CN107643763A - A kind of aircraft is unpowered to give an encore energy track integrated control method - Google Patents
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Abstract
The present invention relates to a kind of unpowered energy of the giving an encore/Path Generation control method of aircraft, it includes：Calculate non-power state to get off the plane downslide in-flight unit voyage, the energy absorbing device of unit interval, and determine that aircraft is got off the plane energy and voyage or the relation of endurance in non-power state；Dump energy under aircraft non-power state is calculated according to above-mentioned energy absorbing device, judges that can aircraft give an encore by the surplus capacity, and dynamic calculation is given an encore flight path.Present invention is mainly applied to the unpowered flight of giving an encore after engine flame-out in flight, from the angle of energy, plans transfer and the dissipation process of unmanned plane gross energy, realizes the energy-optimised of flight of giving an encore.The aircraft state amount that relies on is few in the control method of the present invention, calculating process is simple, real-time, is easy to realize in unmanned aerial vehicle control system, can greatly improve survival rate of the aircraft/UAS under this malfunction, strengthening system reliability.
Description
Technical Field
The invention belongs to the technical field of flight control, and particularly relates to a comprehensive control method for unpowered return energy tracks of an airplane.
Background
For unmanned aerial vehicle, engine air parking is one of the most serious faults, if the engine can land safely and be recovered after parking, the fault survival ability of the unmanned aerial vehicle can be greatly improved, the reliability of the system can be enhanced, and the use cost of the system can be reduced to a certain extent. The invention focuses on the unpowered return flight after the engine of the unmanned aerial vehicle is parked in the air, and from the angle of the total energy of the aircraft, the control method of the energy transfer and dissipation process is penetrated into the control law and the flight control strategy, thereby realizing the unpowered landing guide control after the engine parking fault.
At present, most of domestic and foreign researches on unpowered return fields are developed around terminal energy management (TAEM) of reusable aircrafts (RLVs) in the aerospace field, and are successfully applied in engineering practice. It should be noted that the existing terminal energy management technology is mainly directed to return flight in the RLV non-fault state, and is a part of a normal navigation guidance control strategy; the control algorithm designed and realized by the invention is mainly aimed at the air parking fault of the engine of the unmanned aerial vehicle, and is an emergency disposal control strategy for enhancing flight safety. Through simulation verification, the set of algorithm has stronger robustness and is suitable for emergency return navigation guidance control from energy surplus to energy critical state. .
Disclosure of Invention
The invention aims to provide an aircraft unpowered return energy track comprehensive control method, which is mainly designed and realized for an unmanned aerial vehicle engine in-air parking fault from the perspective of energy transfer and dissipation, and is used for improving the return capacity of an aircraft.
In order to achieve the purpose, the invention adopts the technical scheme that: an airplane unpowered return energy track comprehensive control method comprises
Calculating the energy dissipation rate of unit voyage and unit time in the gliding flight of the airplane in the unpowered state, and determining the relation between the airplane energy and the voyage or the time of the airplane in the unpowered state;
and calculating the residual energy of the airplane in the unpowered state according to the energy dissipation rate, judging whether the airplane can return or not according to the residual energy, and dynamically calculating the return flight trajectory.
Further, the method for calculating the energy dissipation rate of the unit time under the unpowered state of the airplane comprises the following steps:
in the above formula, the first and second carbon atoms are,the mechanical energy is the unit weight, t is the time, m is the airplane mass, V is the speed of the airplane under an inertial coordinate system, g is the gravity acceleration, and Q is the air resistance suffered by the airplane.
Further, the method for calculating the energy dissipation rate of the unit voyage of the airplane in the unpowered state comprises the following steps:
in the above formula, s is the flight distance, and K is the lift-drag ratio.
Further, the relationship between the energy of the airplane and the voyage or the time of the airplane in the unpowered state is as follows:
in the above formula, Δ K is a correction coefficient,is the remaining energy of the aircraft relative to the target point.
Further, at the initial stage of engine parking, judging whether the aircraft has the return capability according to the relation between the voyage and the energy, if the aircraft has the return capability, guiding the aircraft to an airport for on-site forced landing, and if the aircraft does not have the return capability, selecting other standby reduction points for off-site forced landing;
in the forced landing process, the flight path guiding control method of the unpowered airplane comprises the following steps:
stage one: controlling the airplane to fly in a low-power-consumption mode, adjusting the airplane configuration to glide at the optimal lift-drag ratio, controlling the airplane to glide from an engine stop point to a target point according to the shortest route, and calculating the residual energy in real time;
and a second stage: the method comprises the steps that after flying to the vicinity of a target point, the airplane flies in an equal energy circle, whether the airplane needs to fly around the equal energy circle or not is judged according to the remaining capacity of the airplane, and if the remaining capacity of the airplane meets a landing condition, the airplane is controlled to land; if the surplus of the remaining energy of the airplane does not meet the landing condition, controlling the airplane to fly around an equal energy park to consume the remaining energy until the landing condition is met;
and a third stage: in the process of circling around the equal-energy disc, the airplane flies according to a given large circular track, the control strategy resolves the residual energy in real time, and the time for ending the equal-energy disc circling is judged; if the residual energy of the airplane meets the condition of finishing the large circle circling, the airplane flies to the target point from the lower large circle; if not, continuing to wind the big circle to consume energy;
and a fourth stage: after the airplane finishes the equal energy disc rotation, the airplane glides to a target point from the current point in a mode of the shortest path, and the airplane still glides in a mode of the optimal lift-drag ratio in the process;
and a fifth stage: after the airplane flies through a target point, the airplane enters a final approach decoupling composite guiding process, and in the stage, the airplane has relatively abundant energy; after configuration switching is completed, the aircraft tracks the gliding track through a normal overload instruction, meanwhile, the control strategy introduces the remaining energy of the aircraft as feedback information, and the gliding speed of the aircraft is controlled by using a resistance adjustment effector until the aircraft is finally leveled and grounded; the composite guiding law adjusts energy dissipation according to the energy range allowance, and the accurate control of the flight speed and the gliding track of the airplane can be guaranteed simultaneously.
Further, in the initial stage of the engine in the air parking, the method for judging the forced landing in the airport and out of the airport comprises the following steps:
in the above formula, the ratio is a safety factor considering uncertainty in the gliding process,is the remaining energy of the engine at the time of air stop, SinitThe shortest flying distance from the engine parking position in the air to the forced landing point in the field is obtained;
if the inequality is established, the airplane executes forced landing in the field; otherwise, the airplane selects the off-site forced landing.
Further, the method for judging whether the airplane approaches to the vicinity of the equal-energy circle to enter the large circle to rotate and consume energy comprises the following steps
In the above formula, the first and second carbon atoms are,ratio to approximate aircraft residual energy near the isoenergetic circle1To a safety factor, SnThe shortest distance between the airplane and the target point when the airplane approaches the vicinity of the isoenergetic circle;
if the inequality is established, the energy of the airplane is excessive, and the airplane needs to enter an equal-energy disc to consume energy in a rotating mode; otherwise, the residual energy of the airplane meets the landing requirement and has surplus, and the airplane can directly land.
Further, in the process of the rotation energy consumption of the equal-energy disc, the system calculates the residual energy in real timeAnd the shortest distance S between the aircraft and the target pointnAnd judging whether to finish the large circle circling according to the following relation
If the inequality is established, the residual energy of the airplane meets the landing requirement, and the airplane can execute the landing operation; otherwise, the residual energy of the airplane is still too large, and the airplane needs to be continuously rotated to consume energy.
The comprehensive control method for the unpowered return energy trajectory of the airplane is mainly applied to unpowered return flight after the engine is stopped in the air, and from the energy perspective, the total energy transfer and dissipation process of the unmanned aerial vehicle is planned, so that the energy optimization of the return flight is realized. The method for evaluating the return capability of the airplane and the dynamic trajectory planning method in the invention have the advantages of less airplane state quantity, simple calculation process, strong real-time property, easy realization in an unmanned aerial vehicle control system, greatly improved survival rate of the unmanned aerial vehicle system of the airplane in the fault state and enhanced system reliability.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
FIG. 1 illustrates a wide area energy tuning column unpowered return energy management method of the present invention;
FIG. 2 is a flow chart of the unpowered emergency landing guidance control strategy of the present invention;
FIG. 3 is a longitudinal decoupled compound guided control law architecture of the present invention;
FIG. 4 is a typical glide profile for a final landing according to one embodiment of the present invention.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention.
The invention relates to a comprehensive control method for unpowered return energy trajectory of an airplane, which is mainly applied to unpowered return flight after an engine is stopped in the air, plans the total energy transfer and dissipation process of an unmanned aerial vehicle from the energy perspective, and realizes energy optimization of return flight
Calculating the energy dissipation rate of unit voyage and unit time in the gliding flight of the airplane in the unpowered state, and determining the relation between the airplane energy and the voyage or the time of the airplane in the unpowered state;
and calculating the residual energy of the airplane in the unpowered state according to the energy dissipation rate, judging whether the airplane can return or not according to the residual energy, and dynamically calculating the return flight trajectory.
In the above method, the details of the unit flight, the energy dissipation rate per unit time, the relationship between the energy and the flight or the flight time, the method for determining whether the aircraft can return, and the like are described below.
The total mechanical energy of the aircraft consists of kinetic and potential energy:
wherein E is the longitudinal mechanical energy of the airplane, m is the airplane mass, V is the speed of the airplane under an inertial coordinate system, g is the gravitational acceleration, and h is the relative altitude;
converting the mechanical energy formula into a mechanical energy formula of unit weight:
obtaining mechanical energy of dimension m of airplane massThe kinetic energy can be converted into potential energy by applying the mechanical energy of unit weight, so thatAlso called as energy height, is used in the return capacity evaluation of the unmanned aerial vehicle
The equation of motion of the airplane along the speed axis without power glide is as follows:
wherein,is the derivative of the velocity, i.e. the acceleration in the direction of the velocity; q is the air resistance experienced by the aircraft; theta is the glide trajectory angle of the aircraft.
In the flight after the engine is stopped, the airplane is only under the action of aerodynamic force and gravity, so that the energy transfer and dissipation are related to the action of aerodynamic force and gravity.
Mechanical energy per unit weightThe derivative to range, time describes the rate of dissipation of energy per range, per time.
The energy is derived by time and is obtained by combining an unpowered gliding speed axis equation,
and obtaining an energy dissipation calculation method of unit time, namely an energy time derivative, wherein the dimension of the energy time derivative is consistent with the lifting rate, and the unit is ms.
Introducing the above formula to obtain
And the derivative of the glide flight to the time and the flight condition of the unpowered glide balance flight mechanics, the energy flight derivative is obtained,
the method is an energy dissipation calculation method of a unit voyage, wherein s is a flight distance, L is a lift force borne by an airplane, and K is a lift-drag ratio.
When the aircraft flies in an unpowered return flight, the aircraft can fly far, and the estimation of the return flight capability mainly uses an energy dissipation calculation method of a unit flight path.
Considering that the unpowered gliding flight is generally gliding at an equal attack angle, the lift-drag ratio is approximately constant, the relation between the energy and the flight distance can be approximately,
where s is the flight distance, sjA flight distance, s, corresponding to the initial stateiThe flight distance corresponding to the end state,in order to be the starting energy,is the terminal energy;and (3) calculating all the energy of the residual energy of the airplane relative to the target point according to the formula (2), wherein the energy is obtained by calculating the starting altitude, the starting speed, the target point altitude and the arrival speed of the airplane at the target point.
The factors of windmill resistance, overflow resistance, resistance coefficient accuracy, configuration change and the like of the engine blade in a parking state in actual flight are considered, a correction coefficient delta K is introduced, a relation between the voyage and the energy is obtained,
at the initial stage of the engine in the air parking, judging whether the aircraft has the capability of returning to the airport according to a relational expression of range and energy: if there is the ability to return to an airport landing, the aircraft is guided to the vicinity of the airport, a process we call "forced landing in the airport"; if the airport can not be returned, other landing preparation sites are selected, and the process is called as 'forced landing outside the airport'.
In the forced landing process, a wide-area energy adjustment column method unpowered return field composite guide control strategy is adopted. Fig. 1 shows a schematic diagram of a wide area energy conditioning column unpowered backtracking energy management strategy.
After determining the landing target point, the unpowered emergency landing process goes through the following stages:
stage oneThe guiding control strategy limitedly controls the unmanned aerial vehicle to fly in a low energy consumption mode, adjusts the aircraft configuration to glide at the optimal lift-drag ratio, and glides from an engine parking initial position to a forced landing target point according to a planned shortest path; and the residual energy of the airplane is solved in real time, the return flight capability is evaluated, and the return flight capability is fed back to ground monitoring personnel.
Stage twoAfter the airplane arrives near the equal energy circle, the control strategy judges whether the airplane needs to hover around the large circle to consume the residual energy or not according to the current residual energy condition of the airplane. If the energy is excessive and does not meet the condition of direct landing, guiding the airplane to circle around a large circle for consuming energy; if the energy meets the condition of direct landing, the vehicle does not enter the large circle and slides to the target point according to the original planned path.
Stage threeIn the process of circling around the equal-energy disc, the airplane flies according to a given large circular track, the control strategy resolves the residual energy in real time, and the time for ending the equal-energy disc circling is judged. If the residual energy of the airplane meets the condition of finishing the large circle circling, the airplane flies to the target point from the lower large circle; if not, continuing to wind the big circle to consume energy.
Stage fourAfter the airplane finishes the equal energy disc, the airplane glides to the target point in the mode of the shortest path from the current point, and the airplane still glides in the mode of the optimal lift-drag ratio in the process.
Stage fiveAfter the aircraft flies through a target point, the aircraft enters a final approach decoupling composite guiding process, and in the stage, the aircraft has relatively abundant energy. After configuration switching is completed, the aircraft tracks the gliding track through a normal overload instruction, meanwhile, the control strategy introduces the remaining energy of the aircraft as feedback information, and the gliding speed of the aircraft is controlled by using the resistance adjustment effector until the aircraft is finally leveled and grounded. The composite guiding law adjusts energy dissipation according to the energy range allowance, and the accurate control of the flight speed and the gliding track of the airplane can be guaranteed simultaneously.
As shown in fig. 2, E _ init is the remaining energy of the aircraft at the initial stage of engine shutdown; e _ n is the remaining energy of the airplane near the equal-energy circle; e _ circle is the remaining energy when flying around the equal energy circle. S _ init is the distance to be flown from the airplane to the target point at the initial stage of engine parking, S _ n is the distance to be flown from the airplane to the target point when the airplane approaches the vicinity of the equal energy circle, and S _ circle is the distance to be flown from the airplane to the target point in the process of flying around the equal energy circle. K is the lift-drag ratio of the airplane considering the actual deviation factor; ratio is a proportionality coefficient used for initial return field capability evaluation and also a safety coefficient; the ratio1 is a proportionality coefficient for judging whether to circle around the equal-energy circle, and is also a safety coefficient.
The remaining energy of the airplane isThe remaining energy at the time of the engine in the air isThe remaining energy of the aircraft near the isoenergetic circle isThe remaining energy of the aircraft during the equal-energy circle circling process isThe remaining energy after flying through the target point isLet the flying distance of the airplane be S, then the shortest flying distance from the engine air parking position to the forced landing point in the field is SinitThe shortest distance between the airplane and the target point when the airplane approaches the vicinity of the isoenergetic circle is SnThe shortest flying distance from the airplane to the target point in the process of equal-energy circle circling is Scircle. Because the target point and the landing speed of the unpowered return field are preset, the tail end state of the airplane is known, and the residual energy and the distance to be flown of the airplane can be determined according to the relative position with the target point and the current flying distanceThe line speed is calculated.
The method for judging the forced landing outside the field in the initial stage of the engine in the air parking is as follows,
wherein, the ratio is a safety factor considering uncertainty in the gliding process, and is usually more than 1. If inequality (9) is true, it indicates that the aircraft has the capability of returning to the airport, and the forced landing in the airport can be executed; otherwise, the possibility that the airplane cannot return to the airport exists, and the airplane is selected to execute the off-site forced landing under the safety consideration.
The plane approaches to the vicinity of the equal energy circle, whether the plane enters the large circle to be circularly used for energy consumption is judged,
to ensure that the aircraft has an energy margin after flying through the forced landing point, a safety factor ratio is usually adopted1The value of (A) is slightly larger than 1. If the inequality (10) is established, the situation that the energy of the airplane is excessive and the airplane needs to enter the equal-energy disc to consume energy in a rotating mode is indicated; otherwise, the remaining energy of the airplane meets the landing requirement and has surplus, and the airplane can directly land.
In the process of the rotation energy consumption of the equal-energy disc, the system solves the residual energy in real timeAnd the shortest distance S between the aircraft and the target pointnAnd judges whether to finish the large circle circling according to the following relation,
if the inequality (11) is established, the residual energy of the airplane meets the landing requirement, and the landing operation can be executed; otherwise, the residual energy of the airplane is still too large, and the airplane needs to be continuously rotated to consume energy.
Note that, in the above description, the safety factors ratio and ratio1The size of the aircraft is set to be larger than 1, which is a common situation and needs to be determined according to the flight capacities of different airplanes in the actual process.
As shown in figure 1, point A is the engine in-air parking position, point C is the circle judgment point for deciding the circle with approximate equal energy, point E is the circle point, point H is the emergency landing target point (when forced landing is performed in the field, the point is the point near the runway on the extension line of the runway of the airport, and when forced landing is performed outside the field, the point is the point near an open area suitable for forced landing). When an engine stop fault occurs in the air flight, the airplane management system immediately starts the guidance control strategy, firstly, the residual energy is calculated according to the current position and the speed of the airplane, after the residual energy is confirmed to meet the forced landing requirement in the field, the airplane glides to a target point in the mode of the shortest path and the optimal lift-drag ratio, and the planned shortest path is in the form of 'arc-straight line-arc' (the track AB → BK → KGH → HJ in the figure 1).
When the aircraft glided to point C, the aircraft return capability was evaluated. Surplus energy of the airplane needs to be wound around an equal-energy circle to dissipate energy, and the control strategy guides the airplane to enter the airplane along a CD track, wherein the center of the circle is H, and the radius is RNECEqual energy circle of2And (4) hovering and flying, and calculating the residual energy of the airplane in real time to determine the big circle closing time.
When the airplane is hovered to the point E, the residual energy of the airplane meets the condition of a lower great circle, and the hovering flight around an equal-energy circle is finished. And the control strategy takes the point E as a starting point and the point H as a terminating point to generate a shortest path EF → FG → GH, so as to guide the airplane to glide to a target point.
After the airplane passes through the target point H, the airplane is positioned on the extension line of the runway of the airport, the course is aligned to the runway, the final approach stage is entered, and the operations of landing gear placement and other configuration changes are executed. The longitudinal channel is controlled by decoupling compound guide, and the control structure is given by figure 3. The gliding track is tracked through a normal overload instruction, meanwhile, the control strategy introduces the residual energy of the airplane as feedback information, the gliding speed of the airplane is controlled by using the resistance adjusting effector until the airplane is finally leveled and grounded, and the whole process of emergency forced landing flight is completed, as shown in fig. 4.
As shown in fig. 3, H _ cmd in the figure is a height command calculated in real time according to the downward sliding trajectory profile of the final approach; h _ info is the relative altitude of the UAV and the airport, V _ info is the meter speed of the UAV, and Dert _ z is the longitudinal channel control command.
The comprehensive control method for the unpowered return energy trajectory of the airplane is mainly applied to unpowered return flight after the engine is stopped in the air, and from the energy perspective, the total energy transfer and dissipation process of the unmanned aerial vehicle is planned, so that the energy optimization of the return flight is realized. The method for evaluating the return capability of the airplane and the dynamic trajectory planning method in the invention have the advantages of less airplane state quantity, simple calculation process, strong real-time property, easy realization in an unmanned aerial vehicle control system, greatly improved survival rate of the unmanned aerial vehicle system of the airplane in the fault state and enhanced system reliability. In addition, the landing guidance algorithm provided by the invention can be transplanted to a manned fixed wing aircraft system to serve as a flight reference in the unpowered landing process, so that the workload of a pilot is reduced.
The above description is only for the best mode of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (8)
1. The method for comprehensively controlling the unpowered return energy/track of the airplane is characterized by comprising the following steps
Calculating the energy dissipation rate of unit voyage and unit time in the gliding flight of the airplane in the unpowered state, and determining the relation between the airplane energy and the voyage or the time of the airplane in the unpowered state;
and calculating the residual energy of the airplane in the unpowered state according to the energy dissipation rate, judging whether the airplane can return or not according to the residual energy, and dynamically calculating the return flight trajectory.
2. The integrated control method for the unpowered return energy/trajectory of the airplane according to claim 1, wherein the energy dissipation rate of a unit time in the unpowered state of the airplane is calculated by the following steps:
<mrow> <mfrac> <mrow> <mi>d</mi> <mover> <mi>E</mi> <mo>&OverBar;</mo> </mover> </mrow> <mrow> <mi>d</mi> <mi>t</mi> </mrow> </mfrac> <mo>=</mo> <mo>=</mo> <mo>-</mo> <mfrac> <mrow> <mi>Q</mi> <mi>V</mi> </mrow> <mrow> <mi>m</mi> <mi>g</mi> </mrow> </mfrac> </mrow>
in the above formula, the first and second carbon atoms are,the mechanical energy is the unit weight, t is the time, m is the airplane mass, V is the speed of the airplane under an inertial coordinate system, g is the gravity acceleration, and Q is the air resistance suffered by the airplane.
3. The method for comprehensively controlling the unpowered return energy/trajectory of the airplane according to claim 2, wherein the method for calculating the energy dissipation rate per unit voyage of the airplane in the unpowered state comprises the following steps:
<mrow> <mfrac> <mrow> <mi>d</mi> <mover> <mi>E</mi> <mo>&OverBar;</mo> </mover> </mrow> <mrow> <mi>d</mi> <mi>s</mi> </mrow> </mfrac> <mo>=</mo> <mo>-</mo> <mfrac> <mn>1</mn> <mrow> <mo>-</mo> <mi>K</mi> </mrow> </mfrac> </mrow>
in the above formula, s is the flight distance, and K is the lift-drag ratio.
4. The method for comprehensively controlling the unpowered return energy/trajectory of the airplane according to claim 3, wherein the relationship between the airplane energy and the voyage or the voyage of the airplane in the unpowered state is as follows:
<mrow> <mi>s</mi> <mo>=</mo> <mrow> <mo>(</mo> <mi>K</mi> <mo>+</mo> <mi>&Delta;</mi> <mi>K</mi> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>&Delta;</mi> <msub> <mover> <mi>E</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>i</mi> <mi>j</mi> </mrow> </msub> </mrow>
in the above formula, Δ K is a correction coefficient,is the remaining energy of the aircraft relative to the target point.
5. The integrated control method for unpowered return energy/trajectory of aircraft according to claim 4, wherein at the initial stage of engine shutdown, whether the aircraft has return capability is judged according to the relationship between the voyage and the energy, if the aircraft has return capability, the aircraft is guided to an airport for on-site forced landing, and if the aircraft does not have return capability, other lowering points are selected for off-site forced landing;
in the forced landing process, the flight path guiding control method of the unpowered airplane comprises the following steps:
stage one: controlling the airplane to fly in a low-power-consumption mode, adjusting the airplane configuration to glide at the optimal lift-drag ratio, controlling the airplane to glide from an engine stop point to a target point according to the shortest route, and calculating the residual energy in real time;
and a second stage: the method comprises the steps that after flying to the vicinity of a target point, the airplane flies in an equal energy circle, whether the airplane needs to fly around the equal energy circle or not is judged according to the remaining capacity of the airplane, and if the remaining capacity of the airplane meets a landing condition, the airplane is controlled to land; if the surplus of the remaining energy of the airplane does not meet the landing condition, controlling the airplane to fly around an equal energy park to consume the remaining energy until the landing condition is met;
and a third stage: in the process of circling around the equal-energy disc, the airplane flies according to a given large circular track, the control strategy resolves the residual energy in real time, and the time for ending the equal-energy disc circling is judged; if the residual energy of the airplane meets the condition of finishing the large circle circling, the airplane flies to the target point from the lower large circle; if not, continuing to wind the big circle to consume energy;
and a fourth stage: after the airplane finishes the equal energy disc rotation, the airplane glides to a target point from the current point in a mode of the shortest path, and the airplane still glides in a mode of the optimal lift-drag ratio in the process;
and a fifth stage: after the airplane flies through a target point, the airplane enters a final approach decoupling composite guiding process, and in the stage, the airplane has relatively abundant energy; after configuration switching is completed, the aircraft tracks the gliding track through a normal overload instruction, meanwhile, the control strategy introduces the remaining energy of the aircraft as feedback information, and the gliding speed of the aircraft is controlled by using a resistance adjustment effector until the aircraft is finally leveled and grounded; the composite guiding law adjusts energy dissipation according to energy/range allowance, and can simultaneously ensure that the flying speed and the gliding track of the airplane are accurately controlled.
6. The integrated control method for unpowered return energy/trajectory of aircraft according to claim 5, wherein the method for judging forced landing in/out of the aircraft at the initial stage of the engine in-air parking is as follows:
<mrow> <mo>(</mo> <mi>K</mi> <mo>+</mo> <mi>&Delta;</mi> <mi>K</mi> <mo>)</mo> <mo>&CenterDot;</mo> <msub> <mover> <mi>E</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>i</mi> <mi>n</mi> <mi>i</mi> <mi>t</mi> </mrow> </msub> <mo>></mo> <mi>r</mi> <mi>a</mi> <mi>t</mi> <mi>i</mi> <mi>o</mi> <mo>&CenterDot;</mo> <msub> <mi>S</mi> <mrow> <mi>i</mi> <mi>n</mi> <mi>i</mi> <mi>t</mi> </mrow> </msub> </mrow>
in the above formula, the ratio is a safety factor considering uncertainty in the gliding process,is the remaining energy of the engine at the time of air stop, SinitThe shortest flying distance from the engine parking position in the air to the forced landing point in the field is obtained;
if the inequality is established, the airplane executes forced landing in the field; otherwise, the airplane selects the off-site forced landing.
7. The integrated control method for unpowered return energy/trajectory of airplane according to claim 5, wherein the airplane approaches the vicinity of an isoenergetic circle, and the method for judging whether the airplane enters a large circle to rotate and consume energy is to
<mrow> <mo>(</mo> <mi>K</mi> <mo>+</mo> <mi>&Delta;</mi> <mi>K</mi> <mo>)</mo> <mo>&CenterDot;</mo> <msub> <mover> <mi>E</mi> <mo>&OverBar;</mo> </mover> <mi>n</mi> </msub> <mo>></mo> <msub> <mi>ratio</mi> <mn>1</mn> </msub> <mo>&CenterDot;</mo> <msub> <mi>S</mi> <mi>n</mi> </msub> </mrow>
In the above formula, the first and second carbon atoms are,ratio to approximate aircraft residual energy near the isoenergetic circle1To a safety factor, SnThe shortest distance between the airplane and the target point when the airplane approaches the vicinity of the isoenergetic circle;
if the inequality is established, the energy of the airplane is excessive, and the airplane needs to enter an equal-energy disc to consume energy in a rotating mode; otherwise, the residual energy of the airplane meets the landing requirement and has surplus, and the airplane can directly land.
8. The integrated control method for unpowered return energy/trajectory of aircraft according to claim 5, characterized in that in the process of energy consumption of the equal-energy circular rotation, the system resolves residual energy in real timeAnd the shortest distance S between the aircraft and the target pointnAnd judging whether to finish the large circle circling according to the following relation
<mrow> <mo>(</mo> <mi>K</mi> <mo>+</mo> <mi>&Delta;</mi> <mi>K</mi> <mo>)</mo> <mo>&CenterDot;</mo> <msub> <mover> <mi>E</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mi>i</mi> <mi>r</mi> <mi>c</mi> <mi>l</mi> <mi>e</mi> </mrow> </msub> <mo>&le;</mo> <msub> <mi>ratio</mi> <mn>1</mn> </msub> <mo>&CenterDot;</mo> <msub> <mi>S</mi> <mi>n</mi> </msub> </mrow>
If the inequality is established, the residual energy of the airplane meets the landing requirement, and the airplane can execute the landing operation; otherwise, the residual energy of the airplane is still too large, and the airplane needs to be continuously rotated to consume energy.
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