倾转旋翼机短舱倾转策略对驾驶员操纵负荷的影响

余新; 陈仁良

doi:10.13224/j.cnki.jasp.20220214

倾转旋翼机短舱倾转策略对驾驶员操纵负荷的影响

doi: 10.13224/j.cnki.jasp.20220214

余新,
陈仁良

南京航空航天大学航空学院直升机旋翼动力学国家级重点实验室，南京 210016

基金项目: 国家自然科学基金（11672128）；江苏高校优势学科建设工程资助项目

详细信息

作者简介:
余新（1994-），男，博士生，主要从事旋翼飞行器飞行动力学与控制研究

中图分类号: V212.4
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出版历程
- 收稿日期: 2022-04-15
- 网络出版日期: 2023-04-17

Effect of tiltrotor nacelle tilting strategy on the pilot workload

National Key Laboratory of Science and Technology on Rotorcraft Aeromechanics， College of Aerospace Engineering， Nanjing University of Aeronautics and Astronautics，Nanjing 210016，China

摘要

摘要:
关注XV-15倾转旋翼机从直升机模式到飞机模式转换机动中驾驶员操纵负荷和飞行器运动状态。为得到转换机动过程中的驾驶员操纵和飞行器运动状态，提出一种综合考虑多影响因素的转换机动研究方法。将转换机动构造成一恰当的非线性最优控制问题，并将转换耗时、驾驶员操纵负荷、操纵分配、需用功率和飞行姿态构成优化目标。在约束中不仅考虑动力学约束中的轨迹和操纵限制，还包含倾转走廊和飞行高度方面的安全条件。结合小波分析来评估转换机动最优解中的驾驶员操纵负荷，并讨论不同短舱倾转策略对驾驶员操纵负荷和飞行器运动状态的影响。结果表明：为缓解驾驶员操纵负荷和飞行姿态变化，在转换机动中，短舱应从悬停开始以低速率倾转，到达一定速度后调整为正常速度。提出的优化方法可辨识不同短舱倾转策略的优劣。
- 倾转旋翼机 /
- 转换机动 /
- 驾驶员操纵负荷 /
- 短舱倾转策略 /
- 倾转路径 /
- 小波分析
Abstract:
The pilot workload and vehicle’s motion in the conversion maneuver of the tiltrotor XV-15 from helicopter mode to aircraft mode were analyzed. To obtain the pilot workload and the vehicle’s motion during conversion maneuver, an investigation method of conversion maneuver was proposed, which considered the realistic conversion maneuver factors comprehensively. The conversion maneuver was formulated as a proper nonlinear optimal control problem. The cost function consisted of several factors including transitional time, pilot workload, the power required, control allocation, and flight attitude. The constraints included not only the trajectory constraints and control limits of the developed augmented dynamics, but also safety conditions of the conversion corridor and flight height. The workload in the solution of conversion maneuver was evaluated by wavelet analysis, and the effect of different naclle tilting strategies on the workload and aircraft motion was discussed. Based on the results, for the conversion maneuver, it was recommended that, to alleviate the pilot workload and the variation of attitude, the nacelle should tilt much slower in the beginning before reaching a certain forward speed at which the nacelle can tilt at a normal rate. As a result, the presented optimization method could identify the pros and cons between different nacelle tilting strategies successfully.
- tiltrotor /
- conversion maneuver /
- pilot workload /
- nacelle tilting strategy /
- conversion trajectory /
- wavelet analysis

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图 1 计算结果与飞行数据对比

Figure 1. Comparison of the calculated results with flight data

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图 2 多阶段优化处理

Figure 2. Multi-phase optimization process

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图 3 目标函数判定程序

Figure 3. Determination procedure of objective function

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图 4 不同短舱速率调度的多阶段优化处理

Figure 4. Different nacelle rate schedules in the multi-phase optimization process

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图 5 转换机动中不同短舱速率调度的状态量和需用功率时间历程

Figure 5. Time histories of states and power required for different nacelle rate schedules in conversion maneuver

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图 6 转换机动中操纵量时间历程

Figure 6. Time histories of controls for different nacelle rate schedules in conversion maneuver

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图 7 转换机动中操纵分配调度与倾转路径

Figure 7. Control allocation schedule and conversion trajectory in conversion maneuver

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图 8 转换机动中短舱速率调度1的操纵输入小波变换结果

Figure 8. Wavelet transform results of control inputs for nacelle rate schedule 1 in conversion maneuver

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图 9 转换机动中短舱速率调度2的操纵输入小波变换结果

Figure 9. Wavelet transform results of control inputs for nacelle rate schedule 2 in conversion maneuver

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表 1 多阶段中相同的末端约束

Table 1. Same terminal constraints in multi-phase

约束变量	下边界	上边界
${\theta _{\text{f} } }/ （{\text{°} }）$	−5	10
${\delta_{\rm{lon,f}}}/{\text{%} }$	0	100
${h_{\text{f} } }/ {\rm{m}}$	99	105
${\theta _{0,{{\rm{f}}}}}/ （{\text{°} }）$	30	70
${P_{ {\text{r,f} } } }/ {{\rm{kW}}}$	0	1735

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表 2 多阶段中的不同末端约束

Table 2. Different terminal constraints in multi-phase

约束变量	阶段（a）		阶段（b）
约束变量	下边界	上边界	下边界	上边界
${V_{x,{\text{f} } } }/ （ { {{\rm{m}} / {\rm{s}}} }）$	30	30	61	72
${\delta _{ {\text{lon,f} } } }/{\text{% }}$	−2.5	2.5	0	0
${q_{\text{f}}}$/（（°）/s）	−3	3	0	0
${u_ {\text{c,f} }}$/（（°）/s）	−5	5	0	0
${u_{ {\text{n,f} }}}$/（（°）/s²）	−225	210	0	0
${u_{ {\text{s,f}}} }$/（（%）/s）	−15	15	0	0
${\delta _{ {\text{k,f}}} }$	0.8	0.9	0	0
$\,{\dot \beta _{\text{n},{\text{f} } } }$/（（°）/s）	0	2.0	0	0
${u_{ {\text{k,f}}} }$	−0.1	0	0	0
$\,{\beta _{ {\text{nf} }}}$	10	20	90	90

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表 3 不同阶段中的相同路径约束

Table 3. Same path constraints in multi-phase

约束变量	下边界	上边界
$h （t ） / {\rm{m} }$	99	105
${\dot h} （t ） / （ { { {\rm{m} } / {\rm{s} } } }）$	−5	5
$q （t ）$/（（°）/s）	−3	3
$\theta （t ）$/（°）	−20	20
${\delta _{ {\text{lon} } } } （t ）$/%	0	100
${\dot V_x} （t ）$/（m/s²）	0	2.5
${u_{\text{c} } } （t ）$/（（°）/s）	−5	5
${u_{\text{n} } } （t ） / （ { {（{\text{°} } ） /{ { {\rm{s} }^{\rm{2} } } } } } ）$	−225	210
${u_{\text{s} } } （t ） / （ { { （{\text{%} }） / {\rm{s} } } } ）$	−25	25
${\theta _0} （t ） / （{\text{°}}）$	30	70
${P_{\text{r} } } （t ） /{{\rm{kW}}}$	0	1735

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表 4 不同阶段中的不同路径约束

Table 4. Different path constraints between multi-phase

约束变量	阶段（a）		阶段（b）
约束变量	下边界	上边界	下边界	上边界
${V_x} （t ）$/（m/s）	0	30	30	72
${\delta _{\text{k} } } （t ）$	0.8	1.0	0	0.9
${u_{\text{k} } } （t ）$	−0.1	0	−0.25	0
$\,{\beta _{\text{n} } } （t ）$/（°）	0	20	0	90
$\,{\dot \beta _{\text{n} } } （t ）$/（（°）/s）	0	2.0	0	15

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