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CN-117348385-B - Longitudinal relaxation static stability aircraft no-attack angle stability enhancement control method, equipment and medium

CN117348385BCN 117348385 BCN117348385 BCN 117348385BCN-117348385-B

Abstract

The invention relates to the technical field of aviation aircrafts, in particular to a longitudinal relaxation static stability aircraft no-attack angle stability augmentation control method, equipment and medium, comprising the following steps of acquiring normal overload of an aircraft through an airborne inertial sensor; the method comprises the steps of obtaining dynamic pressure through an airborne atmospheric data sensor, calculating to obtain the weight of the aircraft according to oil quantity sensor information, enabling a rolling angle target value to be provided by aileron channel control law calculation, determining stability augmentation control gain, substituting each obtained value into a formula, calculating to obtain an elevator control instruction, and further controlling the aircraft to realize non-attack angle stability augmentation control. The invention provides a longitudinal relaxation static stability aircraft non-attack angle stability augmentation control method, which takes information such as normal overload, dynamic pressure, aircraft weight and the like as control quantity, and utilizes a rolling angle target value to construct a normal overload control target, thereby realizing stability augmentation control.

Inventors

  • Pu Yingjin
  • ZHANG JIHUI
  • Zhai Kejia

Assignees

  • 成都飞机工业（集团）有限责任公司

Dates

Publication Date
20260512
Application Date
20231013

Claims (9)

  1. 1. A longitudinal relaxation static stability aircraft no-attack angle stability enhancement control method is characterized by comprising the following steps: s11, acquiring normal overload n of the aircraft through an airborne inertial sensor; s12, acquiring dynamic pressure Q through an airborne atmospheric data sensor; S13, calculating to obtain the weight G of the aircraft according to the information of the oil quantity sensor; s14, a roll angle target value phi c is provided by aileron channel control law calculation; S15, determining a stability augmentation control gain K α ; S16, substituting each numerical value obtained in the steps S11-S15 into a formula (1), and calculating to obtain an elevator control command u so as to control the aircraft to realize non-attack angle stability augmentation control: Wherein u is an elevator control instruction, K α is stability-increasing control gain, the sign is positive, the parameter setting is carried out based on an aircraft theoretical model, n is aircraft normal overload, n is dimensionless, the aircraft normal overload is measured by an airborne inertial sensor, phi c is a roll angle target value, Q is dynamic pressure, G is aircraft weight, G is cattle, the aircraft weight is calculated by an airborne flight control computer according to oil mass sensor information, PID (θ) is a pitch angle PID control item, and PID (Q) is a pitch angle rate PID control item.
  2. 2. The method for controlling the aircraft stability without attack angle increase according to claim 1, wherein the specific method for calculating the aircraft weight G according to the oil mass sensor information in the step S13 is as follows: G=G 0 +ρVg (2) Wherein G 0 is the weight of the aircraft when the aircraft is not filled with fuel, the unit is cattle, V is the fuel sensor information, the unit is liter of the residual fuel of the aircraft, ρ is the fuel density, the unit is kg/liter, and G is the gravitational acceleration, and the value is 9.8m/s 2 .
  3. 3. The method for controlling the stability of an aircraft without an attack angle with longitudinal relaxation and static stability according to claim 1, wherein the maximum change rate of the target value of the roll angle is limited to 10 degrees/s-30 degrees/s.
  4. 4. The method for controlling the stability of the aircraft without the attack angle with the longitudinal relaxation static stability according to claim 1, wherein a filter is added on a normal overload signal, and the transfer function of the filter is as follows: s is a complex variable representing the frequency in the laplace transform domain.
  5. 5. The method for controlling the non-attack angle stability enhancement of the aircraft with the longitudinal relaxation static stability according to claim 1 is characterized in that an elevator control command is positive when the elevator is controlled to deflect downwards, and the elevator control command is negative when the elevator is controlled to deflect upwards.
  6. 6. The method for controlling the stability enhancement of the aircraft without the attack angle with the longitudinal relaxation static stability according to claim 1 is characterized in that the roll angle is positive when the aircraft rolls right and the roll angle is negative when the aircraft rolls left.
  7. 7. The method for controlling the stability enhancement of the aircraft without the attack angle with the longitudinal relaxation static stability according to claim 1 is characterized in that the normal overload is positive when upward and negative when downward.
  8. 8. Computer device, characterized in that it comprises a memory in which a computer program is stored and a processor which executes the computer program, implementing the method according to any of claims 1-7.
  9. 9. A computer readable storage medium having a computer program stored thereon, the computer program being executable by a processor to implement the method of any of claims 1-7.

Description

Longitudinal relaxation static stability aircraft no-attack angle stability enhancement control method, equipment and medium Technical Field The invention relates to the technical field of aviation aircrafts, in particular to a longitudinal relaxation static stability aircraft no-attack angle stability augmentation control method, equipment and medium. Background The static stability is the relative distance from the aerodynamic center of the aircraft to the center of gravity of the aircraft, the static stability of the aerodynamic center is positive after the center of gravity, the aircraft is static, and the static stability of the aerodynamic center is negative before the center of gravity, and the aircraft is static unstable. An aircraft that relaxes its stationarity has a aerodynamic center very close to the center of gravity and even before the center of gravity, the aircraft becomes weakly stabilized and even quietly unstable. The aircraft has the main advantages of being beneficial to improving the maneuverability and agility of the aircraft, being capable of reducing the horizontal tail area and the structural weight, being capable of improving the maneuvering efficiency of the elevator, being capable of reducing the balancing resistance by reducing the balancing rudder amount, being capable of reducing the lift loss of the tail wing, even changing the lift loss into positive lift and improving the lift-drag ratio of the whole aircraft, and being capable of improving the lift-drag ratio and the balancing resistance of the aircraft, and being capable of meaning the increase of the voyage and the endurance of the aircraft. An aircraft with relaxed static stability is required to rely on stability enhancement control to ensure the stability of the aircraft in flight. At present, the relaxation static stability increasing control is mainly realized through attack angle feedback control, namely, attack angle is used as a control quantity, and the stable flight of the aircraft is realized through an active control technology. As patent CN202210697835.1 discloses a no-internal-consumption stability enhancement control method of a longitudinal relaxation static stability unmanned aerial vehicle. And a pitch angle rate signal and an attack angle stability augmentation control strategy without stability augmentation and balancing loss are introduced into the elevator control channel, so that the dynamic characteristics of the unmanned aerial vehicle are improved. The invention is used for realizing stable control of longitudinal relaxation static stability, and the dynamic characteristics of the unmanned aerial vehicle are improved by introducing a pitch angle rate signal and an attack angle stability augmentation control strategy without stability augmentation and balancing loss into an elevator control channel. However, such a control method has problems in that (1) stability enhancement control cannot be performed when the angle of attack sensor fails or the angle of attack signal fails, and in that (2) the aircraft is at risk for safety, the aircraft must be provided with the angle of attack sensor, and the system cost is increased. Disclosure of Invention Aiming at the defects of the prior art, the invention provides a longitudinal relaxation static stability aircraft no-attack angle stability augmentation control method, namely stability augmentation control can be realized without attack angle information. In order to achieve the technical effects, the technical scheme of the application is as follows: a longitudinal relaxation static stability aircraft no-attack angle stability enhancement control method comprises the following steps: s11, acquiring normal overload n of the aircraft through an airborne inertial sensor; s12, acquiring dynamic pressure Q through an airborne atmospheric data sensor; S13, calculating to obtain the weight G of the aircraft according to the information of the oil quantity sensor; s14, a roll angle target value phi c is provided by aileron channel control law calculation; S15, determining a stability augmentation control gain K α; S16, substituting each numerical value obtained in the steps S11-S15 into a formula (1), and calculating to obtain an elevator control command u so as to control the aircraft to realize non-attack angle stability augmentation control: Wherein u is an elevator control instruction, K α is stability-increasing control gain, the sign is positive, the parameter setting is carried out based on an aircraft theoretical model, n is aircraft normal overload, n is dimensionless, the aircraft normal overload is measured by an airborne inertial sensor, phi c is a roll angle target value, Q is dynamic pressure, G is aircraft weight, G is cattle, the aircraft weight is calculated by an airborne flight control computer according to oil mass sensor information, PID (θ) is a pitch angle PID control item, and PID (Q) is a pitch angle rate PID control item. Further,