飞机牵引滑行入港安全运动路径生成及其轨迹跟踪控制方法

孙艳坤; 杨慧; 张威; 秦嘉浩

doi:10.3963/j.jssn.1674-4861.2022.05.010

飞机牵引滑行入港安全运动路径生成及其轨迹跟踪控制方法

doi: 10.3963/j.jssn.1674-4861.2022.05.010

孙艳坤^1,,
杨慧¹,
张威^{1, 2, 3, ,},
秦嘉浩¹

1.
中国民航大学航空工程学院天津 300300
2.
中国民航局中国民航航空地面特种设备研究基地天津 300300
3.
中国民航局民航智慧机场理论与系统重点实验室天津 300300

基金项目:

国家自然科学基金民航联合基金重点项目 U2033208

中央高校基本科研业务费项目 3122020031

详细信息

作者简介:
孙艳坤(1980—)，博士，副教授. 研究方向：机场地面运行. E-mail: yksun1234@163.com

通讯作者:
张威(1979—)，博士，教授.研究方向：飞机地面特种车辆与作业等. E-mail: drwadecheung@gmail.com

中图分类号: V351.34
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出版历程
- 收稿日期: 2022-04-05
- 网络出版日期: 2022-12-05

A Method for Safe Moving Paths and Tracking & Control of the Trajectory of Towed Taxiing-in Aircrafts

SUN Yankun^1
,,
YANG Hui¹,
ZHANG Wei^{1, 2, 3
, ,},
QIN Jiahao¹

1.
Aeronautical Engineering College, Civil Aviation University of China, Tianjin 300300, China
2.
Aviation Ground Special Equipment Research Base, CAAC, Tianjin 300300, China
3.
Key Laboratory of Smart Airport Theory and System, CAAC, Tianjin 300300, China

摘要

摘要: 针对飞机紧急降落后无法继续利用自身动力滑行入港场景，研究使用牵引车牵引其滑行入港的方式，考虑牵引滑入时机轮与机场跑道及滑行道边缘的安全净距，分别提出适用于机型-机场匹配时的牵引车-飞机系统的铰接点过中心线(HPOC)法和不匹配时的飞机主起落架几何中心过中心线(GCOC)法，并基于2种方法建立运动学模型，在净距及飞机前轮转角约束下对系统转弯滑行入港运动进行轨迹规划。基于GCOC法建立连续非线性系统的轨迹跟踪模型，通过线性二次调节器(LQR)对不同权重系数及存在初始偏差的轨迹跟踪问题进行了研究。结果表明：牵引车以HPOC法牵引飞机在与其机型不匹配的机场滑行入港时，机轮会发生碰撞危险；而采用GCOC法时其运动轨迹可以满足跑道及滑行道边缘的安全净距要求。在对系统进行轨迹跟踪控制时，当将飞机主起落架几何中心的横、纵坐标权重系数Q₁、Q₂及表示飞机姿态的角度权重系数Q₃均设为100，而表示牵引车姿态的角度权重系数Q₄设为0时，即：Q＝(100，100，100，0)，该方法可将实际牵引滑行入港轨迹与参考轨迹的偏差保持在0.05~0.1 m以内，且能够在10 s左右抑制系统状态变量误差，并使控制变量达到稳定；同时能够在12 s左右修正系统的初始偏差，相较于单机偏差修正的10 s，具有可接受的效果。
- 机场地面运行 /
- 牵引滑行系统 /
- 路径仿真 /
- 运动学模型 /
- 轨迹跟踪
Abstract: Under the circumstance that an aircraft cannot use its own power to taxi into a port after an emergency landing, towing the aircraft to the port using an aircraft tractor is necessary. Considering the safety clearance between aircraft wheels and airport runway, a hinge point over centerline(HPOC)method for the scenarios where the type of aircraft matches the airport category, and a geometric center over centerline(GCOC)method for the scenarios where the type of aircrafts does not match the airport category, is proposed, respectively. Based on these two methods, a dynamics model of the system is developed. Under the constraints of safety clearance and the aircraft's front angle, trajectory planning of the tractor-aircraft system is carried out. Based on the GCOC method, a continuous nonlinear trajectory tracking model is developed. The trajectory tracking problem with different weights and initial deviations is studied using a linear quadratic regular(LQR)method. Study results show that on an unmatched airport runway, when the tractor-aircraft system is taxiing in using the HPOC method, the wheels of the aircraft would potentially collide with. In contrast, the GCOC method can be used to meet the requirement of the minimum distance between the wheels of aircrafts and the edge of airport runways and taxiways. In the process of trajectory tracking and control for the system, when the weights for the horizontal and vertical coordinates of the geometric center of the aircraft main landing gear(Q₁ and Q₂), and the angle representing the attitude of the aircraft(Q₃)are set to 100, and that for the angle representing the attitude of the tractor(Q₄)is set to 0, that is, Q=(100, 100, 100, 0), the deviations between the actual and the reference trajectory are found to be between 0.05 and 0.1 m. The method can control the errors of the variables for measuring the system state within about 10 s and thus ensure the system maintains a stable state. Correction of the initial deviation can be done within 12 s, and the time span for the correction is acceptable compared to the time required(10 s)for the correction under the scenarios where the aircraft is taxiing in alone.
- airport ground operation /
- traction taxiing system /
- path simulation /
- kinematic model /
- trajectory tracking

HTML全文

图 1 新净距安全评估几何模型

W_f-牵引车前轮距；W_b-牵引车后轮距；L₁为飞机轴距；L₂-牵引车前轮几何中心与铰接点的距离；L₃-铰接点与牵引车后轮几何中心的距离；W_a-飞机轮距；R₀-铰接点转弯半径；R₁-飞机主起落架中心转弯半径；R₂-牵引车后轮中心转弯半径；R₃-牵引车前轮中心转弯半径。

Figure 1. Geometric model of new clearance safety assessment

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图 2 仿真路面场景设置

Figure 2. Simulation pavement scene setting

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图 3 牵引车-飞机系统运动关系图

XOY-为地面坐标系；P₂-无杆牵引系统的铰接点；P₁-飞机主起落架几何中心点；δ-牵引车前2轮中心位置的转向角；φ₁，φ₂为飞机和牵引车的轴向与横坐标之间的夹角；α为飞机的前轮转弯角(牵引车车身与飞机机身的夹角)；v₁，v₂分别为飞机和牵引车的速度。

Figure 3. Motion diagram of HPOC method

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图 4 HPOC法可视化仿真分析图(4C机场)

Figure 4. Visual simulation analysis diagram of HPOC method(4C)

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图 5 HPOC法可视化仿真分析图(3C机场)

Figure 5. Visual simulation analysis diagram of HPOC method(3C)

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图 6 GCOC法可视化仿真分析图(3C机场)

Figure 6. Visual simulation analysis diagram of GCOC method(3C)

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图 7 LQR控制原理

Figure 7. LQR control principle

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图 8 控制器模块

Figure 8. Controller module

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图 9 无杆牵引系统控制系统图

Figure 9. Control system diagram of traction taxi system

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图 10 不同权重系数下的跟踪误差

Figure 10. Tracking errors with different weight coefficients

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图 11 不同权重系数下的控制变量增量

Figure 11. Control variables increment with different weight coefficients

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图 12 不同初始偏差下的系统跟踪误差

Figure 12. Tracking errors with different initial deviations

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图 13 不同初始偏差下的控制变量增量

Figure 13. Control variables increment with different initial deviations

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图 14 存在初始偏差的轨迹跟踪控制结果

Figure 14. Trajectory tracking control results with initial deviation

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表 1 牵引车-飞机系统关键点坐标

Table 1. Parameters of traction taxi system

关键点	X	Y
铰接点	x₂	y₂
飞机主起落架几何中心	x₁	y₁
飞机主起落架外侧左轮	$x_3=x_1-\frac{w_{a 1}}{2} \sin \theta_1 $	$y_3=y_1+\frac{w_{a 1}}{2} \cos \theta_1 $
飞机主起落架外侧右轮	$ x_4=x_1+\frac{w_{a 1}}{2} \sin \theta_1$	$y_4=y_1-\frac{w_{a 1}}{2} \cos \theta_1 $

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表 2 无杆牵引系统参数

Table 2. Parameters of traction taxi system 单位: m

参数	数值
牵引车轴距L	4.5
牵引车前轮距W_f	2.1
牵引车后轮距W_b	2.7
B737-800飞机轴距L₁	15.6
B737-800飞机外侧轮距W_a1	7
牵引车前2轮几何中心与铰接点距离L₂	2.968
铰接点与牵引车后2轮几何中心距离L₃	1.534

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表 3 阿克曼转向原理计算结果与仿真结果的比较

Table 3. Comparison of Results Calculated from the Ackerman Steering Principle and Simulation

牵引滑行方法	参数	计算得到的半径值/m	仿真得到的半径值/m
HPOC	R₀	45.7	45..7
	R₁	43.0	42.2
	R₃	46.0	45.1
GCOC	R₀	48.2	48.0
GCOC	R₁	45.7	45.7

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表 4 不同权重系数

Table 4. Different weight coefficients

案例	Q₁	Q₂	Q₃	Q₄
1	5	5	5	0
2	10	10	10	0
3	100	100	100	0
4	1 000	1 000	1 000	0

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表 5 不同初始偏差参数

Table 5. Different initial deviation

案例	△x₁/m	△y₁/m	△φ₁/rad	△φ₂/rad
5	0.5	0.5	0.02	0
6	0.3	0.8	-0.1	0
7	0.5	-0.7	-0.05	0
8	0.8	0.2	0.1	0

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