Taxiing deviation-correction control of a new variable-friction equipped-skid aircraft
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摘要:
相较于轮式起落架，结构轻巧紧凑的滑橇式起落架更适用于扁平化的高超声速飞行器，然而前轮后橇布局所固有的地面力学特性使得飞行器在中速滑跑阶段存在严重的航向失稳问题。针对滑橇式飞行器滑跑航向稳定性较差的问题，提出了一种具备航向增稳功能的新型变摩擦滑橇式起落架。建立了滑橇式飞行器的非线性地面滑跑动力学模型，考虑了气动载荷、地面载荷和纠偏机构模型；基于摩擦特性试验结果得到了滑橇及摩擦材料摩擦系数的多参数拟合公式，并将其代入所提滑跑模型以提高精度；引入积分视线（ILOS）法建立了滑橇式飞行器滑跑纠偏控制系统，并采用粒子群算法优化控制参数。试验结果表明：滑橇及摩擦材料的摩擦系数均随速度和压强的增加先增大后减小；典型初始工况下的滑跑仿真结果验证了基于变摩擦滑橇纠偏控制的有效性；当摩擦材料摩擦系数从0.3增至0.4时，飞行器地面滑跑安全边界提升16.6%。
Abstract:Flat hypersonic aircraft are better suited to skid landing gear than wheeled landing gear because of its light weight and compact design. However, the inherent characteristic of the wheel skid layout causes the problem of heading instability during mid-speed taxiing. Aiming at the problem, a variable-friction skid landing gear with a directional stability augmentation function is designed. Firstly, a nonlinear ground taxiing model is established, considering aerodynamic forces, ground forces, correction mechanism model, and deviation-correction control system.The ground friction characteristics experiment findings are then used to create the multi-parameter fitting polynomials of the friction coefficients of the skid and material, which are then incorporated into the dynamic model discussed earlier. Finally, an integral line of sight (ILOS) guidance is introduced to realize the effective tracking of the runway centerline during the rollout phase. Particle swarm optimization is introduced to optimize control parameters. Results show that the friction coefficients of the skid and the material first increase and then decrease with the increase of speed and pressure. The effectiveness of the deviation-correction control system is verified by taxiing simulation results under typical initial conditions. The safety set of taxiing increases by 16.6% when the friction coefficient of the friction material increases from 0.3 to 0.4.
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图 13 初始侧偏距离下的纠偏响应
Figure 13. Deviation-correction responses to initial lateral displacement
图 14 不同初始航向速度下的纠偏响应
Figure 14. Deviation-correction responses to different initial velocities
图 15 不同初始侧偏距离下的纠偏响应
Figure 15. Deviation-correction responses to different initial lateral displacements
图 16 不同初始偏航角下的纠偏响应
Figure 16. Deviation-correction responses to different initial yaw angles
图 17 不同摩擦材料下的纠偏响应
Figure 17. Deviation-correction responses to different friction materials
图 20 优化前后的纠偏响应
Figure 20. Deviation-correction responses before and after optimization
表 1 拟合多项式的系数
Table 1. Coefficients of fitting polynomials
系数 滑橇摩擦系数${\mu _{\text{s}}}$ 材料摩擦系数${\mu _{\text{p}}}$ p00 0.067 0.3907 p10 0.00529 0.01364 p01 1.009×10−6 1.798×10−6 p20 −3.418×10−4 −6.458×10−4 p11 1.404×10−8 −6.084×10−8 p02 −6.93×10−12 −1.092×10−11 p30 5.825×10−6 8.209×10−6 p21 −5.442×10−6 2.545×10−9 p12 2.115×10−14 2.671×10−14 p03 1.938×10−17 3.134×10−17 p31 −4.945×10−12 −3.235×10−11 p22 1.729×10−15 −6.44×10−16 p13 −1.438×10−19 3.3×10−20 p04 −1.814×10−23 −3.337×10−23 
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