CN113190023A - Control method for full-autonomous arresting landing of carrier-borne unmanned aerial vehicle - Google Patents
Control method for full-autonomous arresting landing of carrier-borne unmanned aerial vehicle Download PDFInfo
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- CN113190023A CN113190023A CN202110346705.9A CN202110346705A CN113190023A CN 113190023 A CN113190023 A CN 113190023A CN 202110346705 A CN202110346705 A CN 202110346705A CN 113190023 A CN113190023 A CN 113190023A
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Abstract
The invention relates to the technical field of aviation flight control, in particular to a control method for fully-autonomous arresting landing of a carrier-borne unmanned aerial vehicle, which comprises the steps of judging whether the unmanned aerial vehicle is successfully cabled or not, and switching the structure of a controller if the unmanned aerial vehicle is successfully cabled, namely: the structure of the elevator channel controller is switched from an elevating speed control mode to a fixed elevator control surface control mode, the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the rudder channel still keeps a deviation rectification control mode. By the aid of the method, the engagement state of the arresting hook and the arresting cable of the carrier-borne unmanned aerial vehicle can be accurately judged, and the stable switching function of the controller after the carrier-borne unmanned aerial vehicle enters the arresting sliding section can be realized.
Description
Technical Field
The invention relates to the technical field of aviation flight control, in particular to a control method for full-autonomous arresting landing of a carrier-borne unmanned aerial vehicle.
Background
At present, carrier-based unmanned aerial vehicle carrier landing technical research is actively carried out in various countries, only X-47B of the American army realizes engineering application, but the success rate is still not high, and other countries are in theoretical research and theoretical verification stages. In China, various colleges and universities and research institutes start to trial-produce carrier-based unmanned aerial vehicle scaling models and develop carrier landing related technology research. The carrier-based unmanned aerial vehicle full-autonomous arresting landing control technology research provides technical reserve and support for the unmanned aerial vehicle to realize arresting landing, and compared with manned carrier-based aircraft arresting landing, the unmanned carrier-based aircraft has the advantages of high intelligent degree, safety, reliability, no environmental factor limitation, no casualties and the like. However, in the prior art, the stable switching of the controller after the carrier-based unmanned aerial vehicle enters the arresting gliding section is also problematic by accurately judging the engagement of the arresting hook and the arresting cable of the carrier-based unmanned aerial vehicle.
Disclosure of Invention
In order to solve the technical problems, the invention provides a control method for fully-autonomous arresting landing of a carrier-borne unmanned aerial vehicle, which can accurately judge the engagement state of an arresting hook and an arresting cable of the carrier-borne unmanned aerial vehicle and can realize the stable switching function of a controller after the carrier-borne unmanned aerial vehicle enters an arresting gliding section.
The invention is realized by adopting the following technical scheme:
a control method for full-autonomous arresting landing of a carrier-borne unmanned aerial vehicle is characterized by comprising the following steps: the method comprises the following steps:
a. judging whether the unmanned aerial vehicle is successfully hung, if so, entering the step b;
b. the switching controller structure is as follows: the structure of the elevator channel controller is switched from an elevating speed control mode to a fixed elevator control surface control mode, the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the rudder channel still keeps a deviation rectification control mode.
And a step a of judging whether the unmanned aerial vehicle is successfully hung on the cable is realized by judging whether the blocking hook of the unmanned aerial vehicle is completely meshed with the blocking cable.
The step a specifically comprises the following steps: the airborne inertial navigation measures the longitudinal acceleration in real time, the flight control calculates the distance to be flown in real time, and whether the unmanned aerial vehicle is successfully hung on the cable is accurately judged according to the longitudinal acceleration and the distance to be flown.
4 beats (20 m each beat) continuously by judging longitudinal accelerations) longitudinal acceleration of less than-5 m/s2And judging that the hanging cable is successful if the distance between the arresting hook and the grounding point to be flown is continuously less than 0.0 and greater than-90 m after 4 beats, and judging that the hanging cable is failed if the distance between the arresting hook and the grounding point to be flown is less than-92 m.
The step b specifically comprises the following steps: the elevator channel controller structure is switched from an elevating speed control mode to a fixed elevator control surface control mode, and the elevator control surface is softened from the current value within 1s to the fixed elevator surface value of 0; the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, and the throttle rotating speed is kept to be the throttle rotating speed value at the moment when the carrier-borne unmanned aerial vehicle arresting hook and the arresting cable are successfully engaged; the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the aileron control surface is softened from the current value of 1s to the fixed rudder surface value of 0; the rudder channel still keeps the rectification control mode.
And b, switching the elevator channel controller structure from an elevating speed control mode to a fixed elevator control surface control mode in the step b, softening the elevator control surface from the current value of 1s to the fixed elevator control surface value of 0, and specifically comprising the following steps:
b11measuring the resulting triaxial angular rate information (p, q, r) in real time with an inertial measurement unit, wherein: roll rate p, pitch rate q, yaw rate r; three-axis attitude information (phi, theta, psi) is measured using an inertial navigation system, wherein: roll angle phi, pitch angle theta, yaw angle psi;
b12the controller tracks the target value given by the lifting speed in the formula (2)
Solving a given target pitch angle (theta)g)：
b13Tracking (1) a target value (theta) for a given pitch angleg) Outputting an elevator control signal (delta)e) To elevator actuator:
b14softening the controller structure 1s of the elevator channel to a controller structure for blocking the elevator channel at the sliding section after judging that the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, and outputting a control signal (delta) of the elevator in the formula (3)e0) to elevator actuators:
δe0 (3) formula
Wherein (1) control parameters
For pitch angle rate damping coefficient, control parameters
For pitch angle damping coefficient, control parameters
Is pitch angle proportionality coefficient, and (2) control parameter
Controlling parameters for proportional coefficients of lifting speed
Is the integral coefficient of the lifting speed.
In the step b, the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, and the throttle rotating speed is kept at the throttle rotating speed value at the moment when the carrier-borne unmanned aerial vehicle arresting hook and the arresting cable are successfully engaged, and the method specifically comprises the following steps:
b21the controller tracks (5) the forward distance difference (Δ X) and the forward speed reference value
Calculating given value of ground speed
b22Tracking (4) the target value given by the ground speed
Introducing a forward acceleration (A)x) Stability augmentation and indication airspeed (V)IAS) Stability-increasing engine-balancing throttle
Outputs an engine control signal (delta)p) To the engine passages:
b23after the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, the throttle rotating speed of the engine channel is kept to be the throttle rotating speed value at the moment when the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, namely, the control signal of the engine in the formula (6) is output
To the engine passages:
wherein, the control parameters in the formula (4)
Control parameters for forward acceleration proportionality coefficient
To indicate the airspeed proportionality coefficient, control parameters
Controlling parameters for ground speed proportional coefficient
Is the integral coefficient of the ground speed, and the control parameter in the formula (5)
Is the forward distance scaling factor.
In the step b, the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, the aileron control surface is softened from the current value of 1s to the fixed control surface value of 0, and the method specifically comprises the following steps:
b31the controller tracks (9) a given target value (Y) for the lateral offsetg) To solve the given value of the lateral offset velocity
b32Tracking (8) formula middle side shift speed given target value
And a predetermined course track angle given target value (psi)kg) The roll angle set target value (phi) is calculatedg)：
b33Tracking (7) a roll given target value (phi)g) Outputting aileron control signal (delta)a) To aileron actuator:
b34outputting (10) type middle aileron control signals (delta) after judging that the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cablea0) to aileron actuator:
δa0 (10) formula
Wherein, the control parameters in the formula (7)
Controlling parameters for roll rate damping coefficient
As roll angle proportionality coefficient, control parameter in formula (8)
Controlling parameters for the lateral offset speed scaling factor
Integral coefficient of lateral shift speed, control parameter
For booking flight path angle proportionality coefficient, control parameter in (9)
Is the lateral offset scale factor, Y is the lateral offset, psikIs the track angle.
The rudder channel in the step b still keeps a deviation rectification control mode, and the method specifically comprises the following steps:
b41the controller tracks (12) the given target value (Y) for the lateral offsetg) And a given target value (psi) for yaw angleg) And respectively calculating a lateral offset increment (delta Y) and a yaw angle increment (delta psi):
△Y＝Y-Yg，△ψ＝ψ-ψg(12) formula (II)
b42Through formula (11), the lateral offset increment (Δ Y) and lateral offset speed
Yaw angle increment (delta psi) and yaw rate (r), and outputs rudder control signal (delta)r) To rudder actuator:
wherein, the control parameter in the formula (11)
Controlling parameters for the coefficient of lateral offset ratio
Controlling the parameters for the side offset integral coefficient
Controlling parameters for the lateral offset speed scaling factor
For yaw rate, control parameters
For yaw rate scaling factor, control parameters
Is the rudder proportional gain.
And when judging whether the unmanned aerial vehicle is successfully hung on the cable, if not, processing the engine, the brake parachute, the front wheel and the brake according to a landing sliding stage in a non-arresting landing mode.
Compared with the prior art, the invention has the beneficial effects that:
1. by the method, accurate judgment of engagement of the arresting hook and the arresting cable of the carrier-borne unmanned aerial vehicle is realized, stable switching of the controller after the carrier-borne unmanned aerial vehicle enters the arresting gliding section is realized, the state requirement of the arresting cable on the arresting gliding section of the carrier-borne unmanned aerial vehicle is realized, and the method is suitable for full-autonomous arresting landing of the carrier-borne unmanned aerial vehicle.
2. According to the method, the elevator channel controller structure is switched between the tail end guide section and the blocking sliding section, so that the control requirement of the blocking cable on the longitudinal motion state of the blocking sliding section of the carrier-based unmanned aerial vehicle can be met, namely the elevator channel is required not to participate in pitch attitude control of the blocking sliding section of the carrier-based unmanned aerial vehicle.
3. According to the method, the structure switching of the engine channel controllers of the tail end guide section and the blocking and sliding section can meet the control requirement of the blocking cable on the forward motion state of the blocking and sliding section of the carrier-borne unmanned aerial vehicle, namely the engine channel is required to provide fixed thrust at the blocking and sliding section of the carrier-borne unmanned aerial vehicle, so that the sliding distance of the carrier-borne unmanned aerial vehicle at the stage can be controlled.
4. According to the method, the structure switching of the tail end guide section and the blocking sliding section aileron channel controller can meet the control requirement of the blocking cable on the transverse motion state of the blocking sliding section of the carrier-borne unmanned aerial vehicle, namely the aileron channel is required not to participate in the control of the transverse rolling attitude of the blocking sliding section of the carrier-borne unmanned aerial vehicle.
Drawings
The invention will be described in further detail with reference to the following description taken in conjunction with the accompanying drawings and detailed description, in which:
FIG. 1 is a schematic view of the invention illustrating the sliding arresting function;
FIG. 2 is a schematic diagram of the structural switching of the elevator passage controller of the tail end guide section and the block slide section in the present invention;
FIG. 3 is a schematic diagram showing the switching of the engine passage controller structure of the tail end guide section and the block sliding section according to the present invention;
FIG. 4 is a schematic diagram showing the switching of the structure of the aileron channel controller for the tail end guide section and the arresting slide section according to the present invention;
fig. 5 is a schematic view of the structure of the rudder passage controller for the intercepting slide section in the present invention.
Detailed Description
Example 1
As a basic implementation manner of the invention, the invention comprises a control method for full-autonomous arresting landing of a carrier-borne unmanned aerial vehicle, which comprises the following steps: the method comprises the steps that a longitudinal acceleration is measured in real time through airborne inertial navigation, a flying control is used for resolving a distance to be flown in real time, whether the unmanned aerial vehicle is successfully hung on a cable or not is accurately judged through the longitudinal acceleration and the distance to be flown, when an unmanned aerial vehicle arresting hook is successfully meshed with an arresting cable, a controller structure needs to be switched to meet the state requirement of the arresting cable on an arresting sliding section of the carrier-borne unmanned aerial vehicle, the safety of the carrier-borne unmanned aerial vehicle in the arresting sliding section is guaranteed, a lifting speed control mode is switched to a fixed elevator control surface control mode through a lifting speed control mode, an engine channel controller structure is switched to a fixed throttle control mode through a forward track tracking control mode, an aileron channel controller structure is switched to a fixed aileron control surface control mode through a straight track tracking control mode, and a rudder channel still keeps a deviation rectification control mode.
Example 2
As a preferred embodiment of the present invention, the present invention includes a control method for fully autonomous arresting landing of a carrier-borne unmanned aerial vehicle, including the following steps:
a. and c, judging whether the unmanned aerial vehicle is successfully cabled, if so, entering the step b. The method for accurately judging whether the unmanned aerial vehicle is successfully hung comprises the following steps: the airborne inertial navigation measures the longitudinal acceleration in real time, the flight control calculates the distance to be flown in real time, and the longitudinal acceleration is less than-5 m/s by judging that the longitudinal acceleration is continuously 4 beats (20 ms per beat)2And judging that the hanging cable is successful if the distance between the arresting hook and the grounding point to be flown is continuously less than 0.0 and greater than-90 m after 4 beats, and judging that the hanging cable is failed if the distance between the arresting hook and the grounding point to be flown is less than-92 m.
b. The switching controller structure is as follows: the elevator channel controller structure is switched from an elevating speed control mode to a fixed elevator control surface control mode, and the elevator control surface is softened from the current value within 1s to the fixed elevator surface value of 0; the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, and the throttle rotating speed is kept to be the throttle rotating speed value at the moment when the carrier-borne unmanned aerial vehicle arresting hook and the arresting cable are successfully engaged; the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the aileron control surface is softened from the current value of 1s to the fixed rudder surface value of 0; the rudder channel still keeps the rectification control mode.
Example 3
As the best implementation mode of the invention, the invention comprises a control method for full-autonomous arresting landing of a carrier-borne unmanned aerial vehicle, which comprises the following steps:
a. and c, judging whether the unmanned aerial vehicle is successfully cabled, if so, entering the step b.
Referring to the attached figure 1 of the specification, airborne inertial navigation measures longitudinal acceleration in real time, flight control resolves the distance to be flown in real time, and whether cable hanging is successful is detected. By judging that the longitudinal acceleration is less than-5 m/s by continuously 4 beats (20 ms per beat)2And judging that the hanging cable is successful if the distance between the arresting hook and the grounding point to be flown is continuously less than 0.0 and greater than-90 m after 4 beats, and judging that the hanging cable is failed if the distance between the arresting hook and the grounding point to be flown is less than-92 m.
After the rope is hung successfully: braking is a preset value; the front wheels and the rudder are in a deviation rectifying mode; 6s after the suspension cable is successfully hung (the airplane is stopped), the brake is given as 100%, and the front wheel is in a pendulum reduction mode.
After the cable hanging fails: the engine, the speed reducing parachute, the front wheel, the brake and the like are processed according to the landing and sliding stage under the non-arresting landing mode.
b. After the cable is hung successfully, the structure of the controller is switched, namely: the structure of the elevator channel controller is switched from an elevating speed control mode to a fixed elevator control surface control mode, the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the rudder channel still keeps a deviation rectification control mode.
The method specifically comprises the following steps:
measuring the obtained triaxial angular rate information (p, q, r) in real time by using an inertial measurement unit, wherein: roll rate p, pitch rate q, yaw rate r; three-axis attitude information (phi, theta, psi) is measured using an inertial navigation system, wherein: roll angle phi, pitch angle theta and yaw angle psi.
The control requirement of the arresting cable on the longitudinal motion state of the arresting and sliding section of the carrier-borne unmanned aerial vehicle is met, namely the elevator channel is required not to participate in pitch attitude control of the arresting and sliding section of the carrier-borne unmanned aerial vehicle. Fig. 2 shows a schematic structural switching diagram of an elevator passage controller of a tail end guide section and a block sliding section, wherein the elevator passage controller of the tail end guide section has the following structure:
after the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, softening the elevator channel controller structure 1s to a controller structure for arresting the elevator channel of the sliding section:
δe0 (3) formula
(1) Control parameter in the formula
For pitch angle rate damping coefficient, control parameters
For pitch angle damping coefficient, control parameters
Is pitch angle proportionality coefficient, and (2) control parameter
Controlling parameters for proportional coefficients of lifting speed
Is the integral coefficient of the lifting speed.
Controller tracking (2) type lifting speed given target value
Solving a given target pitch angle (theta)g) Tracking a target pitch angle (theta) in equation (1)g) Outputting an elevator control signal (delta)e) To elevator actuating mechanism, and (3) type middle output liftingRudder control signal (delta)e0) to the elevator actuator.
The control requirement of the arresting cable on the forward motion state of the arresting and sliding section of the carrier-borne unmanned aerial vehicle is met, namely the engine channel is required to provide fixed thrust at the arresting and sliding section of the carrier-borne unmanned aerial vehicle, and the sliding distance of the carrier-borne unmanned aerial vehicle at the stage is controllable. Fig. 3 shows a schematic diagram of the switching of the engine passage controller structure of the tail end guide section and the block sliding section, wherein the engine passage controller structure of the tail end guide section is as follows:
after the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, the throttle rotating speed of the engine channel is kept to be the throttle rotating speed value at the moment when the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, and the controller structure of the engine channel at the gliding section is arrested:
(4) control parameter in the formula
Control parameters for forward acceleration proportionality coefficient
To indicate the airspeed proportionality coefficient, control parameters
Controlling parameters for ground speed proportional coefficient
Is the integral coefficient of ground speed, and the control parameter in the formula (5)Number of
Is the forward distance scaling factor.
The controller tracks (5) the forward distance difference (Delta X) and the forward speed reference value
Calculating given value of ground speed
Tracking (4) type medium ground speed given target value
Introducing a forward acceleration (A)x) Stability augmentation and indication airspeed (V)IAS) Stability-increasing engine-balancing throttle
Outputs an engine control signal (delta)p) To engine channel, and (6) to output engine control signal
To the engine passages.
The control requirement of the arresting cable on the transverse motion state of the arresting and sliding section of the carrier-borne unmanned aerial vehicle is met, namely the aileron channel is required not to participate in the control of the transverse rolling attitude of the arresting and sliding section of the carrier-borne unmanned aerial vehicle. Fig. 4 shows a schematic diagram of the switching of the structure of the tail end guide section and the blocking sliding section aileron channel controller, wherein the structure of the tail end guide section aileron channel controller is as follows:
after the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, softening the aileron channel controller structure 1s to a controller structure for arresting the aileron channel of the sliding section:
δa0 (10) formula
(7) Control parameter in the formula
Controlling parameters for roll rate damping coefficient
As roll angle proportionality coefficient, control parameter in formula (8)
Controlling parameters for the lateral offset speed scaling factor
Integral coefficient of lateral shift speed, control parameter
For booking flight path angle proportionality coefficient, control parameter in (9)
Is the lateral offset scale factor, Y is the lateral offset, psikIs the track angle.
The controller tracks (9) a given target value (Y) for the lateral offsetg) To solve the given value of the lateral offset velocity
Tracking (8) a given target value for the lateral shift speed
And a predetermined course track angle given target value (psi)kg) The roll angle set target value (phi) is calculatedg) Tracking(7) Given target value (phi) of intermediate rollg) Outputting aileron control signal (delta)a) To the aileron actuator, and (10) outputting an aileron control signal (delta)a0) to aileron actuators.
In order to meet the control requirement of the arresting cable on the heading motion state of the arresting and sliding section of the carrier-borne unmanned aerial vehicle, namely, the rudder channel is allowed to participate in the deviation correction control of the arresting and sliding section of the carrier-borne unmanned aerial vehicle, so that the controller structure for arresting and sliding the rudder channel of the sliding section still keeps the deviation correction control. Fig. 5 shows a schematic view of a rudder passage controller for arresting the taxiing section:
△Y＝Y-Yg，△ψ＝ψ-ψg(12) formula (II)
(11) Control parameter in the formula
Controlling parameters for the coefficient of lateral offset ratio
Controlling the parameters for the side offset integral coefficient
Controlling parameters for the lateral offset speed scaling factor
For yaw rate, control parameters
For yaw rate scaling factor, control parameters
Is the rudder proportional gain.
The controller tracks (12) a given target value (Y) for the lateral offsetg) And a given target value (psi) for yaw angleg)，Respectively calculating a lateral offset increment (delta Y) and a yaw angle increment (delta psi), and tracking (11) the lateral offset increment (delta Y) and the lateral offset speed
Yaw angle increment (delta psi) and yaw rate (r), and outputs rudder control signal (delta)r) To the rudder actuator.
In summary, after reading the present disclosure, those skilled in the art should make various other modifications without creative efforts according to the technical solutions and concepts of the present disclosure, which are within the protection scope of the present disclosure.
Claims (10)
1. A control method for full-autonomous arresting landing of a carrier-borne unmanned aerial vehicle is characterized by comprising the following steps: the method comprises the following steps:
a. judging whether the unmanned aerial vehicle is successfully hung, if so, entering the step b;
b. the switching controller structure is as follows: the structure of the elevator channel controller is switched from an elevating speed control mode to a fixed elevator control surface control mode, the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the rudder channel still keeps a deviation rectification control mode.
2. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 1, characterized in that: and a step a of judging whether the unmanned aerial vehicle is successfully hung on the cable is realized by judging whether the blocking hook of the unmanned aerial vehicle is completely meshed with the blocking cable.
3. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 2, characterized in that: the step a specifically comprises the following steps: the airborne inertial navigation measures the longitudinal acceleration in real time, the flight control calculates the distance to be flown in real time, and whether the unmanned aerial vehicle is successfully hung on the cable is accurately judged according to the longitudinal acceleration and the distance to be flown.
4. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 3, characterized in that: by judging that the longitudinal acceleration is less than-5 m/s by continuously 4 beats (20 ms per beat)2And judging that the hanging cable is successful if the distance between the arresting hook and the grounding point to be flown is continuously less than 0.0 and greater than-90 m after 4 beats, and judging that the hanging cable is failed if the distance between the arresting hook and the grounding point to be flown is less than-92 m.
5. The method for controlling the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 1 or 4, wherein the method comprises the following steps: the step b specifically comprises the following steps: the elevator channel controller structure is switched from an elevating speed control mode to a fixed elevator control surface control mode, and the elevator control surface is softened from the current value within 1s to the fixed elevator surface value of 0; the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, and the throttle rotating speed is kept to be the throttle rotating speed value at the moment when the carrier-borne unmanned aerial vehicle arresting hook and the arresting cable are successfully engaged; the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, and the aileron control surface is softened from the current value of 1s to the fixed rudder surface value of 0; the rudder channel still keeps the rectification control mode.
6. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 5, characterized in that: and b, switching the elevator channel controller structure from an elevating speed control mode to a fixed elevator control surface control mode in the step b, softening the elevator control surface from the current value of 1s to the fixed elevator control surface value of 0, and specifically comprising the following steps:
b11measuring the resulting triaxial angular rate information (p, q, r) in real time with an inertial measurement unit, wherein: roll rate p, pitch rate q, yaw rate r; three-axis attitude information (phi, theta, psi) is measured using an inertial navigation system, wherein: roll angle phi, pitch angle theta, yaw angle psi;
b12the controller tracks the target value given by the lifting speed in the formula (2)
Solving a given target pitch angle (theta)g)：
b13Tracking (1) a target value (theta) for a given pitch angleg) Outputting an elevator control signal (delta)e) To elevator actuator:
b14softening the controller structure 1s of the elevator channel to a controller structure for blocking the elevator channel at the sliding section after judging that the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, and outputting a control signal (delta) of the elevator in the formula (3)e0) to elevator actuators:
δe0 (3) formula
Wherein (1) control parameters
For pitch angle rate damping coefficient, control parameters
For pitch angle damping coefficient, control parameters
Is pitch angle proportionality coefficient, and (2) control parameter
Controlling parameters for proportional coefficients of lifting speed
Is the integral coefficient of the lifting speed.
7. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 6, characterized in that: in the step b, the structure of the engine channel controller is switched from a forward track tracking control mode to a fixed throttle control mode, and the throttle rotating speed is kept at the throttle rotating speed value at the moment when the carrier-borne unmanned aerial vehicle arresting hook and the arresting cable are successfully engaged, and the method specifically comprises the following steps:
b21the controller tracks (5) the forward distance difference (Δ X) and the forward speed reference value
Calculating given value of ground speed
b22Tracking (4) the target value given by the ground speed
Introducing a forward acceleration (A)x) Stability augmentation and indication airspeed (V)IAS) Stability-increasing engine-balancing throttle
Outputs an engine control signal (delta)p) To the engine passages:
b23after the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cable, the throttle rotating speed of the engine channel is kept to be the arresting hook and the arresting cable of the carrier-borne unmanned aerial vehicleThe throttle speed value at the moment of successful cable engagement, i.e. outputting (6) the engine control signal
To the engine passages:
wherein, the control parameters in the formula (4)
Control parameters for forward acceleration proportionality coefficient
To indicate the airspeed proportionality coefficient, control parameters
Controlling parameters for ground speed proportional coefficient
Is the integral coefficient of the ground speed, and the control parameter in the formula (5)
Is the forward distance scaling factor.
8. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 6, characterized in that: in the step b, the structure of the aileron channel controller is switched from a linear track tracking control mode to a fixed aileron control surface control mode, the aileron control surface is softened from the current value of 1s to the fixed control surface value of 0, and the method specifically comprises the following steps:
b31the controller tracks (9) the lateral offset given target value (Y) and solves for the given value of the lateral offset velocity
b32Tracking (8) formula middle side shift speed given target value
And a predetermined course track angle given target value (psi)kg) The roll angle set target value (phi) is calculatedg)：
b33Tracking (7) a roll given target value (phi)g) Outputting aileron control signal (delta)a) To aileron actuator:
b34outputting (10) type middle aileron control signals (delta) after judging that the arresting hook of the carrier-borne unmanned aerial vehicle is successfully engaged with the arresting cablea0) to aileron actuator:
δa0 (10) formula
Wherein, the control parameters in the formula (7)
Controlling parameters for roll rate damping coefficient
As roll angle proportionality coefficient, control parameter in formula (8)
Controlling parameters for the lateral offset speed scaling factor
Integral coefficient of lateral shift speed, control parameter
For booking flight path angle proportionality coefficient, control parameter in (9)
Is the lateral offset scale factor, Y is the lateral offset, psikIs the track angle.
9. The control method for the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 6, characterized in that: the rudder channel in the step b still keeps a deviation rectification control mode, and the method specifically comprises the following steps:
b41the controller tracks (12) the given target value (Y) for the lateral offsetg) And a given target value (psi) for yaw angleg) And respectively calculating a lateral offset increment (delta Y) and a yaw angle increment (delta psi):
△Y＝Y-Yg，△ψ＝ψ-ψg(12) formula (II)
b42Through formula (11), the lateral offset increment (Δ Y) and lateral offset speed
Yaw angle increment (delta psi) and yaw rate (r), and outputs rudder control signal (delta)r) To rudder actuator:
wherein, the control parameter in the formula (11)
Is a coefficient of the lateral offset proportionality,control parameter
Controlling the parameters for the side offset integral coefficient
Controlling parameters for the lateral offset speed scaling factor
For yaw rate, control parameters
For yaw rate scaling factor, control parameters
Is the rudder proportional gain.
10. The method for controlling the fully autonomous arresting landing of the carrier-borne unmanned aerial vehicle according to claim 1 or 9, characterized in that: and when judging whether the unmanned aerial vehicle is successfully hung on the cable, if not, processing the engine, the brake parachute, the front wheel and the brake according to a landing sliding stage in a non-arresting landing mode.
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