identity module cards, etc. RF circuits can communicate with other terminals through at least one wireless communication protocol. These wireless communication protocols include, but are not limited to: metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit may also include circuitry related to NFC (Near Field Communication), which is not limited in this embodiment.

[0061] The display screen is used to display the UI (User Interface). This UI can include graphics, text, icons, videos, and any combination thereof. When the display screen is a touch screen, it also has the ability to collect touch signals on or above the surface of the display. These touch signals can be input as control signals to a processor for processing. In this case, the display screen can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, the display screen can be a single screen, the front panel of the electronic device; in other embodiments, there can be at least two screens, respectively disposed on different surfaces of the electronic device or in a folded design; in still other embodiments, the display screen can be a flexible screen, disposed on a curved or folded surface of the electronic device. Furthermore, the display screen can be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. The display screen can be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).

[0062] A power supply is used to power the various components in an electronic device. The power supply can be alternating current (AC), direct current (DC), a disposable battery, or a rechargeable battery. When the power supply includes a rechargeable battery, the rechargeable battery can support wired or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0063] Example 4 Embodiment 4 of the present invention discloses a computer storage medium, which is a readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the steps of the multi-engine aircraft trajectory control method of Embodiment 2 above.

[0064] Specifically, the readable storage medium can be a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, or any other readable storage medium capable of storing program code.

[0065] This invention is not limited to the specific embodiments described above. The invention extends to any new feature or combination disclosed in this specification, as well as any new method or process step or combination disclosed herein.

Claims

1. A multi-engine aircraft trajectory control system, characterized in that, It includes an outer ring control unit, a middle ring control unit, and an inner ring control unit; The outer ring control unit receives the track yaw command, calculates and generates a roll angle control command based on the aircraft's current actual track yaw and actual lateral velocity, and outputs the roll angle control command to the middle ring control unit. The middle ring control unit obtains the current actual roll angle of the aircraft, calculates and generates a sideslip angle control command based on the received roll angle control command, and outputs the sideslip angle control command to the inner ring control unit. The inner loop control unit obtains the aircraft's current actual sideslip angle and, based on the received sideslip angle control command, calculates and generates an engine throttle differential command.

2. The multi-engine aircraft trajectory control system according to claim 1, characterized in that, The outer ring control unit includes: The track lateral deflection command receiving module receives track lateral deflection commands. The actual trajectory sideslip detection module detects and acquires the current actual trajectory sideslip of the aircraft. The actual lateral velocity detection module detects and acquires the current actual lateral velocity of the aircraft. The first PI calculation unit is connected to the track yaw command receiving module, the actual track yaw detection module, and the actual lateral velocity detection module, respectively. It receives the output data of each module and calculates and generates the roll angle control command based on the track yaw command, the current actual track yaw of the aircraft, and the actual lateral velocity. The first PI calculation unit is connected to the middle ring control unit and outputs the roll angle control command.

3. The multi-engine aircraft trajectory control system according to claim 2, characterized in that, The first PI calculation unit includes a side deviation calculation unit, a first integrator unit, a first calculation unit, a first limiting unit, and a lateral velocity feedback unit; The side deviation calculation unit is connected to the track side deviation command receiving module and the actual track side deviation detection module respectively. It performs a difference operation on the received track side deviation command and the current actual track side deviation of the aircraft to obtain the side deviation calculation result and output it to the first integrator unit. The first integrator unit includes a first gain unit, a first integration unit, and a second gain unit; the first gain unit is connected to the first integration unit, and performs a first gain operation and a first integration operation on the side deviation calculation result in sequence to obtain a first gain integral output; the second gain unit performs a second gain operation on the side deviation calculation result in sequence to obtain a second gain output. The lateral velocity feedback unit includes a third gain unit, which is data-connected to the actual lateral velocity detection module. Based on the third gain unit, the third gain calculation is performed on the received current actual lateral velocity of the aircraft to obtain the third gain output. The first arithmetic unit receives the first gain integral output, the second gain output, and the third gain output, performs a summation operation, and generates a roll angle control command. The first limiting unit receives the roll angle control command and performs limiting output.

4. The multi-engine aircraft trajectory control system according to claim 1, characterized in that, The central ring control unit includes: The actual roll angle detection module detects and acquires the current actual roll angle of the aircraft. The actual roll rate detection module detects and acquires the current actual roll rate of the aircraft. The second PI calculation unit is connected to the actual roll angle detection module and the actual roll rate detection module respectively, receives the output data of each module, and calculates and generates the sideslip angle control command based on the current actual roll angle and actual roll rate of the aircraft; the second PI calculation unit is connected to the inner loop control unit and outputs the sideslip angle control command.

5. The multi-engine aircraft trajectory control system according to claim 4, characterized in that, The second PI calculation unit includes a roll angle deviation calculation unit, a second integrator unit, a second calculation unit, a lead-lag correction unit, a second limiting unit, and a roll angle rate feedback unit; The roll angle deviation calculation unit is connected to the actual roll angle detection module and to the data output of the outer ring control unit. It receives roll angle control commands. The roll angle deviation calculation unit performs a difference calculation on the received roll angle control commands and the current actual roll angle of the aircraft to obtain the roll angle deviation calculation result and outputs it to the second integrator unit. The second integrator unit includes a fourth gain unit, a second integration unit, and a fifth gain unit; the fourth gain unit is connected to the second integration unit, and performs the fourth gain operation and the second integration operation on the roll angle deviation calculation result in sequence to obtain the second gain integral output; the fifth gain unit performs the fifth gain operation on the roll angle deviation calculation result to obtain the fifth gain output; The roll rate feedback unit includes a sixth gain unit, which is data-connected to the actual roll rate detection module. Based on the sixth gain unit, the sixth gain operation is performed on the received current actual roll rate of the aircraft to obtain the sixth gain output. The second arithmetic unit receives the second gain integral output, the fifth gain output, and the sixth gain output, performs a summation operation, and generates a sideslip angle control command through the lead-lag correction unit; The second limiting unit receives the sideslip angle control command and performs limiting output.

6. The multi-engine aircraft trajectory control system according to claim 1, characterized in that, The inner loop control unit includes: The actual sideslip angle detection module detects and acquires the aircraft's current actual sideslip angle; The actual yaw rate detection module detects and acquires the current actual yaw rate of the aircraft. The third PI calculation unit is connected to the actual sideslip angle detection module and the actual yaw rate detection module, respectively. It receives the output data of each module and calculates and generates the engine throttle differential command based on the aircraft's current actual sideslip angle and actual yaw rate.

7. The multi-engine aircraft trajectory control system according to claim 6, characterized in that, The third PI calculation unit includes a sideslip angle deviation calculation unit, a third integrator unit, a third calculation unit, a third amplitude limiting unit, and a yaw rate feedback unit. The sideslip angle deviation calculation unit is connected to the actual sideslip angle detection module and to the data output of the central control unit. It receives sideslip angle control commands. The sideslip angle deviation calculation unit performs a difference calculation on the received sideslip angle control commands and the current actual sideslip angle of the aircraft to obtain the sideslip angle deviation calculation result and outputs it to the third integrator unit. The third integrator unit includes a seventh gain unit, a third integration unit, and an eighth gain unit; the seventh gain unit is connected to the third integration unit, and performs the seventh gain operation and the second integration operation on the sideslip angle deviation calculation result in sequence to obtain the third gain integral output; the eighth gain unit performs the eighth gain operation on the sideslip angle deviation calculation result to obtain the eighth gain output. The yaw rate feedback unit includes a ninth gain unit, which is data-connected to the actual yaw rate detection module. Based on the ninth gain unit, the ninth gain operation is performed on the received current actual yaw rate of the aircraft to obtain the ninth gain output. The third arithmetic unit receives the third gain integral output, the eighth gain output and the ninth gain output, performs a summation operation, and generates an engine throttle differential command. The second limiting unit receives the engine throttle differential command and performs limiting output.

8. A method for trajectory control of a multi-engine aircraft, characterized in that, include: S1: Receive the track sideslip command and obtain the current actual sideslip of the aircraft. Perform a difference operation on the received track sideslip command and the current actual sideslip of the aircraft to obtain the sideslip deviation. S2: Obtain the current actual lateral velocity of the aircraft, perform a third gain calculation to obtain lateral velocity feedback, perform gain integration calculation on the lateral velocity feedback and the lateral deviation based on the first PI algorithm to generate roll angle control command, and limit the amplitude of the roll angle control command; S3: Obtain the current actual roll angle of the aircraft, and perform a difference operation between the current actual roll angle of the aircraft and the roll angle control command to obtain the roll angle deviation; S4: Obtain the current actual roll rate of the aircraft and perform the sixth gain calculation to obtain the roll rate feedback. Perform gain integration calculation on the roll rate feedback and the roll angle deviation based on the second PI algorithm. After lead-lag correction, generate the sideslip angle control command and limit the amplitude of the sideslip angle control command. S5: Obtain the current actual sideslip angle of the aircraft, and perform a difference operation between the current actual sideslip angle of the aircraft and the sideslip angle control command to obtain the sideslip angle deviation; S6: Obtain the current actual yaw rate of the aircraft, perform the ninth gain calculation to obtain yaw rate feedback, perform gain integration calculation based on the third PI algorithm to generate engine throttle differential command, and limit the amplitude of the engine throttle differential command.

9. A trajectory control device for a multi-engine aircraft, characterized in that, The multi-engine aircraft trajectory control device includes: a memory, a processor, and a multi-engine aircraft trajectory control program stored in the memory and executable on the processor. When the multi-engine aircraft trajectory control program is executed by the processor, it implements the steps of the multi-engine aircraft trajectory control method according to claim 8.

10. A storage medium, characterized in that, The storage medium stores a multi-engine aircraft trajectory control program, which, when executed by a processor, implements the steps of the multi-engine aircraft trajectory control method of claim 8.

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