CN110347179B - Transverse flight energy management method of unpowered aircraft - Google Patents
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Abstract
The invention discloses a transverse flight energy management method of an unpowered aircraft, which relates to the technical field of aircraft flight control and comprises the following steps: calculating a lateral deviation amount according to the lateral position deviation and the lateral speed deviation of the aircraft on the standard track, and then obtaining a direction cumulative amount through calculation; the cumulative amount of direction represents a direction of position deviation of the aircraft; calculating a transverse speed guide quantity according to the direction accumulated quantity and the speed offset; the transverse position deviation passes through an inertia link and a proportion link to obtain a transverse position guide quantity; and carrying out weighted summation on the transverse velocity guidance quantity and the transverse position guidance quantity to generate a transverse guidance instruction, and controlling the transverse flight of the unpowered aircraft. According to the invention, the standard flight path is taken as a reference, the transverse speed deviation and the transverse position deviation are comprehensively considered, the transverse guidance is used for fusing speed control, redundant fuel is dissipated through transverse maneuvering, the over-adjustment is avoided, and the energy management of the aircraft is realized.
Description
Technical Field
The invention relates to the technical field of flight control of aircrafts, in particular to a transverse flight energy management method of an unpowered aircraft.
Background
When the unpowered aircraft executes long-time and long-distance flight tasks, energy deviation caused by pneumatic parameters and atmospheric density deviation can be accumulated and increased along with time, and finally, the tail end energy is excessively dispersed, even flight path divergence in the flight process is caused, and the later-period task shift is not facilitated. Therefore, there is a need for energy management of aircraft, controlling energy accumulation bias, and preventing trajectory divergence.
The energy possessed by an aircraft is designed according to the maximum range of the aircraft, and for a common task, a certain amount of energy remains. The existing aircraft energy management method mainly comprises the steps of continuously predicting a flight track in the flight process, calculating redundant energy, and then adjusting the track height in a large posture or changing the track height to dissipate the redundant energy. However, the above method is complex in calculation process and is easy to cause over-adjustment in the implementation process.
Disclosure of Invention
In view of the drawbacks of the prior art, the present invention provides a method for managing the lateral flight energy of an unpowered aircraft, which can dissipate the excess fuel through lateral maneuver and avoid the occurrence of over-tuning.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows: a method of lateral flight energy management for an unpowered aircraft, comprising the steps of:
calculating a lateral deviation amount according to the lateral position deviation and the lateral speed deviation of the aircraft on the standard track, and then obtaining a direction cumulative amount through calculation; the cumulative amount of direction represents a direction of position deviation of the aircraft;
calculating a transverse speed guide quantity according to the direction accumulated quantity and the speed offset;
obtaining a transverse position guide quantity by passing the transverse position deviation through an inertia link and a proportion link;
and carrying out weighted summation on the transverse velocity guidance quantity and the transverse position guidance quantity to generate a transverse guidance instruction, and controlling the transverse flight of the unpowered aircraft.
On the basis of the technical scheme, the transverse deviation amount is obtained by weighting and summing the transverse position deviation and the transverse speed deviation.
On the basis of the above technical solution, the calculating the direction cumulative amount specifically includes:
obtaining a direction sign coefficient through a hysteresis function according to the transverse deviation value; when the transverse deviation amount is smaller than the minimum threshold value, the direction sign coefficient is 1; when the lateral deviation value is larger than the maximum threshold value, the direction sign coefficient is minus 1; when the transverse deviation amount is between the minimum threshold value and the maximum threshold value, the direction sign coefficient is the direction sign coefficient of the previous moment;
obtaining the direction accumulated amount of the current moment according to the direction accumulated amount and the direction symbol coefficient of the previous moment and the direction symbol coefficient of the current moment; the cumulative amount of directions at the initial time is 0.
On the basis of the technical scheme, the direction accumulated quantity is expressed as a discrete transfer function form:
wherein StiIs the direction cumulative amount of the current time i, b is the reverse cumulative rate of the direction cumulative amount along with the direction sign coefficient, SiIs the direction sign coefficient of the current i moment, and z is the discrete system z domain variationAnd (5) converting the operators.
On the basis of the technical scheme, the speed offset is the ratio of the energy consumption coefficient of the speed term to the resultant speed of the aircraft, and the transverse speed guidance quantity
The expression of (a) is:
wherein, CVIs the transverse guidance coefficient, V is the resultant speed of the aircraft, U is the energy consumption coefficient of the speed term, StiIs the cumulative amount of directions at the current time i.
Based on the technical scheme, the transverse position guide quantity
The expression of (a) is:
wherein,
an inertia link, and s is a pull operator; t is the time constant of the inertia link; kpThe method is a direction position guide coefficient, namely a proportional link coefficient; Δ Z is the lateral position deviation of the aircraft relative to the standard flight path.
On the basis of the technical scheme, the instruction is transversely guided
The expression of (a) is:
wherein,
the transverse speed guide quantity;
the guiding quantity of the transverse position; w is avThe weighting factor for the speed pilot is expressed as a function of the speed accumulation.
On the basis of the technical scheme, the method further comprises the step of calculating the speed accumulated quantity, and specifically comprises the following steps:
defining a velocity direction sign coefficient which is determined according to the resultant velocity deviation of the aircraft to the standard track; when the resultant speed deviation is less than or equal to the threshold value, the speed direction sign coefficient is 1; when the resultant velocity deviation is greater than or equal to the threshold value, the velocity direction sign coefficient is minus 1;
obtaining the speed accumulative amount of the current moment according to the speed accumulative amount and the speed direction symbol coefficient of the previous moment and the speed direction symbol coefficient of the current moment; the cumulative amount of velocity at the initial time is 0.
On the basis of the technical scheme, the speed accumulated quantity is expressed as a discrete transfer function form:
wherein ShiThe accumulated quantity of the speed at the current moment i; swiThe speed direction sign coefficient of the current i moment; c is the accumulated rate of the accumulated amount of velocity along with the velocity to the sign coefficient; z is a discrete system z-domain transform operator.
On the basis of the technical scheme, the transverse guiding command is a control command angle of the aircraft.
Compared with the prior art, the invention has the advantages that:
(1) the transverse flight energy management method of the unpowered aircraft is simple and easy to implement; the standard flight path is used as a reference, the transverse speed deviation and the transverse position deviation are comprehensively considered, the transverse guidance is combined with speed control, redundant fuel is dissipated through transverse maneuvering, adjustment is avoided, energy management of the aircraft is achieved, meanwhile, the capability of the aircraft in avoiding an interception area and a flight avoidance area can be improved, and the operational efficiency of the aircraft is effectively improved.
(2) According to the transverse flight energy management method of the unpowered aircraft, the transverse speed guide quantity is opposite to the offset direction through the direction accumulated quantity so as to correct the offset; by influencing the influence of the speed on the control command through the accumulated speed quantity, when the deviation of the aircraft combining speed is always small, the weight factor of the speed guide quantity can be increased so as to increase the influence of the speed on the control command; when the deviation of the aircraft closing speed is always large, the weight factor of the speed guidance quantity can be reduced, so that the phenomenon that the overshoot is large due to sensitivity to speed change, the overshoot is caused, and even the flight path is diverged is avoided.
Drawings
FIG. 1 is a flow chart of a method of lateral flight energy management for an unpowered aircraft in an embodiment of the invention;
FIG. 2 is a diagram illustrating the steps of generating a horizontal pilot command according to an embodiment of the present invention;
FIG. 3 is a diagram illustrating the behavior of direction sign coefficients in an embodiment of the present invention;
FIG. 4 is a diagram illustrating relationships between different scroll commands and time constants according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples.
Referring to fig. 1 and 2, an embodiment of the present invention provides a method for managing lateral flight energy of an unpowered aircraft, which includes the steps of:
s1, calculating a transverse deviation amount according to a transverse position deviation and a transverse speed deviation of an aircraft on a standard track, and then calculating to obtain a direction cumulative amount; the cumulative amount of direction represents a direction of position deviation of the aircraft.
And S2, calculating a transverse velocity guidance quantity according to the direction accumulated quantity and the velocity offset.
And S3, obtaining the transverse position guidance quantity by the transverse position deviation through an inertia link and a proportion link.
And S4, carrying out weighted summation on the transverse velocity guidance quantity and the transverse position guidance quantity to generate a transverse guidance instruction so as to control the transverse flight of the unpowered aircraft.
According to the transverse flight energy management method of the unpowered aircraft, the standard flight path is taken as a reference, the transverse speed deviation and the transverse position deviation are comprehensively considered, the transverse guidance is combined with the speed control, the aircraft deviates from a transverse maneuvering angle with a flight path shooting surface during flight, and redundant energy is dissipated; the transverse guidance instruction has negative feedback relation with speed and position deviation, so that final convergence of the flight path can be ensured, over-adjustment is avoided, energy management of the aircraft is realized, the capability of the aircraft in avoiding an interception area and an forbidden flight area can be improved, and the operational efficiency of the aircraft is effectively improved.
The lateral deviation value is obtained by combining the lateral position deviation and the lateral speed deviation of the aircraft relative to the standard flight path according to a certain weight. The lateral deviation amount can be regarded as a quantized coefficient of the lateral deviation of the aircraft from the standard track, and the expression is as follows:
ΔP＝aΔZ+ΔVz
wherein, Δ P is the lateral deviation, Δ Z is the lateral position deviation of the aircraft relative to the standard track, and Δ VzAnd a is a weight factor of the lateral position deviation.
In step S1, the calculating the direction cumulative amount specifically includes:
firstly, obtaining a direction sign coefficient through a hysteresis function according to the transverse deviation value; when the transverse deviation amount is smaller than the minimum threshold value, the direction sign coefficient is 1; when the lateral deviation value is larger than the maximum threshold value, the direction sign coefficient is minus 1; when the amount of lateral deviation is between the minimum threshold and the maximum threshold, the direction sign coefficient is the direction sign coefficient of the previous time. Direction sign coefficient S at initial time0Is 1. Thus, referring to FIG. 3, the direction sign coefficient S for the current i time instantiComprises the following steps:
wherein m is the maximum threshold value of the transverse deviation amount, and m is greater than 0; -m is a minimum threshold for the amount of lateral deviation; si-1Is the direction sign coefficient at time i-1, i.e. the direction sign coefficient at the previous time.
And then obtaining the direction accumulated amount of the current time according to the direction accumulated amount and the direction symbol coefficient of the previous time and the direction symbol coefficient of the current time. Cumulative amount of direction satisfies Sti∈[0,1]The cumulative amount of direction at the initial time is 0. Therefore, the direction cumulative amount St at the current i timeiComprises the following steps:
Sti＝Sti-1-b(Si+Si-1)
St0＝0
wherein b is the reverse accumulated rate of the direction accumulated amount along with the direction sign coefficient; sti-1The cumulative amount of direction at time i-1; st0Is the cumulative amount of directions at the initial time.
In the present embodiment, the cumulative direction quantity StiCan be expressed in the form of discrete transfer functions:
wherein z is a discrete system z-domain transform operator. Recording the quantity of state XkRepresents k × TsThe value of the variable at a time, for a single-sided transformation, there is Xk+1＝z×XkWherein, TsRepresenting the discretized sample time.
In this embodiment, when the lateral offset of the aircraft is negative and smaller than the minimum threshold, the direction sign coefficient is-1, which indicates that the aircraft needs forward correction; when the transverse offset is positive and greater than the maximum threshold value, the direction sign coefficient is 1, which indicates that the aircraft needs negative correction; the directional sign coefficient remains unchanged when the lateral offset is between the minimum threshold and the maximum threshold.
Thus, the direction sign coefficient represents an adjustment direction, and assuming that the aircraft is biased left, the direction sign coefficient is 1 (i.e., left 1), and biased right, the direction sign coefficient is-1 (i.e., right 1). The direction accumulated amount is determined by the accumulation of the direction symbol coefficients, and the direction accumulated amount approaches to 0 if a plurality of continuous sampling periods are deviated to the left; if the continuous sampling periods are deviated to the right, the direction cumulative amount approaches to 1; if the consecutive sampling periods are left-right shifted or no shift, the direction cumulative amount approaches 0.5.
In this embodiment, the speed offset is a ratio of the energy consumption coefficient of the speed term to the resultant speed of the aircraft. Therefore, the lateral velocity vector is proportional to the velocity term dissipation factor, inversely proportional to the resultant velocity of the aircraft, and cosine-functionally related to the cumulative amount of direction. The lateral velocity guidance amount is made opposite to the offset direction by the direction accumulation amount to correct the offset.
The above transverse velocity guidance amount
The expression of (a) is:
wherein, CVThe transverse guidance coefficient can be a constant value according to the flight characteristics of the aircraft; v is the current resultant speed of the aircraft, and U is a speed term energy consumption coefficient which is related to the resultant speed deviation delta V of the aircraft relative to the standard track.
Referring to fig. 4, the velocity term dissipation factor U is linearly related to the resultant velocity deviation Δ V:
and p and q are preset values of resultant speed deviation and are determined according to the control characteristics of the aircraft.
The above transverse position guidance amount
Indicating control of lateral position deviation, from lateral position deviation through inertiaLinks and proportion links are obtained, and the expression is as follows:
wherein,
is an inertia link, T is a time constant of the inertia link, s is a Laplace operator s, namely a Laplace operator, and the relation between the Laplace operator and z is as follows: z ═ exp (sxT)s)，TsRepresenting a discretized sampling time; kpThe coefficients are guiding coefficients to the position, i.e. the scale element coefficients.
In this embodiment, the aircraft lateral guidance command
The vector is obtained by weighting and summing the transverse speed vector and the transverse position vector according to a certain weight factor, and the expression is as follows:
wherein, wvThe weight factor of the speed guidance quantity is expressed as a function of a speed accumulation quantity, and the speed accumulation quantity is in a direct function relation with the speed accumulation quantity, and the speed accumulation quantity is directly related to the resultant speed deviation of the aircraft.
Optionally, a weighting factor w for the velocity vectorvThe expression of (a) is:
wv＝β·f(Shi)
wherein, beta is the specific gravity of speed regulation, and beta belongs to (0, 1); f (Sh)i) Is a monotone increasing function and has a value range of 0,1]。f(Shi) It may take a sinusoidal function or a first order linear function.
The method of this embodiment further includes calculating a speed cumulative amount, which specifically includes:
first, a velocity direction sign coefficient is defined, which is based on the aircraft targetDetermining the resultant speed deviation of the quasi track; when the resultant speed deviation is less than or equal to the threshold value, the speed direction sign coefficient is 1; and when the resultant velocity deviation is greater than or equal to the threshold value, the velocity direction sign coefficient is minus 1. The velocity direction sign coefficient at the initial time is-1. Thus, the speed at the current i time is scaled by the sign factor SwiComprises the following steps:
wherein n is the threshold value of the resultant velocity deviation, and different constant values can be selected according to the flight phase of the aircraft.
And then obtaining the speed accumulative amount of the current time according to the speed accumulative amount and the speed direction symbol coefficient of the previous time and the speed direction symbol coefficient of the current time. The accumulated amount of speed satisfies Shi∈[0,h]And h is an integer greater than 1. The cumulative amount of velocity at the initial time is 0. Thus, the cumulative amount of speed Sh at the current time iiComprises the following steps:
Shi＝Shi-1+c(Swi+Swi-1)
where c is the cumulative rate of the velocity cumulative amount with velocity towards the sign coefficient, Shi-1Cumulative amount of velocity at time i-1, Swi-1Is the velocity-direction sign coefficient at time i-1.
In this embodiment, the speed cumulative amount is expressed as a discrete transfer function form:
in this embodiment, the speed of the aircraft is driven to converge, i.e., Δ V is reduced, by the lateral guidance command. When the Δ V is always smaller than n, the accumulated speed amount is cumulatively increased, so that the weight factor of the speed guidance amount is increased, which indicates that the influence of the speed on the control command is increased; when Δ V is always greater than n, the accumulated amount of velocity is cumulatively decreased, resulting in a decrease in the weighting factor of the velocity pilot amount, indicating the effect of decreasing velocity on the control command. Therefore, when the resultant speed deviation is always large, the weight factor of the speed guidance quantity needs to be reduced, and the phenomenon that the overshoot is large due to sensitivity to speed change, so that over-adjustment and even flight path divergence are caused is avoided.
In this embodiment, the lateral guidance command is a control command angle of the aircraft to control lateral maneuver of the aircraft.
The energy management method of the embodiment takes the standard flight path as a reference, comprehensively considers the transverse speed deviation and the transverse position deviation, integrates speed control in transverse guidance, dissipates redundant fuel through large-range transverse maneuver, realizes energy management of the aircraft, and well controls the range and the falling speed of the aircraft.
The present invention is not limited to the above-described embodiments, and it will be apparent to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and such modifications and improvements are also considered to be within the scope of the present invention. Those not described in detail in this specification are within the skill of the art.
Claims (5)
1. A method for managing the transverse flight energy of an unpowered aircraft is characterized in that the method comprises the following steps:
calculating a lateral deviation amount according to the lateral position deviation and the lateral speed deviation of the aircraft on the standard track, and then obtaining a direction cumulative amount through calculation; the direction cumulative amount represents a position deviation direction of the aircraft;
calculating a transverse velocity guidance quantity according to the accumulated direction quantity and the velocity offset;
the transverse position deviation passes through an inertia link and a proportion link to obtain a transverse position guide quantity;
carrying out weighted summation on the transverse velocity guidance quantity and the transverse position guidance quantity to generate a transverse guidance instruction and control the transverse flight of the unpowered aircraft;
calculating the cumulative amount of the directions specifically includes:
obtaining a direction sign coefficient through a hysteresis function according to the transverse deviation value; when the transverse deviation amount is smaller than the minimum threshold value, the direction sign coefficient is 1; when the lateral deviation value is larger than the maximum threshold value, the direction sign coefficient is minus 1; when the transverse deviation amount is between the minimum threshold value and the maximum threshold value, the direction sign coefficient is the direction sign coefficient of the previous moment;
obtaining the direction accumulated amount of the current moment according to the direction accumulated amount and the direction symbol coefficient of the previous moment and the direction symbol coefficient of the current moment; the cumulative amount of directions at the initial time is 0;
the direction cumulative amount is expressed as a discrete transfer function form:
wherein StiIs the direction cumulative amount of the current time i, b is the reverse cumulative rate of the direction cumulative amount along with the direction sign coefficient, SiThe direction sign coefficient of the current i moment is, and z is a discrete system z domain transformation operator;
the speed deviation is the ratio of the energy consumption coefficient of the speed term to the resultant speed of the aircraft, and the transverse speed guidance quantity
The expression of (c) is:
wherein, CVIs the transverse guidance coefficient, V is the resultant speed of the aircraft, U is the energy consumption coefficient of the speed term, StiThe direction cumulative amount at the current time i;
the velocity energy consumption coefficient U and the resultant velocity deviation delta V of the aircraft relative to the standard track are in a linear relation:
wherein p and q are preset values of resultant speed deviation.
2. The method of unpowered aircraft lateral flight energy management of claim 1, wherein: the transverse deviation amount is obtained by weighting and summing the transverse position deviation and the transverse speed deviation.
3. The unpowered aircraft lateral flight energy management method of claim 1, wherein the lateral position vector is based on a position vector of the aircraft
The expression of (a) is:
wherein,
an inertia link, and s is a pull operator; t is the time constant of the inertia link; kpThe position guidance coefficient is a proportional link coefficient; Δ Z is the lateral position deviation of the aircraft relative to the standard flight path.
4. The unpowered aircraft lateral flight energy management method of claim 1, wherein the lateral guidance command is
The expression of (a) is:
wherein,
the transverse speed guide quantity;
the guiding quantity of the transverse position; w is avA weight factor being a velocity vector, the weight factor of the velocity vector being expressed as a function of a cumulative amount of velocity;
calculating the accumulated speed amount specifically comprises the following steps:
defining a velocity direction sign coefficient which is determined according to the resultant velocity deviation of the aircraft to the standard track; when the resultant speed deviation is less than or equal to the threshold value, the speed direction sign coefficient is 1; when the resultant velocity deviation is greater than or equal to the threshold value, the velocity direction sign coefficient is minus 1;
obtaining the speed accumulative amount of the current moment according to the speed accumulative amount and the speed direction symbol coefficient of the previous moment and the speed direction symbol coefficient of the current moment; the cumulative amount of speed at the initial time is 0;
the velocity accumulation is expressed as a discrete transfer function form:
wherein ShiThe accumulated quantity of the speed at the current moment i; swiThe speed direction sign coefficient of the current i moment; c is the accumulated rate of the accumulated amount of velocity along with the velocity to the sign coefficient; z is a discrete system z-domain transform operator.
5. The unpowered aircraft lateral flight energy management method of any one of claims 1-4, wherein: the transverse guiding command is a control command angle of the aircraft.
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