翼身融合组合动力运载器耦合抑制方法

熊知越; 张曙光; 丁嘉元; 廖雨舟

doi:10.13700/j.bh.1001-5965.2024.0270

翼身融合组合动力运载器耦合抑制方法

doi: 10.13700/j.bh.1001-5965.2024.0270

1.
北京航空航天大学交通科学与工程学院，北京 100191
2.
中国运载火箭技术研究院，北京 100076

详细信息

通讯作者:
E-mail：gnahz@buaa.edu.cn

中图分类号: V448.2
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- 被引次数: 0
出版历程
- 收稿日期: 2024-04-29
- 录用日期: 2024-06-11
- 网络出版日期: 2024-06-20
- 整期出版日期: 2026-06-30

Coupling suppression method of blended-wing-body combined-cycle-power vehicle

1.
School of Transportation Science and Engineering，Beihang University，Beijing 100191，China
2.
China Academy of Launch Vehicle Technology，Beijing 100076，China

More Information

Corresponding author: E-mail：gnahz@buaa.edu.cn

摘要

摘要:
采用翼身融合、飞发一体化设计技术的水平起降组合动力运载器，具有可快速部署、高效运行、重复执行空天往返任务的应用前景。但是，这类布局飞行器的飞行动力学受气动非线性、气动-动力-结构弹性耦合等影响，呈现纵-横向运动耦合、飞行姿态-轨迹耦合等特性，给控制设计带来挑战。对此，从建立描述翼身融合组合动力运载器的多种耦合特性的飞行动力学模型着手，研究其飞行动力学特性，并提出多回路控制方案，引入动态逆回路进行耦合抑制，结合常规PID控制，易于设计实现。通过大量拉偏仿真表明:所提控制方案在抑制耦合的基础上能够实现良好的姿态和轨迹跟踪性能，在模型、环境、信号测量等不确定性的影响下具有良好的鲁棒性和抗干扰性。
- 高超声速运载器 /
- 翼身融合 /
- 机身弹性 /
- 动力学耦合 /
- 多回路控制 /
- 轨迹跟踪
Abstract:
Horizontal takeoff and landing vehicles with integrated aero engines, blended wing bodies, and combined cycle power have the potential to be swiftly deployed and utilized in repeated aerospace round-trip missions with great transportation efficiency. However, their flight dynamics are affected by strong nonlinearity, aero-engine-elastic coupling, longitudinal-lateral kinematic coupling, and flight attitude-trajectory coupling, making control design challenging. In this regard, a flight dynamics model is established in this paper, which describes various coupling characteristics of a general blended-wing-body combined-cycle-power vehicle. Then, its flight dynamic characteristics are analyzed. By combining traditional PID control with dynamic inversion to suppress couplings, a multi-loop control law that is simple to apply is created. The multiple stochastic simulation results show that the control law not only helps suppress couplings but also achieves good tracking performance in attitude and trajectory, as well as good control robustness and anti-interference ability under uncertainties such as modeling, environment, and sensing.
- hypersonic vehicle /
- blended-wing-body /
- airframe elasticity /
- dynamic coupling /
- multi-loop control /
- trajectory tracking

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图 1 目标运载器几何外形

Figure 1. Geometric shape of target vehicle

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图 2 基准态俯仰力矩系数与迎角的关系

Figure 2. Relationship between pitching moment coefficient and angle of attack

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图 3 基准态滚转、偏航力矩系数与侧滑角的关系

Figure 3. Relationship between rolling, yawing moment coefficient and sideslip angle

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图 4 纵-横气动耦合特性

Figure 4. Longitudinal-lateral cross coupling characteristics

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图 5 纵-横操纵耦合特性

Figure 5. Longitudinal-lateral control coupling characteristics

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图 6 飞-发耦合特性

Figure 6. Aero-engine coupling characteristics

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图 7 机身等效悬臂梁及其弹性变形示意

Figure 7. Elasticity deformation of fuselage equivalent beams

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图 8 机身等效梁的一阶振型函数

Figure 8. The first order vibration mode of equivalent beams

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图 9 PID控制对模态特征根的影响（状态3）

Figure 9. Effect of PID controllers on eigenvalues at status 3

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图 10 常规PID控制俯仰阶跃响应

Figure 10. Pitching step response of classical PID control

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图 11 常规PID控制滚转阶跃响应

Figure 11. Rolling step response of classical PID control

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图 12 陷波器对俯仰角速率跟踪的影响

Figure 12. Effect of band stop filter on pitch rate tracking

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图 13 纵向通道控制结构

Figure 13. Structure of longitudinal control channel

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图 14 姿态指令跟踪仿真结果

Figure 14. Simulation result of attitude tracking

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图 15 运载器上升段目标任务和跟踪轨迹

Figure 15. Ascending task and tracking trajectory of vehicle

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图 16 上升段轨迹跟踪仿真结果

Figure 16. Simulation result of ascent trajectory guidance

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图 17 上升段轨迹跟踪MC仿真结果

Figure 17. MC simulation results of ascent task trajectory

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图 18 不确定性对任务性能的影响分布示例

Figure 18. Exemplary distributions of uncertainties and task performance

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表 1 目标运载器总体特征

Table 1. Overall characteristics of target vehicle

满油总质量/kg	燃油质量/kg	机身长度/m	机翼翼展/m²	吸气模式总推力 (台架推力)/kN	火箭模式总推力 (推力恒定)/kN
18750	8750	28.5	4.5	125	125

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表 2 机身弹性数据

Table 2. Elastic data of fuselage

弯曲刚度 E_I /（N·m²）	机体前段等效梁线密度 $ \overline{{m}} $_f /（kg·m⁻¹）	机体后段等效梁线密度 $ \overline{{m}} $_a /（kg·m⁻¹）	机体前段等效梁长度$ \overline{{x}} $_f /m	机体后段等效梁长度$ \overline{{x}} $_a /m	弹性振动阻尼比ζ
1.121×10⁹	301.2	1437.1	19.55	8.95	0.05

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表 3 机身等效梁的固有频率

Table 3. Natural frequencies of equivalent beams

阶数k	前段梁ω_f/ (rad·s⁻¹)	后段梁ω_a/(rad·s⁻¹)
1	8.87	19.39
2	55.62	121.49
3	155.73	340.17
4	305.17	666.58

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表 4 配平状态

Table 4. Trimming status

状态	高度/km	马赫数
1	0	0.3
2	10	1.2
3	30	5.0
4	26	8.0

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表 5 目标运载器刚性/弹性模型的配平参数

Table 5. Trim parameters of rigid/flexible target vehicle models

状态	模型	油门开度	迎角/ (°)	升降副翼/(°)	弹性前、后段广义坐标/(kg^0.5·m)
1	刚性	0.27	12.00	7.38
	刚性	1.00	10.80	6.16
	弹性	1.00	10.35	7.79	22.8、6.3
2	刚性	0.33	2.46	0.38
	刚性	1.00	2.44	−0.73
	弹性	1.00	1.97	0.98	26.6、4.5
3	刚性	0.67	7.07	−4.73
	刚性	1.00	7.11	−9.42
	弹性	1.00	6.77	−4.89	22.8、2.8
4	刚性	0	3.36	−19.52
	刚性	0.28	3.51	−24.35
	弹性	0.28	2.99	−18.94	38.0、−1.2
4 （文献[43]）	刚性	0.26	3.70	10.10
4 （文献[43]）	弹性	0.28	2.99	11.22	6.6、3.7

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表 6 目标运载器刚性/弹性部分模态特征根

Table 6. Partial modal eigenvalues of rigid/flexible vehicle models

状态	模型	弹性模态	俯仰短时域	横侧振荡	偏航发散
1	刚性		−0.66, 0.21	0.17 ± 0.82i	3.0×10⁻⁵
1	弹性	−2.2 ± 28.4i −0.53 ± 9.9i	−0.70, 0.24	0.18 ± 0.80i	2.9×10⁻⁵
2	刚性		−0.25 ± 1.4i	−0.078 ± 0.83i	2.6×10⁻⁵
2	弹性	−2.3 ± 28.9i −0.53 ± 9.9i	−0.25 ± 1.3i	0.091 ± 0.78i	2.5×10⁻⁵
3	刚性		−1.54, 1.48	0.70, 0.026	1.7×10⁻⁴
3	弹性	−2.3 ± 30.7i −0.59 ± 10.7i	−1.49, 1.43	0.70, 0.029	1.7×10⁻⁴
4	刚性		−2.41, 2.28	1.74, −0.0072	7.5×10⁻⁴
4	弹性	−2.3 ± 29.5i −0.56 ± 10.0i	−2.68, 2.55	1.77, −0.0036	7.4×10⁻⁴
4 （文献[43]）	刚性		−1.25, 1.20
4 （文献[43]）	弹性	−2.7 ± 49.3i −0.38 ± 16.2i	−1.42, 1.35

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表 7 上升段任务参数要求

Table 7. Parameter requirements of ascending task

初始速度/（m·s⁻¹）	初始高度/km	转模式速度/（m·s⁻¹）	转模式高度/km	终端速度/（m·s⁻¹）	终端高度/km	终端航迹角/（°）
100	0	1380	22.6	2500	50	5.7

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表 8 不确定性及其偏差

Table 8. Uncertainties and deviations

结构质量/kg	质心轴向偏移/mm	质心法向偏移/mm	俯仰转动惯量/%	推力/%	推力线法向偏移/mm	推力线俯仰偏斜/（'）	大气密度/%	轴向气动力系数/%	法向气动力系数/%	俯仰角加速率测量偏差/%	迎角测量偏差/%
±200	±200	±80	±10	±5	±4	±30	±5	±5	±5	±10	±10

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表 9 不确定性对任务性能的影响

Table 9. Effect of uncertainties on task performance

不确定性	结构质量/kg	质心轴向偏移/mm	质心法向偏移/mm	俯仰转动惯量/%	推力/%	推力线法向偏移/mm	推力线俯仰偏斜/（'）	大气密度/%	轴向气动力系数/%	法向气动力系数/%	俯仰角加速率测量偏差/%	迎角测量偏差/%
与V_f的拟合直线斜率	−18	−3.1	−0.047	0.024	67	0.0093	0.57	1.0	−2.4	4.0	≈ 0	0.049
与m_f的拟合直线斜率	0.054	0.022	0.0014	≈ 0	−0.22	5.1×10⁻⁴	7.4×10⁻⁴	0.016	0.025	−0.012	≈ 0	−1.4×10⁻⁴

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