Comprehensive Verification of Coupling Instability and Control Strategy
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摘要: 为实现宽速域大空域飞行，面对称布局逐渐成为新型航天飞行器的典型特征，随之而来的还有横航向耦合问题，以及由此导致的失稳现象等.文章阐述了新型航天飞行器横航向耦合问题的成因和研究重要性，给出了针对耦合失稳模式和新型控制策略的综合验证方案，通过CFD-RBD仿真方法验证了荷兰滚失稳模式和副翼操纵耦合失稳模式的正确性，通过风洞虚拟飞行试验技术验证了新型控制策略的有效性，它可降低舵偏需求45%以上.Abstract: To achieve a wide-velocity-range and large-space flight, the plane-symmetric configuration has been widely used for new spacecrafts. However, the lateral-directional coupling leads to serious flight instability. In this paper, the reason and significance of the lateral-directional coupling have been introduced, and a comprehensive verification scheme for coupling instabilities and new type control strategies was has been presented. By the aid of CFD-RBD simulation method, Dutch roll instability mode and lateral control instability mode have been demonstrated. Validity of new type control strategies has been proved through wind tunnel based virtual flight testing. Demands of control surface deflection angles can be reduced by more than 45% by applying new type control strategies.
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图 2 典型面对称航天飞行器航向稳定性
Figure 2. Directional stability of typical plane-symmetric aerospace vehicle
图 3 其他通道耦合作用与偏航通道控制能力对比
Figure 3. Comparison between coupling effect of other channels and controll ability of yaw channel
图 4 不同俯仰舵偏下的俯仰力矩系数(Ma=5)
Figure 4. Pitch moment coefficient at different elevator angles(Ma=5)
图 6 荷兰滚失稳模式侧滑角动力学线性仿真结果
Figure 6. Linear dynamics analysis of sideslip anglefor Dutch roll instability
图 8 副翼操纵耦合失稳模式滚转角动力学线性仿真结果
Figure 8. Linear dynamics analysis of roll anglefor lateral control instability
图 9 副翼操纵耦合失稳模式CFD-RBD仿真结果
Figure 9. Results of CFD-RBD for lateral control instability
表 1 姿态保持模式各策略舵面偏转量对比
Table 1. Comparison of deflection angles between different control strategies under attitude hold mode
strategies maximum deflection angle of δa/(°) maximum deflection angle of δr/(°) conventional control strategy 5 -16.5 first new control strategy 1.9 -7.6 second new control strategy -2.4 0 
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表 2 机动控制模式各策略舵面偏转量对比
Table 2. Comparison of deflection angles between different control strategies under maneuver control mode
strategies maximum deflection angle of δa/(°) maximum deflection angle of δr/(°) conventional control strategy 4.8 -17 first new control strategy 2.65 -8 second new control strategy 1.56 0
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