推力矢量型V/STOL飞行器动态过渡过程的操纵策略优化

周涛; 王子安; 龚正; 佘崇民; 赵彤; 张同任

doi:10.13224/j.cnki.jasp.20210412

推力矢量型V/STOL飞行器动态过渡过程的操纵策略优化

doi: 10.13224/j.cnki.jasp.20210412

周涛^1,,
王子安^1,,
龚正^1,,
佘崇民¹,
赵彤²,
张同任³

1.
南京航空航天大学航空学院，南京 210016
2.
中国航空工业集团有限公司沈阳飞机设计研究所，沈阳 110000
3.
滨州学院飞行学院，山东滨州 256600

基金项目: 国家自然科学基金（11402115）；江苏高校优势学科建设工程资助项目

详细信息

作者简介:
周涛（1998-），男，硕士生，主要从事飞机飞行动力学与控制研究

中图分类号: V249.1
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- 被引次数: 0
出版历程
- 收稿日期: 2021-08-02
- 网络出版日期: 2022-10-24

Control strategy optimization of dynamic transition processes of thrust-vectored V/STOL aircraft

1.
College of Aerospace Engineering， Nanjing University of Aeronautics and Astronautics，Nanjing 210016，China
2.
Shenyang Aircraft Design and Research Institute， Aviation Industry Corporation of China，Limited，Shenyang 110000，China
3.
Flying College，Binzhou University，Binzhou Shandong 256600，China

摘要

摘要:
针对推力矢量型垂直/短距起降（vertical/short takeoff and landing, V/STOL）飞行器的动态过渡过程模型，综合考虑过渡走廊限制、操纵冗余及不同起降任务需求指标，研究最优过渡操纵策略。考虑V/STOL 飞行器的喷射气流效应，对飞行器进行全量动力学建模。利用可达平衡集方法，建立通用过渡走廊计算框架。设计了能够在V/STOL过渡段和高速飞行间平稳过渡的操纵方式。将推力矢量飞行器的动态倾转过渡过程转化为非线性动态最优控制问题，根据不同起降任务特点建立合理的指标和约束，采用直接转换法和序列二次规划算法进行求解，得出不同任务特点下的最优操纵策略与过渡过程。采用可达平衡集计算过渡走廊的方法，不仅不受飞行器类型的限制，更简化了构造过程，具有良好的通用性与鲁棒性。以光滑过渡为目标的优化结果使得飞行员在飞行器过渡过程中的操纵量变化大幅减小，从而使得飞行员能更加专注于对飞行器运动的操纵；以距离更短为目标的优化结果则使得降落过程的飞行距离缩短了30%左右。从操纵策略出发的优化结果使得驾驶员能够更好掌握操纵关注点及边界，增加了整个动态过渡过程的安全性。
- 推力矢量 /
- 动力学建模 /
- 过渡过程 /
- 过渡走廊 /
- 操纵策略 /
- 最优控制
Abstract:
For the dynamic tilting model of the vertical/short takeoff and landing (V/STOL) aircrafts during the transition process, a deep insight into the optimal control strategy was gained by considering the constraints of the conversion corridor, control redundancy and the demand indexes of different take-off/landing missions. Considering the jet-induced effect of the prototype aircraft, the V/STOL aircraft was totally modeled. A calculation architecture for the general conversion corridor was established based on the attainable balance set methodology. A control strategy was designed to ensure smooth conversion from the V/STOL aircraft transition process to the high-speed forward flight phase. By converting the dynamic tilting problem during the transition process to a dynamic nonlinear optimal control problem, the appropriate indexes and constraints were established according to the characteristics of different take-off/landing missions. The method of calculating the conversion corridor by reachable equilibrium set was not limited by the type of aircraft, but also was used to simplify the construction process with good versatility and robustness. The optimization results with the goal of smooth transition grealy reduced the pilot’s manipulation change during the aircraft transition process, so that the pilot can focus more on the manipulation of the aircraft motion. The optimization result for shorter distance shortened the flight distance of landing process by about 30%. The optimization results from the control strategy enabled the pilot to better grasp the control focus and boundary, and increased the safety of the entire dynamic transition process.
- thrust vector /
- dynamic modeling /
- transition process /
- conversion corridor /
- control strategy /
- optimal control

HTML

图 1 F-35B缩比模型图

Figure 1. Reduced ratio F-35B aircraft model

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图 2 动力系统纵向操纵原理

Figure 2. Longitudinal control principle of power system

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图 3 倾转过渡走廊计算流程

Figure 3. Computional flowchart for conversion corridor

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图 4 V/STOL飞行器的倾转过渡走廊

Figure 4. Conversion corridor of V/STOL aircraft

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图 5 短距起飞倾转过渡过程最优解

Figure 5. Optimal solution for tilting transition process of short take-off

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图 6 垂直起飞倾转过渡过程最优解

Figure 6. Optimal solution for tilting transition process of vertical take-off

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图 7 短距降落倾转过渡过程最优解

Figure 7. Optimal solution for tilting transition process of short landing

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表 1 缩比F35-B主要参数

Table 1. Main characteristics of reduced ratio F-35B

参数	数值
${d_{ {\text{tf} } } }/{\rm{m}}$	0.476
${d_{ {\text{tn} } } }/{\rm{m}}$	0.561
${x}_{0} /{\rm{m}}$	0.513
${\textit z}_{0} /{\rm{m} }$	0.100
${l}_{0}/{\rm{m}}$	0.141
${{\textit z}_{\text{n} } }/{\rm{m} }$	0.100

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表 2 执行器饱和参数

Table 2. Actuator saturation parameters

参数	最大值
${\delta }_{ {\rm{e} } }/(\text{°})$	[−30, 30]
${T_{\text{f} } }/{\rm{N}}$	[0, 79.6]
${T_{\text{n} } }/{\rm{N}}$	[0, 79]
${\delta _{\text{n} } }/(\text{°})$	[0, 90]

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表 3 全过程的操纵设计

Table 3. Whole process of control design

驾驶杆		油门杆	脚蹬	滚轮
纵向	横向	油门杆	脚蹬	滚轮
${ {\textit z}_{\rm{e}}}$轴速度	${y_{\rm{e}}}$轴速度	${x_{\rm{e}}}$轴速度	${ {\textit z}_{\rm{e}}}$轴角速度	矢量喷管倾转角速度（$ {\delta }_{4} $）
俯仰角加速度（$ {\delta }_{3} $）	滚转角速度	${x_{\rm{b}}}$轴加速度（$ {\delta }_{1} $）	方向舵
升降舵	副翼	矢量喷管推力	方向舵

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表 4 约束参数

Table 4. Constraint parameters

参数	数值	参数	数值
$ t $	25	$ N $	46
$ {{\boldsymbol{\dot X}}_{\min }} $	[−5,−2,−5,−5]	$ {{\boldsymbol{\dot X}}_{\max }} $	[5,2,5,5]
$ {{\boldsymbol{\ddot X}}_{\min }} $	[−0.3,−0.3,−0.1,−0.8]	$ {{\boldsymbol{\ddot X}}_{\max }} $	[0.3,0.3,0.1,0.8]
$ {{\boldsymbol{\dot U}}_{\min }} $	[−3,−4,−5,−3]	$ {{\boldsymbol{\dot U}}_{\max }} $	[3,4,5,3]
$ {{\boldsymbol{\ddot U}}_{\min }} $	[−1,−1,−1,−0.5]	$ {{\boldsymbol{\ddot U}}_{\max }} $	[1,1,1,0.5]

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