基于增益调度与光滑切换的倾转旋翼机最优控制

余新; 陈仁良

doi:10.13700/j.bh.1001-5965.2020.0176

基于增益调度与光滑切换的倾转旋翼机最优控制

doi: 10.13700/j.bh.1001-5965.2020.0176

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

详细信息

通讯作者:
陈仁良, E-mail: crlae@nuaa.edu.cn

中图分类号: V212.4
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- 被引次数: 0
出版历程
- 收稿日期: 2020-05-06
- 录用日期: 2020-06-13
- 网络出版日期: 2021-06-20

Optimal control of tilt rotor aircraft based on gain scheduling and smooth switching

YU Xin,
CHEN Renliang^,

National Key Laboratory of Rotorcraft Aeromechanics, School of Aeronautics, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China

Funds:

National Natural Science Foundation of China 11672128

Priority Academic Program Development of Jiangsu Higher Education Institutions

More Information

Corresponding author: CHEN Renliang, E-mail: crlae@nuaa.edu.cn

摘要

摘要:
针对倾转旋翼机转换机动中变动力学特性导致的复杂控制问题，提出基于增益调度（GS）的线性二次最优控制与光滑切换控制结合的综合体系结构，用以实现转换机动过程中的全局最优控制。该控制综合方法，在保证性能指标要求最小的同时，对操纵机构的负荷较低。首先，建立了倾转旋翼机高置信度飞行动力学模型，并应用混合操纵克服操纵冗余问题。其次，设计了基于增益调度的线性二次最优多环控制器，并采用光滑切换控制策略综合2套控制器，实现动态倾转过程的姿态平滑过渡。最后，进行以倾转走廊中间路径为期望轨迹的全模式自主飞行仿真。仿真结果表明：控制系统在转换机动过程中体现出强鲁棒性和较优的系统性能。
- 倾转旋翼机 /
- 线性二次最优控制 /
- 增益调度(GS) /
- 光滑切换控制 /
- 转换机动控制
Abstract:
In view of the complex control problem caused by variable mechanical characteristics in conversion maneuver of tilt rotor aircraft, the control synthesis architecture that combines linear quadratic optimal control based on Gain Scheduling (GS) and smooth switching control is proposed to realize global optimal control in conversion maneuver. This control synthesis method alleviates the load of the operating mechanism while guaranteeing the minimum performance index. First, the high-precision flight dynamics model of tilt rotor aircraft was established, and the control redundancy was overcome by mixed control model. Then, a linear quadratic optimal multi-loop controller based on gain scheduling was designed, and two sets of controllers were synthesized by using smooth switching control strategy to realize the smooth transition of attitude in the conversion maneuver. Finally, the full-modes autonomous flight simulation was carried out, which had the desired trajectory of the middle tilting corridor. The simulation results show that the control system has strong robustness and better system performance in the process of conversion maneuver.
- tilt rotor aircraft /
- linear quadratic optimal control /
- Gain Scheduling (GS) /
- smooth switching control /
- conversion maneuver control

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图 1 XV-15倾转旋翼飞行器构型

Figure 1. XV-15 tilt rotor aircraft

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图 2 旋翼非定常力学特性

Figure 2. Unsteady aerodynamic characteristics of rotor

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图 3 机翼流场分布

Figure 3. Flow field distribution of wing

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图 4 纵向杆与脚蹬混合操纵结构

Figure 4. Mixed control structure of longitudinal stick and pedal

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图 5 总距杆与横向杆混合操纵结构

Figure 5. Mixed control structure of collective stick and lateral stick

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图 6 直升机模式稳态飞行验证

Figure 6. Steady flight verification for helicopter mode

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图 7 短舱倾转角30°下稳态飞行验证

Figure 7. Steady flight verification of nacelle at 30°tilt angle

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图 8 短舱倾转角60°下稳态飞行验证

Figure 8. Steady flight verification of nacelle at 60°tilt angle

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图 9 飞机模式稳态飞行验证

Figure 9. Steady flight verification of plane mode

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图 10 完整控制系统结构

Figure 10. Overall structure of control system

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图 11 直升机模式增益调度控制结构

Figure 11. Gain-scheduling control structure for helicopter mode

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图 12 高度保持模态

Figure 12. Height holding mode

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图 13 飞机模式增益调度控制结构

Figure 13. Gain-scheduling control structure for plane mode

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图 14 发动机短舱倾转角与旋翼转速变化规律

Figure 14. Variation laws of engine nacelle tilt angle and rotor speed

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图 15 全模式实时仿真结果

Figure 15. Full-modes real-time simulation results

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图 16 作动器时间历程

Figure 16. Time history of actuators

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图 17 传统LQR控制体系全模式仿真结果

Figure 17. Full-modes simulation results of traditional LQR control system

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图 18 大气紊流环境下全模式实时仿真结果

Figure 18. Full-modes real-time simulation results in atmospheric turbulence environment

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图 19 大气紊流环境下作动器时间历程

Figure 19. Time history of actuators in atmospheric turbulence environment

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图 20 Dryden大气紊流模型信号

Figure 20. Signals of Dryden atmospheric turbulence model

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表 1 XV-15部件数据

Table 1. Modeling data of XV-15 components

部件	X/m	Y/m	Z/m
旋翼	-7.62	±4.9	-2.54
机翼短舱	-7.395 7	±2.6	2.435
垂尾	-14.48	±2.94	1.96
机身	-7.442 2	0	-2.133 6
平尾	-14.24	0	2.616 2
重心	-7.65	0	-2.074

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表 2 直升机模式控制器增益调度表

Table 2. Gain-scheduling table of helicopter mode controller

β_n/(°)	K_p	K_q	K_w	K_r
0	1.0	1.0	1.0	1.0
30	0.315	2.433	0.241	0.493

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表 3 飞机模式控制器增益调度表

Table 3. Gain-scheduling table of plane mode controller

β_n/(°)	K_p	K_q	K_r
90	1.5	8.0	8.5
60	1.66	15.1	10
30	2.66	25.3	11.8

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