Airframe and Trajectory Pursuit Modeling for Simulation Assisted Air Race Planning
Airframe and Trajectory Pursuit Modeling for Simulation Assisted Air Race Planning
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用于仿真辅助空中竞赛规划的机身和轨迹追踪建模
DOI：
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发表时间：
2008
期刊：
影响因子：
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通讯作者：
S. Myschik
中科院分区：
文献类型：
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作者：
F. Fisch;H. Pfifer;M. Weingartner;F. Holzapfel;G. Sachs;S. Myschik
像航空展或飞行比赛这样的航空展览吸引了大量观众，增加了公众对航空航天的普及和魅力，而不仅仅是航空旅行。而在过去，这样的事件已经单独发生，试图建立一个世界范围内的系列飞行比赛，作为一个航空航天挂件的一级方程式赛车系列。由于活动在各大洲的许多不同国家举行，因此适用于认证活动的法规不同。此外，轨道需要具有可比性，对公众有吸引力，对飞行员具有挑战性，并且比其他任何东西都要提供高水平的安全性。为了使不同种族的规划和评估过程更加客观，并使其建立在科学的基础上，开发了一个赛道规划和分析工具。该出版物介绍了用于初始航迹生成和评估的运动学和动力学飞机仿真，以及在最大带宽下利用飞机的全包络线跟踪高度弯曲轨迹所需的控制算法。一个非线性点质量模型的使用和一种新的方法是开发的完整的6自由度模型的姿态和旋转动力学相对于运动学的飞行轨迹框架，从而允许切换不同的深度之间的建模旋转动力学，而不需要修改的非线性点质量模型。三种替代建模的姿态和旋转动力学，即一个完整的，非线性的6自由度模型，一个简化的，混合6自由度模型和仿真模型与线性传递函数的命令负载因子。为了保证仿真模型的完美轨迹跟踪，基于动态逆原理实现了控制系统。因此，给定的参考轨迹必须至少是四次可微的。从轨迹的导数计算飞机输入的参考值，以产生飞机动力学的导数阶的平滑命令历史。误差反馈用于所有导数水平，以使飞机在轨迹上稳定，并补偿机动能力的非线性限制。重新调整和特技机动作为由有限状态机控制的参数化段来实现。为此，已经实现了不同的高级控制器作为基础。轨迹和相应的模拟飞机状态的历史被用来计算和评估不同的静态和动态安全标准，以及评估观众的吸引力和飞行员的技能水平方面的轨道。
Aviation displays like air shows or air races are attracting a large audience, increasing the popularity and fascination of aerospace in the public beyond mere air travel. Whereas in the past, such events have taken place separately, attempts are made to establish a worldwide series of air races, as an aerospace pendant to the Formula One car race series. With the events taking place in many different countries on all continents, different regulations apply for certifying the events. Furthermore, the tracks need to be comparable, attractive to the public, challenging for the pilots and more than everything else provide a high level of safety. To make the planning and assessment process for the different races more objective and to put it on a scientific basis, a track planning and analysis tool has been developed. This publication presents the kinematic and dynamic aircraft simulation used for initial track generation and assessment together with the control algorithms required to follow the highly curved trajectories utilizing the full envelope of the aircraft at maximum bandwidth. A nonlinear point-mass model is used and a new approach is developed where the attitude and rotational dynamics of the full 6-DoF model are given with respect to the Kinematic Flight-Path Frame, thus allowing to switch between different depths of modeling for the rotational dynamics without the need to modify the nonlinear point-mass model. Three alternatives for modeling the attitude and rotational dynamics are presented, namely a full, non-linear 6-DoF model, a simplified, hybrid 6-DoF model and a simulation model with linear transfer functions for the commanded load factors. In order to guarantee perfect trajectory following of the simulation model, a control system is implemented based on the principle of dynamic inversion. Therefore, the given reference trajectory has to be at least four times differentiable. Reference values for the aircraft inputs are computed from derivatives of the trajectory to produce smooth command histories of the derivative order of the aircraft dynamics. Error feedback is used at all derivative levels to stabilize the aircraft on the trajectory and to compensate for nonlinear limitations in maneuvering capability. Re-alignment and aerobatic maneuvers are implemented as parameterized segments controlled by a finite-state machine. For that, different high-level controllers have been implemented as basis. The trajectory and the corresponding simulated aircraft state histories are used to compute and evaluate different static and dynamic safety criteria as well as to assess the track in terms of spectator attractiveness and pilot skill level.