CN107678284A - The robust compensation control method and high-speed aircraft of high-speed aircraft - Google Patents

Abstract

The invention provides a robust compensation control method for a high-speed aircraft and the high-speed aircraft, which relate to the technical field of high-speed aircraft control, including: acquiring the detected flight parameters of the high-speed aircraft; inputting the flight parameters into a robust controller, and The robust controller includes: an optimal controller for the expected tracking performance of the nominal system and a robust compensator for suppressing the influence of the equivalent disturbance on the closed-loop control system; the optimal controller and the robust The compensator is imported into the preset longitudinal model of the high-speed aircraft to obtain the target control amount; the high-speed aircraft is controlled according to the target control amount. The invention provides a robust compensation control method for a high-speed aircraft and the high-speed aircraft, using an optimal controller to realize the expected tracking performance of the nominal system and a robust compensator for suppressing the impact of equivalent disturbances on the closed-loop control system. The high-speed aircraft is controlled to improve the tracking performance of the high-speed aircraft.

Description

Robust compensation control method for high-speed aircraft and high-speed aircraft

technical field

The invention relates to the technical field of high-speed aircraft control, in particular to a robust compensation control method for high-speed aircraft and the high-speed aircraft.

Background technique

High-speed aircraft are critical platforms for effectively approaching near space and enabling immediate global strike. Because the dynamics of high-speed aircraft involves multiple factors such as the complexity of the control model, parameter uncertainty, strong coupling, non-modelling, nonlinearity, and external atmospheric disturbances, the design of high-speed aircraft controllers becomes extremely complicated.

In recent years, scholars at home and abroad have done a lot of research on the design of robust controllers for high-speed aircraft. Parker et al. realized the height and velocity tracking control of high-speed aircraft based on the nonlinear geometric control technology of approximate feedback linearization. Stengel et al. designed A nonlinear inverse robust controller based on dynamic inverse, but Parker and Stengel did not further discuss the anti-jamming ability of the aircraft to multiple uncertainties. Wilcox et al. realized the exponential tracking control model of the aircraft model under the parameters of the uncertain state and the input matrix, but the influence of nonlinearity, coupling, and unmodeled dynamics were not fully considered in the stability analysis. Sigthorsson and Lind et al. designed a linear variable parameter model of high-speed aircraft, designed a robust feedback controller that constrains the influence of different aerodynamic parameters, and analyzed the impact of parameter changes on aircraft dynamics, but in the unmodeled dynamics and external disturbances, etc. Under multiple uncertainties, the expected tracking performance of the closed-loop control system cannot be fully guaranteed.

To sum up, the current high-speed aircraft controllers designed by scholars at home and abroad do not fully consider the impact of multiple uncertainties on the aircraft, resulting in that the expected tracking performance of the existing closed-loop control system cannot be fully guaranteed.

Contents of the invention

In view of this, the purpose of the present invention is to provide a robust compensation control method for high-speed aircraft and high-speed aircraft, to alleviate the existing high-speed aircraft controller does not take into account the impact of multiple uncertainties on the aircraft, resulting in poor tracking performance technical problems.

In a first aspect, an embodiment of the present invention provides a robust compensation control method for a high-speed aircraft, including: acquiring detected flight parameters of the high-speed aircraft;

The flight parameters are input to a robust controller comprising: an optimal controller for the desired tracking performance of the nominal system and a robust compensation for suppressing the effect of equivalent disturbances on the closed-loop control system device;

Importing the optimal controller and the robust compensator into the preset longitudinal model of the high-speed aircraft to obtain the target control amount;

The high-speed aircraft is controlled to fly according to the target control amount.

In combination with the first aspect, the embodiment of the present invention provides a first possible implementation of the first aspect, wherein the flight parameters include: current flight speed, current flight altitude, flight path angle, attack angle, pitch rate, rotation Inertia, aerodynamic coefficient, lift, thrust, drag and pitching moments.

With reference to the first aspect, the embodiment of the present invention provides a second possible implementation of the first aspect, wherein the target control quantity includes: track angle, angle of attack, pitch rate, roll rate, and altitude and Velocity tracking error.

In combination with the first aspect, the embodiment of the present invention provides a third possible implementation of the first aspect, wherein the longitudinal model of the high-speed aircraft is:

y _i =C _i e _i ,i=V,h

Among them, V is the speed, h is the height, r _V and r _h are the reference signals of speed and height respectively;

y _V ＝Vr _V and y _h ＝hr _h are tracking errors;

e _V =[e _Vi ] _3×1 , e _V1 =y _V , e _V2 =β, β is throttle setting;

e _h ＝[e _hi ] _4×1 , e _h1 ＝y _h ; e _h2 ＝γ, γ is track angle; e _h3 ＝α, α is angle of attack; e _h4 ＝p, p is pitch rate;

u _V ＝ β _c , β _c is the engine throttle control value; u _h ＝ δ _e , δ _e is the rudder deflection angle;

q _V ＝[q _Vi ] _3×1 and q _h ＝[q _hi ] _4×1 are equivalent disturbances;

Among them, the superscript N is the nominal parameter, C _Tβ0 , C _Tβ2 and C _Me are aerodynamic coefficients; ρ, S, are density, reference area and average aerodynamic chord length; ζ _n and ω _n are damping ratio and natural angular frequency respectively; m is aircraft mass; I _yy is moment of inertia; T is thrust;

a _h1 ＝V ₀ , a _h2 ＝T ₀ /m ^N /V ₀ , V ₀ is the initial speed, T ₀ is the initial thrust;

With reference to the first aspect, the embodiment of the present invention provides a fourth possible implementation manner of the first aspect, wherein the control law of the robust controller is:

Among them, u _i ^OP is the control input of the optimal controller; u _i ^RC is the control input of the robust compensator.

In combination with the first aspect, the embodiment of the present invention provides a fifth possible implementation manner of the first aspect, wherein the control law of the optimal controller for the expected tracking performance of the nominal system is:

in, P _i is the equation The positive definite solution of , Q _i is a symmetric positive definite matrix.

In combination with the first aspect, the embodiment of the present invention provides a sixth possible implementation manner of the first aspect, wherein the control law of the robust compensator for suppressing the influence of the equivalent disturbance on the closed-loop control system is:

Among them, F _i (s) (i=V, h) is the function of the robust filter; G _i (s) (i=V, h) is the transfer function in the two channels;

s is the Laplacian operator;

A _iH is a Hervey matrix, A _iH =A _i +B _i K _i (i=V,h).

With reference to the first aspect, the embodiment of the present invention provides a seventh possible implementation manner of the first aspect, wherein the functional expression of the robust filter is:

Wherein, f _i (i=V, h) is a filtering parameter.

With reference to the first aspect, the embodiment of the present invention provides an eighth possible implementation manner of the first aspect, where the expressions of the transfer functions in the two channels are:

G _i (s)=C _i (sI _i -A _iH ) ^-1 B _i ,i=V,h

Among them, I _i is the identity matrix.

In the second aspect, the embodiment of the present invention also provides a high-speed aircraft, including a memory and a processor, the memory stores a computer program that can run on the processor, and the processor implements the computer program when executing the computer program. The steps of the method described in the first aspect above.

The embodiment of the present invention brings the following beneficial effects: The embodiment of the present invention provides a robust compensation control method for a high-speed aircraft and a high-speed aircraft, utilizing an optimal controller for realizing the expected tracking performance of the nominal system and for suppressing equivalent The robust compensator for the influence of disturbance on the closed-loop control system can control the high-speed aircraft and improve the tracking performance of the high-speed aircraft.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be apparent from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

In order to make the above-mentioned objects, features and advantages of the present invention more comprehensible, preferred embodiments will be described in detail below together with the accompanying drawings.

Description of drawings

In order to more clearly illustrate the specific implementation of the present invention or the technical solutions in the prior art, the following will briefly introduce the accompanying drawings that need to be used in the specific implementation or description of the prior art. Obviously, the accompanying drawings in the following description The drawings show some implementations of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any creative work.

Fig. 1 is the flow chart of the robust compensation control method of the high-speed aircraft provided by the embodiment of the present invention;

Fig. 2 is the general high-speed aircraft longitudinal model developed by the U.S. NASA Langley Research Center that the present invention uses;

Fig. 3 is the structural diagram of the control system of the high-speed aircraft of the embodiment of the present invention;

Fig. 4 is the speed and altitude response of the optimal controller in case 1 of the embodiment of the present invention.

Fig. 5 is the speed and height response of the robust controller under situation 1 of the embodiment of the present invention;

Fig. 6 is the flight track angle of high-speed aircraft under situation 1 of the embodiment of the present invention, the response of angle of attack and roll angle rate;

Fig. 7 is the input of the robust controller under situation 1 of the embodiment of the present invention;

Fig. 8 is the speed and height response of the robust controller under situation 2 of the embodiment of the present invention;

Fig. 9 is the flight track angle, angle of attack and roll angle rate response of the high-speed aircraft under situation 2 of the embodiment of the present invention;

Fig. 10 is the input of the robust controller in case 2 of the embodiment of the present invention.

icon:

11-optimal controller; 12-robust compensator.

detailed description

In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. the embodiment. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

At present, the existing high-speed aircraft controllers do not take into account the impact of multiple uncertainties on the aircraft, resulting in poor tracking performance. Based on this, the embodiments of the present invention provide a robust compensation control method for high-speed aircraft and high-speed aircraft, The high-speed aircraft can be controlled by using the optimal controller to realize the expected tracking performance of the nominal system and the robust compensator for suppressing the influence of the equivalent disturbance on the closed-loop control system, and the tracking performance of the high-speed aircraft can be improved.

In order to facilitate the understanding of this embodiment, a robust compensation control method for a high-speed aircraft disclosed in the embodiment of the present invention is first introduced in detail.

During the flight of high-speed aircraft, due to the complex flight environment, it is usually affected by various interference factors. In order to achieve good tracking performance of high-speed aircraft, it is necessary to control the high-speed aircraft. As shown in FIG. 1 , in an example of the present invention, a robust compensation control method for a high-speed aircraft is provided, including the following steps.

S101. Acquire flight parameters of the detected high-speed aircraft.

Specifically, a sensor system in a high-speed aircraft is used to detect flight parameters. The flight parameters include: current flight speed, current flight altitude, track angle, angle of attack, pitch rate, moment of inertia, aerodynamic coefficient, lift, thrust, drag, and pitching moment.

S102, input the flight parameters into a robust controller, the robust controller includes: an optimal controller for the expected tracking performance of the nominal system and a robust controller for suppressing the influence of the equivalent disturbance on the closed-loop control system rod compensator.

S103, importing the optimal controller and the robust compensator into a preset longitudinal model of the high-speed aircraft to obtain a target control amount.

Specifically, the control laws of the optimal controller and the robust compensator are substituted into the mathematical function expression of the longitudinal model of the high-speed aircraft to calculate the target control amount. Wherein, the target control quantity includes control quantities such as track angle, attack angle, pitch rate, roll rate, and tracking error of altitude and speed.

S104. Control the high-speed aircraft to fly according to the target control amount.

An embodiment of the present invention provides a robust compensation control method for a high-speed aircraft, using an optimal controller that realizes the expected tracking performance of the nominal system and a robust compensator for suppressing the impact of equivalent disturbances on the closed-loop control system to control the high-speed aircraft Control can improve the tracking performance of high-speed aircraft.

Exemplarily, the robust controller of the embodiment of the present invention can be implemented through the following steps:

1. Select the longitudinal control-oriented model developed by NASA Langley Research Center, and consider the centripetal acceleration item of the general high-speed aircraft longitudinal model, as shown in Figure 2. The longitudinal dynamics model of the high-speed aircraft is:

Among them, V is velocity; h is altitude; _γ is track angle; α is angle of attack; p is pitch rate; m is aircraft mass; μ is gravitational constant; I _yy is moment of inertia; _e is the radius of the earth; d _i (i=V, h, γ, α, p) is the external atmospheric disturbance; L is the lift; T is the thrust; D is the drag; M _yy is the pitching moment.

Lift L, thrust T, drag D, and pitching moment M _yy satisfy the following equations:

Among them, ρ, S, Represent density, reference area and average aerodynamic chord; C _L , C _T , C _D , C _Mα , C _Mδe , C _Mp represent lift coefficient, thrust coefficient, drag coefficient and angle of attack coefficient, yaw rate coefficient and pitch rate coefficients, which satisfy the following equations:

_Among them, _{β represents} the _{engine throttle opening} , _{δ e} is the _{rudder deflection angle ;} , C _Mp2 , C _Mp and C _p0 represent the aerodynamic coefficients, and _Δi = (L, T1, T2, D, Mα, δe, Mp) represents the unmodeled uncertainty.

Assume that the unmodeled uncertainty satisfies the following inequality:

Among them, ξ _ΔLα , ξ _ΔLc , ξ _ΔTβ , ξ _ΔTc , ξ _ΔDα2 , ξ _ΔDα1 , ξ _ΔMα2 , ξ _ΔMα1 , ξ _ΔDc , ξ _Δδeα , ξ _Δδec , ξ _ΔMp2 , ξ _ΔMp1 and ξ _ΔMpc are normal constants.

The engine dynamics of a high-speed aircraft can be modeled with the following second-order system:

Among them, β _c is the engine throttle control value, d _β is the external disturbance, ζ _n , ω _n represent the damping ratio and natural angular frequency, respectively.

The velocity V and height h are selected as output, and their reference signals are denoted by r _V and r _h respectively. The tracking errors are defined as y _V =Vr _V and y _h =hr _h . Let e _V1 =y _V ,e _V2 =β, e _V ＝[e _Vi ] _3×1 , u _V ＝β _c , e _h1 ＝y _h , e _h2 ＝γ, e _h3 ＝α, e _h4 ＝p, u _h ＝δ _e , e _h ＝[e _hi ] _4×1

Among them, the superscript N is the nominal parameter,

a _h1 ＝V ₀ , a _h2 ＝T ₀ /m ^N /V ₀ , V ₀ is the initial speed, T ₀ is the initial thrust;

Then the longitudinal model of the high-speed aircraft on the channel of velocity and altitude can be rewritten as:

Among them, q _V ＝[q _Vi ] _3×1 and q _h ＝[q _hi ] _4×1 are equivalent disturbances, including: parameter uncertainty, nonlinear and coupled dynamics, unmodeled uncertainty and factors such as external atmospheric disturbances. The longitudinal model of the general high-speed aircraft is established above.

2. Design a robust controller according to the longitudinal model of a general high-speed aircraft. As shown in FIG. 3 , the robust controller includes: a robust compensator 12 and an optimal controller 11 .

The control input consists of the following two parts:

Among them, u _i ^OP is the control input of the optimal controller 11; u _i ^RC is the control input of the robust compensator 12.

First, consider the following controller performance cost function:

For the optimal design of the nominal system controller, q _i (i=V,h) can be ignored, where Q _i is a symmetric positive definite matrix. By solving the following Riccati equation:

Positive definite solution P _i can be obtained. The state feedback gain of the optimal controller 11 can be given by give. Then, the control law of the optimal controller 11 of the nominal system can be obtained as follows:

Furthermore, real systems with equivalent disturbances are considered. Let A _iH =A _i +B _i K _i (i=V,h) be a Hulvitz matrix. Substituting into the relevant formula can get:

Let G _i (s)(i=V,h) denote the transfer function in the two channels, and its function expression is

G _i (s)=C _i (sI _i -A _iH ) ^-1 B _i ,i=V,h

Among them, I _i is the identity matrix.

Therefore, y _i in formula (9) can be written as:

The control law for constructing the robust compensator 12 is as follows:

Among them, F _i (s) (i=V, h) is a robust filter, and its expression is as follows:

If the robust filtering parameter f _i (i=V,h) has a sufficiently large value, it can be observed that the robust filter has a sufficiently wide bandwidth. In this case, the gains of F _i (s)(i=V,h) are approximately 1, respectively, so that The effects of equivalent disturbances can be suppressed. In fact, f _i (i=V, h) does not need to be large enough, f _L has a lower bound, and for any f _i satisfying f _i ≥ f _L , the impact of equivalent interference can be limited.

However, since q _i (s) is not available, the robust compensator input in equation (11) is not possible. Then, by replacing formula (10) with formula (8), the control input of the robust compensator 12 can be obtained as follows:

It can be seen from the controller design process that the obtained controller is linear time invariant. Furthermore, although the vehicle model in Equation (1) is nonlinear and coupled, the resulting controller is decoupled, i.e., the velocity and altitude channels have independent controllers with their own state feedback.

3. The robust performance analysis of the robust controller proves that the tracking error of the control system will converge to any given neighborhood near the origin within a finite time, and summarizes the designed robust optimal control law into a theorem and proves it.

Let x _V =[x _Vi ] _3×1 , x _h =[x _hi ] _4×1 and

Among them, x _V1 =e _V1 ,

x _h1 =e _h1 ,

Then use formula (8) instead of formula (10) to get:

The equivalent perturbation is assumed to have the following bounded norm:

The closed-loop control system of the high-speed aircraft model with strong tracking performance designed by formulas (2)-(5) and the robust optimal control law designed by formulas (7), (8), and (12) can be summarized as the following theorems.

Theorem: For a given initial state x(0) and any given constant ε, there are normal constants T _L and f _L , for any f _i ≥ f _L (i=V,h) so that all states are Boundary, and the tracking error of velocity and height satisfies

4. Simulate the tracking performance of the closed-loop control system of general high-speed aircraft. Under the conditions of parameter uncertainty, nonlinearity and coupling, unmodeled uncertainty and external atmospheric disturbance, for the flight tasks of high-speed aircraft in two situations, the aircraft is very The linear model is simulated to verify the superiority of the robust control method.

Scenario 1: Regardless of the uncertainty, the high-speed aircraft flies from a nominal speed of 15,060 ft/s to 15,160 ft/s, then decelerates to the nominal value, and then repeats the mission.

The speed and height responses of the optimal controller in the case 1 of the embodiment of the present invention are shown in FIG. 4 .

The velocity and altitude responses of the robust compensator 12 in case 1 of the embodiment of the present invention are shown in FIG. 5 , where the altitude reference signal and the altitude response are completely coincident.

The response of the flight path angle, angle of attack and roll angle rate of the high-speed aircraft in case 1 of the embodiment of the present invention is shown in FIG. 6 .

The throttle setting input of the robust compensator 12 and the optimal controller 11 and the pitch angle input of the robust compensator 12 and the optimal controller 11 in case 1 of the embodiment of the present invention are shown in FIG. 7 .

Scenario 2: Introducing parameter uncertainty and external disturbances, the aircraft climbs from a nominal flight altitude of 110,000 feet to 112,000 feet and then falls back to 110,000 feet. to nominal speed.

The speed and height responses of the robust controller in case 2 of the embodiment of the present invention are shown in FIG. 8 . Wherein, the speed and the reference signal of the speed coincide completely.

Figure 9 shows the flight track angle, attack angle and roll angle rate responses of the high-speed aircraft in the second case of the embodiment of the present invention.

The throttle setting input and the pitch angle input of the robust controller in case 2 of the embodiment of the present invention are shown in FIG. 10 .

A robust compensation control method for a high-speed aircraft provided in an embodiment of the present invention has the following advantages:

(1) Completely consider the parameter uncertainty involved in the high-speed aircraft model, nonlinear and coupled dynamics, the influence of unmodeled uncertainty and external atmospheric disturbance and other equivalent disturbances on the control system, and design robust control The controller enables robustness and optimal tracking performance to be achieved simultaneously under the influence of uncertain factors;

(2) Theoretical analysis and simulation together prove the effectiveness of the designed control method. At the same time, the robust controller successfully realizes the good tracking performance of the general high-speed aircraft in the velocity channel and the altitude channel under two typical complex flight missions;

(3) The present invention successfully solves the problem of robust optimal control of the current general high-speed aircraft longitudinal model under the influence of various uncertainties.

In yet another embodiment of the present invention, a high-speed aircraft is also provided, including a memory and a processor, the memory stores a computer program that can run on the processor, and it is characterized in that the processor When the computer program is executed, the steps of the above-mentioned robust compensation control method for high-speed aircraft are realized.

The computer program product of the robust compensation control method, device, and system for high-speed aircraft provided by the embodiments of the present invention includes a computer-readable storage medium storing program codes, and the instructions included in the program codes can be used to execute the preceding method embodiments The specific implementation of the method described in may refer to the method embodiments, and details are not repeated here.

Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working process of the above-described system and device can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

In addition, in the description of the embodiments of the present invention, unless otherwise specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , or integrally connected; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary, and it may be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present invention in specific situations.

If the functions described above are realized in the form of software function units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the essence of the technical solution of the present invention or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including Several instructions are used to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk and other media that can store program codes. .

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" etc. The indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, or in a specific orientation. construction and operation, therefore, should not be construed as limiting the invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and should not be construed as indicating or implying relative importance.

Finally, it should be noted that: the above-described embodiments are only specific implementations of the present invention, used to illustrate the technical solutions of the present invention, rather than limiting them, and the scope of protection of the present invention is not limited thereto, although referring to the foregoing The embodiment has described the present invention in detail, and those skilled in the art should understand that any person familiar with the technical field can still modify the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention Changes can be easily thought of, or equivalent replacements are made to some of the technical features; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the scope of the present invention within the scope of protection. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (10)

1. A robust compensation control method for high-speed aircraft, characterized in that it comprises: Obtain the flight parameters of the detected high-speed aircraft; The flight parameters are input to a robust controller comprising: an optimal controller for the desired tracking performance of the nominal system and a robust compensation for suppressing the effect of equivalent disturbances on the closed-loop control system device; Importing the optimal controller and the robust compensator into the preset longitudinal model of the high-speed aircraft to obtain the target control amount; The high-speed aircraft is controlled to fly according to the target control amount. 2. The method according to claim 1, wherein the flight parameters include: current flight speed, current flight altitude, track angle, angle of attack, pitch rate, moment of inertia, aerodynamic coefficient, lift, thrust, drag and pitching moments. 3. The method according to claim 2, wherein the target control quantity comprises: track angle, angle of attack, pitch rate, roll rate, and tracking error of altitude and speed. 4. method according to claim 3, is characterized in that, described high-speed aircraft longitudinal model is: <mrow><msub><mover><mi>e</mi><mo>&amp;CenterDot;</mo></mover><mi>i</mi></msub><mo>=</mo><msub><mi>A</mi><mi>i</mi></msub><msub><mi>e</mi><mi>i</mi></msub><mo>+</mo><msub><mi>B</mi><mi>i</mi></msub><msub><mi>u</mi><mi>i</mi></msub><mo>+</mo><msub><mi>q</mi><mi>i</mi></msub><mo>,</mo></mrow> y _i =C _i e _i ,i=V,h Among them, V is the speed, h is the height, r _V and r _h are the reference signals of speed and height respectively; y _V ＝Vr _V and y _h ＝hr _h are tracking errors; e _V1 =y _V , e _V2 =β, β is throttle setting; e _h1 = y _h ; e _h2 = γ, γ is the track angle; e _h3 = α, α is the angle of attack; e _h4 = p, p is the pitch rate; u _V ＝ β _c , β _c is the engine throttle control value; u _h ＝ δ _e , δ _e is the rudder deflection angle; q _V ＝[q _Vi ] _3×1 and q _h ＝[q _hi ] _4×1 are equivalent disturbances; <mrow><msub><mi>A</mi><mi>V</mi></msub><mo>=</mo><mfenced open = "[" close = "]"><mtable><mtr><mtd><mn>0</mn></mtd><mtd><msub><mi>a</mi><mrow><mi>V</mi><mn>1</mn></mrow></msub></mtd><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd><mtd><mn>1</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd>mtd><mtd><msub><mi>a</mi><mrow><mi>V</mi><mn>2</mn></mrow></msub></mtd><mtd><msub><mi>a</mi><mrow><mi>V</mi><mn>3</mn></mrow></msub></mtd></mtr></mtable></mfenced><mo>,</mo><msub><mi>B</mi><mi>V</mi></msub><mo>=</mo><mfenced open = "[" close = "]"><mtable><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><msub><mi>b</mi><mi>V</mi></msub></mtd></mtr></mtable></mfenced><mo>,</mo><msub><mi>C</mi><mi>V</mi></msub><mo>=</mo><msup><mfenced open = "[" close = "]"><mtable><mtr><mtd><mn>1</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr></mtable></mfenced><mi>T</mi></msup></mrow> <mrow><msub><mi>A</mi><mi>h</mi></msub><mo>=</mo><mfenced open = "[" close = "]"><mtable><mtr><mtd><mn>0</mn></mtd><mtd><msub><mi>a</mi><mrow><mi>h</mi><mn>1</mn></mrow></msub></mtd><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd><mtd><msub><mi>a</mi><mrow><mi>h</mi><mn>2</mn></mrow></msub></mtd><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd><mtd><mn>1</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd><mtd><mn>0</mn></mtd></mtr></mtable></mfenced><mo>,</mo><msub><mi>B</mi><mi>h</mi></msub><mo>=</mo><mfenced open = "[" close = "]"><mtable><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><msub><mi>b</mi><mi>h</mi></msub></mtd></mtr></mtable></mfenced><mo>,</mo><msub><mi>C</mi><mi>h</mi></msub><mo>=</mo><msup><mfenced open = "[" close = "]"><mtable><mtr><mtd><mn>1</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr><mtr><mtd><mn>0</mn></mtd></mtr></mtable></mfenced><mi>T</mi></msup></mrow> Among them, the superscript N is the nominal parameter, C _Tβ0 , C _Tβ2 and C _Me are aerodynamic coefficients; ρ, S, are density, reference area and average aerodynamic chord length; ζ _n and ω _n are damping ratio and natural angular frequency respectively; m is aircraft mass; I _yy is moment of inertia; T is thrust; <mrow><msub><mi>a</mi><mrow><mi>V</mi><mn>1</mn></mrow></msub><mo>=</mo><mn>0.5</mn><msup><mi>&amp;rho;</mi><mi>N</mi></msup><msubsup><mi>V</mi><mn>0</mn><mn>2</mn></msubsup><msup><mi>S</mi><mi>N</mi></msup><msubsup><mi>C</mi><mrow><mi>T</mi><mi>&amp;beta;</mi></mrow><mi>N</mi></msubsup><mo>/</mo><msup><mi>m</mi><mi>N</mi></msup><mo>,</mo><msub><mi>a</mi><mrow><mi>V</mi><mn>2</mn></mrow></msub><mo>=</mo><mo>-</mo><msup><mrow><mo>(</mo><msubsup><mi>&amp;omega;</mi><mi>n</mi><mi>N</mi></msubsup><mo>)</mo></mrow><mn>2</mn></msup><mo>,</mo><msub><mi>a</mi><mrow><mi>V</mi><mn>3</mn></mrow></msub><mo>=</mo><mo>-</mo><mn>2</mn><msubsup><mi>&amp;zeta;</mi><mi>n</mi><mi>N</mi></msubsup><msubsup><mi>&amp;omega;</mi><mi>n</mi><mi>N</mi></msubsup><mo>;</mo></mrow> a _h1 ＝V ₀ , a _h2 ＝T ₀ /m ^N /V ₀ , V ₀ is the initial speed, T ₀ is the initial thrust; <mrow><msub><mi>b</mi><mi>V</mi></msub><mo>=</mo><msup><mrow><mo>(</mo><msubsup><mi>&amp;omega;</mi><mi>n</mi><mi>N</mi></msubsup><mo>)</mo></mrow><mn>2</mn></msup><mo>,</mo><msub><mi>b</mi><mi>h</mi></msub><mo>=</mo><mn>0.5</mn><msup><mi>&amp;rho;</mi><mi>N</mi></msup><msubsup><mi>V</mi><mn>0</mn><mn>2</mn></msubsup><msup><mi>S</mi><mi>N</mi></msup><msup><mover><mi>c</mi><mo>&amp;OverBar;</mo></mover><mi>N</mi></msup><msubsup><mi>C</mi><mrow><mi>M</mi><mi>e</mi></mrow><mi>N</mi></msubsup><mo>/</mo><msubsup><mi>I</mi><mrow><mi>y</mi><mi>y</mi></mrow><mi>N</mi></msubsup><mo>.</mo></mrow> 5. method according to claim 4, is characterized in that, the control law of described robust controller is: <mrow><msub><mi>u</mi><mi>i</mi></msub><mo>=</mo><msubsup><mi>u</mi><mi>i</mi><mrow><mi>O</mi><mi>P</mi></mrow></msubsup><mo>+</mo><msubsup><mi>u</mi><mi>i</mi><mrow><mi>R</mi><mi>C</mi></mrow></msubsup><mo>,</mo><mi>i</mi><mo>=</mo><mi>V</mi><mo>,</mo><mi>h</mi></mrow> Among them, u _i ^OP is the control input of the optimal controller; u _i ^RC is the control input of the robust compensator. 6. The method of claim 5, wherein the control law of the optimal controller for the desired tracking performance of the nominal system is: <mrow><msubsup><mi>u</mi><mi>i</mi><mrow><mi>O</mi><mi>P</mi></mrow></msubsup><mo>=</mo><msub><mi>K</mi><mi>i</mi></msub><msub><mi>e</mi><mi>i</mi></msub><mo>,</mo><mi>i</mi><mo>=</mo><mi>V</mi><mo>,</mo><mi>h</mi></mrow> in, P _i is the equation The positive definite solution of , Q _i is a symmetric positive definite matrix. 7. The method according to claim 6, wherein the control law of the robust compensator for suppressing the impact of equivalent disturbance on the closed-loop control system is: <mrow><msubsup><mi>u</mi><mi>i</mi><mrow><mi>R</mi><mi>C</mi></mrow></msubsup><mrow><mo>(</mo><mi>s</mi><mo>)</mo></mrow><mo>=</mo><mo>-</mo><msup><mrow><mo>(</mo><mn>1</mn><mo>-</mo><msub><mi>F</mi><mi>i</mi></msub><mo>(</mo><mi>s</mi><mo>)</mo><mo>)</mo></mrow><mrow><mo>-</mo><mn>1</mn></mrow></msup><msub><mi>F</mi><mi>i</mi></msub><mrow><mo>(</mo><mi>s</mi><mo>)</mo></mrow><msubsup><mi>G</mi><mi>i</mi><mrow><mo>-</mo><mn>1</mn></mrow></msubsup><mrow><mo>(</mo><mi>s</mi><mo>)</mo></mrow><msub><mi>y</mi><mi>i</mi></msub><mrow><mo>(</mo><mi>s</mi><mo>)</mo></mrow><mo>,</mo><mi>i</mi><mo>=</mo><mi>V</mi><mo>,</mo><mi>h</mi></mrow> Among them, F _i (s) (i=V, h) is the function of the robust filter; G _i (s) (i=V, h) is the transfer function in the two channels; s is the Laplacian operator; A _iH is a Hervey matrix, A _iH =A _i +B _i K _i (i=V,h). 8. method according to claim 7, is characterized in that, the functional expression of described robust filter is: <mrow><msub><mi>F</mi><mi>V</mi></msub><mrow><mo>(</mo><mi>s</mi><mo>)</mo></mrow><mo>=</mo><mfrac><msubsup><mi>f</mi><mi>V</mi><mn>3</mn></msubsup><msup><mrow><mo>(</mo><mi>s</mi><mo>+</mo><msub><mi>f</mi><mi>V</mi></msub><mo>)</mo></mrow><mn>3</mn></msup></mfrac><mo>,</mo><msub><mi>F</mi><mi>h</mi></msub><mrow><mo>(</mo><mi>s</mi><mo>)</mo></mrow><mo>=</mo><mfrac><msubsup><mi>f</mi><mi>h</mi><mn>4</mn></msubsup><msup><mrow><mo>(</mo><mi>s</mi><mo>+</mo><msub><mi>f</mi><mi>h</mi></msub><mo>)</mo></mrow><mn>4</mn></msup></mfrac></mrow> Wherein, f _i (i=V, h) is a filtering parameter. 9. method according to claim 8, is characterized in that, the expression of the transfer function in described two channels is: G _i (s)=C _i (sI _i -A _iH ) ^-1 B _i ,i=V,h Among them, I _i is the identity matrix. 10. A high-speed aircraft, comprising a memory and a processor, wherein a computer program that can run on the processor is stored in the memory, it is characterized in that, when the processor executes the computer program, the above-mentioned claim 1 is realized The step of the method described in any one of to 9.