CN110750102A - Method for determining command moment before deformation of deformation reentry aircraft - Google Patents
Method for determining command moment before deformation of deformation reentry aircraft Download PDFInfo
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- 238000005096 rolling process Methods 0.000 claims abstract description 16
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Abstract
The invention discloses a method for determining a command moment before deformation of a deformation reentry aircraft, which comprises the following steps: acquiring the optimal rolling angular speed of the deformed aircraft, and injecting the optimal rolling angular speed into the aircraft; estimating the moment of inertia of the aircraft before deformation; determining a command angular velocity of the aircraft before deformation; calculating an error attitude angle of the aircraft according to the navigation attitude angle and the instruction attitude angle of the aircraft; calculating attitude adjusting instruction torque before deformation of the aircraft; the attitude control thruster of the aircraft performs attitude control to enable the aircraft to point to the command attitude; and calculating the starting command torque of the aircraft. Compared with the prior art, the technical scheme provided by the invention obtains the instruction torque before deformation by determining the calculation of the moment of inertia before and after deformation of the aircraft and the analysis of the optimal rolling angular velocity after deformation, and overcomes the defect that the prior art enters the aircraft field after deformation.
Description
Technical Field
The invention relates to the field of control of a GNC subsystem of a space vehicle, in particular to a method for determining a command moment, and particularly relates to a method for determining a command moment before deformation of a deformation reentry vehicle.
Background
The deformation reentry aircraft is a novel aircraft which increases the windward area and improves the resistance coefficient by deformation before reentry. Before the deformation reentry aircraft reenters, the attitude is adjusted to the instruction attitude, and then the deformation reentry aircraft rotates to a certain angular velocity through an attitude control thruster arranged at the tail of the deformation reentry aircraft. And then the aircraft is deformed after being deformed, so that the aircraft is ensured to enter the atmosphere again at a certain spin angular velocity, the attitude of the aircraft can be kept stable when the aircraft flies in the atmosphere, and the probability of falling point scattering caused by various factors in the reentry process is reduced.
Most of the traditional reentry aircrafts are rigid aircrafts, and the command moment can be calculated only by directly introducing the command angular velocity into an attitude control loop. However, for the deformation reentry vehicle, since the moment of inertia of the deformation reentry vehicle is greatly changed before and after the deformation, the angular velocity of the deformation reentry vehicle is also greatly changed according to the momentum conservation law. Therefore, the conventional command torque determination method is no longer effective, and a new method needs to be explored.
In view of the above, the invention provides a method for determining a command moment before deformation, which is suitable for a deformation reentry aircraft.
Disclosure of Invention
A method for determining a command moment before deformation of a deformation reentry aircraft comprises the following steps: acquiring the optimal rolling angular speed of the deformed aircraft, and injecting the optimal rolling angular speed into the aircraft; estimating the moment of inertia of the aircraft before deformation; determining a command angular velocity of the aircraft before deformation; calculating an error attitude angle of the aircraft according to the navigation attitude angle and the instruction attitude angle of the aircraft; calculating attitude adjusting instruction torque before deformation of the aircraft; the attitude control thruster of the aircraft performs attitude control to enable the aircraft to point to the command attitude; and calculating the starting command torque of the aircraft.
Further, the optimal rolling angular velocity is adopted by the aircraft, namely the optimal rolling angular velocity P _ omega is adopted by the aircraftrAfter the device enters the air, the attitude can be kept stable to the maximum extent, the interference of various factors of the atmosphere is overcome, and the point falling precision is highest.
Further, a method for estimating the moment of inertia of an aircraft before deformation comprises the following steps: moment of inertia J around X axis before deformation of aircraftxIs calculated byIs given by the formula
JxemptyMoment of inertia about the X-axis of no-load before deformation of the aircraft, JxfullIs the moment of inertia around the X axis of a full load before deformation of the aircraft, memptyMass m for an aircraft in the unloaded statefullThe mass of the aircraft in a full-load state, and m is the current mass of the aircraft.
Further, a method of determining a commanded angular velocity prior to a deformation of an aircraft, comprising: the command angular velocity around the X axis before the deformation of the aircraft is omegaxrIs calculated by the formula
JxopenThe moment of inertia around the X axis after the deformation of the aircraft.
Further, a method of calculating an error attitude angle of an aircraft, comprising: error pitch angle thetaeError yaw angle phieSum error roll angle gammaeIs calculated by the formulaθrTo command pitch angle, phirTo command yaw angle, gammarThe navigation roll angle is instructed, theta is the navigation pitch angle, phi is the navigation yaw angle, and gamma is the navigation roll angle.
Further, the method for calculating the attitude adjusting command moment before the deformation of the aircraft comprises the following steps: x, Y, Z triaxial attitude-adjusting command moment M before deformation of aircraftx0、My0And Mz0Is calculated by the formula
KPIx、KPIyAnd KPIzProportional and integral term coefficients, k, for the X, Y and Z axesdx、kdyAnd kdzDamping coefficient of X, Y and Z axes, ωx、ωyAnd ωzThe angular velocity components obtained for navigation are in the X, Y and Z axes of the aircraft.
Further, the aircraft attitude control thruster performs attitude control, and further comprises: and when the error attitude angle of the aircraft attitude control thruster is smaller than a first threshold value, stopping working.
Further, the method for calculating the starting command moment of the aircraft comprises the following steps: aircraft starting instruction moment Mx1、My1And Mz1Is calculated by the formula
The invention has the following beneficial effects:
the technical scheme provided by the invention can have the following beneficial effects: the method for determining the command moment before deformation of the aircraft suitable for deformation reentry is provided, the command moment before deformation is obtained by determining the calculation of the moment of inertia before and after deformation of the aircraft and the analysis of the optimal rolling angular velocity after deformation, and the defects of the prior art in the field of deformation reentry aircraft are overcome.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are one embodiment of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic flow chart of a method for determining a command moment before deformation of a re-entrant aircraft according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a simulation curve of the attitude angle change of the morphing reentry vehicle according to the embodiment of the present invention;
FIG. 3 is a schematic diagram of a simulation curve of the angular velocity variation of the morphing reentry vehicle according to the embodiment of the present invention;
FIG. 4 is a schematic diagram of a simulation curve of the change of the command moment of the morphing reentry vehicle according to the embodiment of the present invention.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and the described embodiments are some, but not all embodiments of the present invention.
Fig. 1 is a schematic flow chart of a method for determining a command moment before deformation of a re-entrant aircraft according to an embodiment of the present invention, and as shown in fig. 1, the method includes the following seven steps.
Step S101: and obtaining the optimal rolling angular speed of the aircraft after deformation. Optimal rolling angular speed P _ omega after deformation of aircraftr is composed ofThe ground technician obtains the data through technical analysis before the aircraft reenters. The aircraft adopts the optimal rolling angular velocity P _ omegarAfter the device enters the air, the attitude can be kept stable to the maximum extent, the interference of various factors of the atmosphere is overcome, and the point falling precision is highest. Obtaining the optimal rolling angular velocity P _ omega of the deformed aircraftrThen, P _ ω is also required to be adjustedrAnd injecting the mixed solution into the aircraft for subsequent attitude control of the aircraft.
Step S102: and estimating the moment of inertia of the aircraft before deformation. Moment of inertia J around X axis before deformation of aircraftxIs calculated by the formulaJxemptyMoment of inertia about the X-axis of no-load before deformation of the aircraft, JxfullIs the moment of inertia around the X axis of a full load before deformation of the aircraft, memptyMass m for an aircraft in the unloaded statefullThe mass of the aircraft in a full-load state, and m is the current mass of the aircraft.
It should be noted that the X-axis direction of the aircraft is the forward direction of the aircraft, and during the reentry of the aircraft, the attitude change is a rolling motion around the X-axis, so only the rotational inertia of the X-axis is calculated.
Step S103: and determining the command angular speed of the aircraft before deformation. The command angular velocity around the X axis before the deformation of the aircraft is omegaxrIs calculated by the formula
JxopenThe moment of inertia around the X axis after the deformation of the aircraft.
It should be noted that the method for calculating the commanded angular velocity before the deformation of the aircraft is based on the law of conservation of angular momentum.
Step S104: and calculating the error attitude angle of the aircraft. Error pitch angle thetaeError yaw angle phieSum error roll angle gammaeIs calculated by the formula
θrTo command pitch angle, phirTo command yaw angle, gammarThe navigation roll angle is instructed, theta is the navigation pitch angle, phi is the navigation yaw angle, and gamma is the navigation roll angle. It should be noted that the navigation attitude angle is an attitude angle actually measured by the aircraft, and the purpose of calculating the error attitude angle of the aircraft is to obtain an attitude adjustment angle required before the aircraft deforms.
Step S105: and calculating attitude adjusting command torque before deformation of the aircraft. : x, Y, Z triaxial attitude-adjusting command moment M before deformation of aircraftx0、My0And Mz0Is calculated by the formula
KPIx、KPIyAnd KPIzProportional and integral term coefficients, k, for the X, Y and Z axesdx、kdyAnd kdzDamping coefficient of X, Y and Z axes, ωx、ωyAnd ωzThe angular velocity components obtained for navigation are in the X, Y and Z axes of the aircraft.
Step S106: and the attitude control thruster of the aircraft performs attitude control. And when the error attitude angle of the aircraft attitude control thruster is smaller than a first threshold value, stopping working. It should be noted that the attitude control of the aircraft is performed for the purpose of bringing the attitude of the aircraft to the commanded pitch angle θrCommanded yaw angle phirAnd the commanded roll angle γrAnd if the error attitude angle is within the first threshold value, stopping the operation of the attitude control thruster. Optionally, the first threshold is set to 0.5 °.
Step S107: and calculating the starting command torque of the aircraft. It should be noted that X, Y, Z three-axis attitude-adjusting command moment M before deformation of aircraftx0、My0And Mz0K in (1)PIx、KPIy、KPIzAfter all the values are zero, obtaining the starting instruction moment M of the aircraftx1、My1And Mz1Is calculated by the formula
The following description is made with reference to the simulation results of the embodiments, and it is assumed that the moments of inertia before and after deformation of a reentry vehicle are respectively: j. the design is a squarex＝25kg·m2，Jxopen＝100kg·m2In order to ensure the attitude stability in the reentry process, the roll angular velocity after deformation is required to be greater than 30 °/s. The command postures before deformation are respectively thetar＝-55.25°，φr＝-162.1°，γr＝64.68°。
Fig. 2 is a schematic diagram of a simulation curve of a change in attitude angle of a deformation reentry vehicle according to an embodiment of the present invention, fig. 3 is a schematic diagram of a simulation curve of a change in angular velocity of a deformation reentry vehicle according to an embodiment of the present invention, and fig. 4 is a schematic diagram of a simulation curve of a change in command moment of a deformation reentry vehicle according to an embodiment of the present invention.
As can be seen from fig. 2, 3 and 4, 0 to 46S are attitude adjusting sections before deformation of the aircraft, and attitude adjustment of the aircraft is completed according to S101 to S106 in this embodiment; 46S-50S are starting stages, control is carried out according to the command torque determined by S107 of the embodiment, and the angular speed of the X axis is increased to 121 degrees/S; 55 s-66 s are deformation stages, in the deformation process, along with the gradual increase of the moment of inertia, the angular velocity of the X axis is gradually reduced, and finally, the angular velocity is reduced to 31.7 degrees/s, so that the requirement that the rolling angular velocity is greater than 30 degrees/s after deformation is met.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A method for determining a command moment before deformation of a deformation reentry aircraft is characterized by comprising the following steps:
acquiring the optimal rolling angular speed of the deformed aircraft, and injecting the optimal rolling angular speed to the aircraft;
estimating the moment of inertia of the aircraft before deformation;
determining a command angular velocity of the aircraft before deformation;
calculating the error attitude angle of the aircraft according to the navigation attitude angle and the instruction attitude angle of the aircraft;
calculating attitude adjusting instruction torque before deformation of the aircraft;
the attitude control thruster of the aircraft performs attitude control so that the aircraft points to the command attitude;
and calculating the starting rotation command torque of the aircraft.
2. The commanded torque determining method of claim 1, said optimal roll rate being characterized in that said optimal roll rate P _ ω is employed by said aircraftrAfter the device enters the air, the attitude can be kept stable to the maximum extent, the interference of various factors of the atmosphere is overcome, and the point falling precision is highest.
3. The method for determining commanded moment according to claim 1, wherein said method for estimating a pre-deformation moment of inertia of an aircraft comprises:
moment of inertia J around X axis before deformation of aircraftxIs calculated by the formula
JxemptyIs the moment of inertia about the X-axis of no-load before deformation of the aircraft, JxfullIs the moment of inertia around the X-axis of a full load of the aircraft before deformation, memptyMass m of the aircraft in the unloaded statefullAnd m is the mass of the aircraft in a full-load state, and m is the current mass of the aircraft.
4. A method of determining commanded torque according to claims 1-3, wherein said method of determining commanded angular velocity prior to deformation of an aircraft comprises:
the command angular velocity around the X axis before the deformation of the aircraft is omegaxrIs calculated by the formula
JxopenAnd the moment of inertia around the X axis after the aircraft is deformed.
5. The method for determining commanded torque according to claim 1, wherein said method for calculating an error attitude angle of an aircraft comprises:
error pitch angle thetaeError yaw angle phieSum error roll angle gammaeIs calculated by the formula
θrTo command pitch angle, phirTo command yaw angle, gammarThe navigation roll angle is instructed, theta is the navigation pitch angle, phi is the navigation yaw angle, and gamma is the navigation roll angle.
6. The method for determining the command torque according to claims 1 to 5, wherein the method for calculating the attitude command torque before deformation of the aircraft comprises the following steps:
x, Y, Z triaxial posture adjustment instruction moment M before aircraft deformationx0、My0And Mz0Is calculated by the formula
Mx0＝KPIx·(γe+∫γedt)+kdx·(ωx-ωxr)
My0＝KPIy·(φe+∫φedt)+kdy·ωy
Mz0＝KPIz·(θe+∫θedt)+kdz·ωz
KPIx、KPIyAnd KPIzProportional and integral term coefficients, k, for the X, Y and Z axesdx、kdyAnd kdzDamping coefficient of X, Y and Z axes, ωx、ωyAnd ωzThe angular velocity components obtained for navigation are in the X, Y and Z axes of the aircraft.
7. The method for determining command torque according to claim 1, wherein the aircraft attitude control thruster performs attitude control, and further comprises:
and when the error attitude angle of the aircraft attitude control thruster is smaller than a first threshold value, the aircraft attitude control thruster stops working.
8. The command torque determination method according to claims 1 to 6, wherein the method for calculating the aircraft start-up command torque comprises:
the aircraft starts rotating instruction moment Mx1、My1And Mz1Is calculated by the formula
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103328333A (en) * | 2011-01-26 | 2013-09-25 | 阿斯特里姆有限公司 | Method and system for piloting a flying craft with rear propulsion unit |
| CN110058603A (en) * | 2019-04-08 | 2019-07-26 | 北京电子工程总体研究所 | A kind of deformation reentry vehicle deformation is preceding to instruct torque to determine method |
| CN110320927A (en) * | 2019-07-26 | 2019-10-11 | 中国人民解放军国防科技大学 | Flight control method and system of intelligent deformable aircraft |
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- 2019-11-25 CN CN201911164887.7A patent/CN110750102A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103328333A (en) * | 2011-01-26 | 2013-09-25 | 阿斯特里姆有限公司 | Method and system for piloting a flying craft with rear propulsion unit |
| CN110058603A (en) * | 2019-04-08 | 2019-07-26 | 北京电子工程总体研究所 | A kind of deformation reentry vehicle deformation is preceding to instruct torque to determine method |
| CN110320927A (en) * | 2019-07-26 | 2019-10-11 | 中国人民解放军国防科技大学 | Flight control method and system of intelligent deformable aircraft |
Non-Patent Citations (2)
| Title |
|---|
| 刘健: "高超声速飞行器再入段姿态控制研究", 《中国优秀博硕士学位论文全文数据库(硕士)工程科技Ⅱ辑》 * |
| 石凯宇 等: "一种姿控发动机推力优化方法", 《现代防御技术》 * |
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