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

The robust compensation control method and high-speed aircraft of high-speed aircraft Download PDF

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CN107678284A
CN107678284A CN201711096512.2A CN201711096512A CN107678284A CN 107678284 A CN107678284 A CN 107678284A CN 201711096512 A CN201711096512 A CN 201711096512A CN 107678284 A CN107678284 A CN 107678284A
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刘昊
马腾
蔡国飙
刘德元
赵万兵
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Beihang University
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    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
    • G05B13/042—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a parameter or coefficient is automatically adjusted to optimise the performance

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Abstract

The invention provides the robust compensation control method and high-speed aircraft of a kind of high-speed aircraft, relates to high-speed aircraft control technology field, including：Obtain the flight parameter of the high-speed aircraft of detection；The flight parameter is inputted to robust controller, the robust controller includes：Optimal controller and the robust compensator that is influenceed for suppressing equivalent disturbance on closed-loop control system for the expectation tracking performance of nominal system；The optimal controller and the robust compensator are imported into the model of default high-speed aircraft longitudinal direction, obtain target control amount；High-speed aircraft is controlled according to the target control amount.The robust compensation control method and high-speed aircraft of a kind of high-speed aircraft provided by the invention, high-speed aircraft is controlled using the optimal controller and the robust compensator that is influenceed for suppressing equivalent disturbance on closed-loop control system for the expectation tracking performance for realizing nominal system, the tracking performance of high-speed aircraft can be improved.

Description

Robust compensation control method of 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 of a high-speed aircraft and the high-speed aircraft.
Background
High speed aircraft are key platforms for efficient access to near space and for instant global strikes. The design of the high-speed aircraft controller becomes extremely complex due to multiple factors of the high-speed aircraft dynamics, such as complexity of a control model, uncertainty of parameters, strong coupling, unmodeled property, nonlinearity, and external atmospheric disturbance.
In recent years, scholars at home and abroad make a lot of research on designing robust controllers of high-speed aircrafts, Parker et al realize height and speed tracking control of the high-speed aircrafts on the basis of nonlinear geometric control technology of approximate feedback linearization, Stengel et al design nonlinear inverse robust controllers on the basis of dynamic inversion, but Parker and Stengel et al do not make further theoretical discussion on the anti-interference capability of the aircrafts on multiple uncertainties. Wilcox et al implement an exponential tracking control model of an aircraft model under the parameters and input matrices of an uncertain state, but the effects of nonlinearity, coupling, unmodeled dynamics, etc. are not fully considered in stability analysis. Sigthorsson, Lind and the like design a linear variable parameter model of a high-speed aircraft, design a robust feedback controller for restraining the influence of different pneumatic parameters, and analyze the influence of parameter change on the dynamics of the aircraft, but the expected tracking performance of a closed-loop control system cannot be fully ensured under multiple uncertainties such as unmodeled dynamics and external interference.
In summary, the high-speed aircraft controller designed by the scholars at home and abroad does not completely consider the influence of multiple uncertainties on the aircraft, so that the expected tracking performance of the existing closed-loop control system is not fully ensured.
Disclosure of Invention
In view of the above, the present invention provides a robust compensation control method for a high-speed aircraft and the high-speed aircraft, so as to solve the technical problem that the tracking performance is poor because the existing high-speed aircraft controller does not consider the influence of multiple uncertainties on the aircraft.
In a first aspect, an embodiment of the present invention provides a robust compensation control method for a high-speed aircraft, including: acquiring the flight parameters of the detected high-speed aircraft;
inputting the flight parameter to a robust controller, the robust controller comprising: an optimal controller for a desired tracking performance of the nominal system and a robust compensator for suppressing the effect of equivalent disturbances on the closed-loop control system;
leading the optimal controller and the robust compensator into a preset high-speed aircraft longitudinal model to obtain a target control quantity;
and controlling the high-speed aircraft to fly according to the target control quantity.
With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where the flight parameter includes: current flight speed, current flight altitude, track angle, angle of attack, pitch rate, moment of inertia, aerodynamic coefficient, lift, thrust, drag and pitch moment.
With reference to the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the target control amount includes: track angle, angle of attack, pitch rate, roll rate, and tracking error in altitude and speed.
With reference to the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the high-speed aircraft longitudinal model is:
yi＝Ciei,i＝V,h
wherein V is velocity, h is height, rVAnd rhReference signals for speed and altitude, respectively;
yV＝V-rVand yh＝h-rhIs a tracking error;
eV＝[eVi]3×1，eV1＝yV，eV2＝β，β is throttle setting;
eh＝[ehi]4×1，eh1＝yh；eh2gamma is a track angle; e.g. of the typeh3α is angle of attack, eh4P is the pitch rate;
uV＝βc，βcis the engine throttle control value; u. ofh＝δe，δeIs a rudder deflection angle;
qV＝[qVi]3×1and q ish＝[qhi]4×1Is equivalent disturbance;
wherein the superscript N is a nominal parameter,CTβ0、CTβ2and CMeIs the aerodynamic coefficient; rho, S,Density, reference area and average aerodynamic chord length, respectively; zetan、ωnDamping ratio and natural angular frequency, respectively; m is the aircraft mass; i isyyIs the moment of inertia; t is thrust;
ah1＝V0，ah2＝T0/mN/V0，V0at an initial speed, T0Is the initial thrust;
with reference to the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, where a control law of the robust controller is:
wherein u isi OPA control input for an optimal controller; u. ofi RCIs the control input to the robust compensator.
With reference to the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where a control law of the optimal controller for the expected tracking performance of the nominal system is:
wherein,Piis an equationPositive definite solution of (2), QiIs a symmetric positive definite matrix.
With reference to the first aspect, an embodiment of the present invention provides a sixth possible implementation manner of the first aspect, where a control law of the robust compensator for suppressing an influence of the equivalent disturbance on the closed-loop control system is as follows:
wherein, Fi(s) (i ═ V, h) is a function of the robust filter; gi(s) (i ═ V, h) is the transfer function in both channels;
s is the laplace operator;
AiHis a Helvin matrix, AiH＝Ai+BiKi(i＝V,h)。
With reference to the first aspect, an embodiment of the present invention provides a seventh possible implementation manner of the first aspect, where a functional expression of the robust filter is:
wherein f isi(i ═ V, h) is a filter parameter.
With reference to the first aspect, an embodiment of the present invention provides an eighth possible implementation manner of the first aspect, where an expression of transfer functions in the two channels is:
Gi(s)＝Ci(sIi-AiH)-1Bi,i＝V,h
wherein, IiIs an identity matrix.
In a second aspect, the embodiments of the present invention further provide a high-speed aircraft, which includes a memory and a processor, where the memory stores a computer program that is executable on the processor, and the processor implements the steps of the method according to the first aspect when executing the computer program.
The embodiment of the invention has the following beneficial effects: the embodiment of the invention provides a robust compensation control method of a high-speed aircraft and the high-speed aircraft, wherein the tracking performance of the high-speed aircraft can be improved by controlling the high-speed aircraft by utilizing an optimal controller for realizing the expected tracking performance of a nominal system and a robust compensator for inhibiting the influence of equivalent disturbance on a closed-loop control system.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious 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 aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a robust compensation control method for a high-speed aircraft according to an embodiment of the present invention;
FIG. 2 is a general high speed aircraft longitudinal model developed by the NASA Lanli research center, USA, for use with the present invention;
FIG. 3 is a block diagram of a control system for a high speed aircraft in accordance with an 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 a graph of the speed and altitude response of a robust controller in case 1 of an embodiment of the present invention;
FIG. 6 is a graph of flight path angle, angle of attack, and roll rate responses for a high speed aircraft under scenario 1 of an embodiment of the present invention;
FIG. 7 is an input of robust controller in case 1 according to the embodiment of the present invention;
FIG. 8 illustrates the speed and altitude response of robust controller in case 2 according to the embodiment of the present invention;
FIG. 9 is a plot of flight path angle, angle of attack, and roll rate response for a high speed aircraft under scenario 2 of an embodiment of the present invention;
FIG. 10 is an input of robust controller in case 2 according to the embodiment of the present invention.
Icon:
11-an optimal controller; 12-robust compensator.
Detailed Description
To make the objects, 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 with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
At present, the existing high-speed aircraft controller does not consider the influence of multiple uncertainties on the aircraft, which results in poor tracking performance, and therefore, the robust compensation control method for the high-speed aircraft and the high-speed aircraft provided by the embodiment of the invention can control the high-speed aircraft by using the optimal controller for realizing the expected tracking performance of a nominal system and the robust compensator for inhibiting the influence of equivalent disturbance on a closed-loop control system, so that the tracking performance of the high-speed aircraft can be improved.
For the understanding of the embodiment, the robust compensation control method for a high-speed aircraft disclosed by the embodiment of the invention is first described in detail.
During the flight of a high-speed aircraft, various interference factors are generally influenced due to the complex flight environment. In order to achieve good tracking performance of high-speed aircraft, the high-speed aircraft needs to be controlled. In one example of the present invention, as shown in fig. 1, a robust compensation control method for a high-speed aircraft is provided, which includes the following steps.
And S101, acquiring the detected flight parameters of the high-speed aircraft.
In particular, flight parameters are detected using a sensor system in a high speed aircraft. 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, inputting the flight parameters to a robust controller, wherein the robust controller comprises: an optimal controller for the desired tracking performance of the nominal system and a robust compensator for suppressing the effect of equivalent disturbances on the closed loop control system.
S103, guiding the optimal controller and the robust compensator into a preset high-speed aircraft longitudinal model to obtain a target control quantity.
Specifically, the control laws of the optimal controller and the robust compensator are substituted into a mathematical function expression of the high-speed aircraft longitudinal model, and a target control quantity is obtained through calculation. Wherein the target control amount includes: track angle, attack angle, pitch rate, roll rate, and tracking error of altitude and speed.
And S104, controlling the high-speed aircraft to fly according to the target control quantity.
The embodiment of the invention provides a robust compensation control method of a high-speed aircraft, which can improve the tracking performance of the high-speed aircraft by utilizing an optimal controller for realizing the expected tracking performance of a nominal system and a robust compensator for inhibiting the influence of equivalent disturbance on a closed-loop control system to control the high-speed aircraft.
Illustratively, the robust controller of the embodiment of the present invention can be realized by the following steps:
1. a longitudinal control model developed by the NASA Lanli research center is selected and selected, and a general high-speed aircraft longitudinal model with centripetal acceleration terms is considered, as shown in FIG. 2. The longitudinal dynamics model of the high-speed aircraft is as follows:
wherein V is speed, h is altitude, gamma is track angle, α is attack angle, p is pitching rate, m is airplane mass, mu is gravitational constant, and I isyyIs the moment of inertia; r is h + re，reIs the radius of the earth; di(i ═ V, h, γ, α, p) for external atmospheric disturbances, L for lift, T for thrust, D for drag, M for dragyyIs the pitch moment.
Lift L, thrust T, resistance D, pitching moment MyyThe following equation is satisfied:
wherein the ratio of rho, S,respectively representing density, reference area and average aerodynamic chord length; cL,CT,CD,CMα,CMδe,CMpRespectively representing a lift coefficient, a thrust coefficient and a drag coefficient and an angle of attack coefficient, a yaw rate coefficient and a pitch rate coefficient, which satisfy the following equations:
wherein β denotes the engine throttle opening, δeIs the rudder deflection angle; cLα,CTβ0,CTβ1,CTβ2,CDα2,CDα,CD0,CMα2,CMα,Cα0,CMe,CMp2,CMpAnd Cp0Representing the aerodynamic coefficient, Δi(L, T1, T2, D, M α, δ e, Mp) represents unmodeled uncertainty.
Assuming that the unmodeled uncertainty satisfies the following inequality:
wherein, ξΔLα,ξΔLc,ξΔTβ,ξΔTc,ξΔDα2,ξΔDα1,ξΔMα2,ξΔMα1,ξΔDc,ξΔδeα,ξΔδec,ξΔMp2,ξΔMp1And ξΔMpcIs a normal number.
The engine dynamics of a high speed aircraft can be modeled with the following second order system:
wherein, βcIs the engine throttle control value, dβIs an external disturbance, ζn,ωnRespectively representing the damping ratio and the natural angular frequency.
Selecting speed V and height h as output, and using r respectivelyVAnd rhRepresenting their reference signals. Defining the tracking error as yV＝V-rVAnd yh＝h-rh. Let eV1＝yV,eV2＝β,eV＝[eVi]3×1,uV＝βc,eh1＝yh,eh2＝γ,eh3＝α,eh4＝p,uh＝δe,eh＝[ehi]4×1
Wherein the superscript N is a nominal parameter,
ah1＝V0，ah2＝T0/mN/V0，V0at an initial speed, T0Is the initial thrust;
then the longitudinal model of the high speed aircraft on the speed and altitude path can be rewritten as:
wherein q isV＝[qVi]3×1And q ish＝[qhi]4×1Specifically, the method includes: parameter uncertainty, non-linearity and coupling dynamics, unmodeled uncertainty and external atmospheric disturbances. The longitudinal model of the general high-speed aircraft is established in the above way.
2. And designing a robust controller according to a longitudinal model of the 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 two parts:
wherein u isi OPIs a control input of the optimal controller 11; u. ofi RCIs a control input to the robust compensator 12.
First, consider the following controller performance cost function:
q can be ignored for the optimal design of the nominal system controlleri(i ═ V, h), where Q isiIs a symmetric positive definite matrix. By solving the following Riccati equation:
a positive solution P can be obtainedi. The state feedback gain of the optimum controller 11 can be set byIt is given. The control law of the optimal controller 11, which can be found for a nominal system, is then as follows:
furthermore, a practical system containing equivalent disturbances is considered. Let AiH＝Ai+BiKi(i ═ V, h) is a helvetz matrix. Substituting the correlation formula can obtain:
let Gi(s) (i ═ V, h) denotes the transfer function in the two channels, the functional expression of which is
Gi(s)＝Ci(sIi-AiH)-1Bi,i＝V,h
Wherein, IiIs an identity matrix.
Thus, y in formula (9)iCan be written as:
the control law for constructing the robust compensator 12 is as follows:
wherein, Fi(s) (i ═ V, h) is a robust filter, whose expression is as follows:
if the robust filtering parameter fiWith a sufficiently large value for (i ═ V, h), a robust filter with a sufficiently wide bandwidth can be observed. In this case, FiThe gains of(s) (i ═ V, h) are each approximately 1, and thusThe influence of the equivalent interference can be suppressed. In fact, fi(i ═ V, h) need not be large enough, fLThere is a lower bound for any fiSatisfy fi≥fLThe effect of the equivalent interference can be limited.
However, because of qi(s) not available, robust compensator input in equation (11)Is not realizable. Then, replacing equation (10) with equation (8), the following control input of robust compensator 12 can be obtained:
as can be seen from the controller design process, the resulting controller is linear time invariant. Furthermore, although the aircraft model in equation (1) is non-linear and coupled, the designed controller is decoupled, i.e., the speed and altitude paths have independent controllers with their own state feedback.
3. Robust performance analysis of the robust controller proves that the tracking error of the control system can be converged to any given neighborhood near the origin in limited time, and the designed robust optimal control law is summarized into theorem and proved.
Let xV＝[xVi]3×1,xh＝[xhi]4×1And
wherein x isV1＝eV1,
xh1＝eh1，
Then, formula (8) can be used instead of formula (10) to obtain:
the equivalent perturbation is assumed to have the following bounded norm:
the closed-loop control system with strong tracking performance of the high-speed aircraft model designed by equations (2) to (5) and the robust optimal control laws designed by equations (7), (8) and (12) can be summarized as the following theorem.
Theorem: for a given initial state x (0) and any given constant epsilon, there is a positive constant TLAnd fLFor any fi≥fL(i ═ V, h) makes all states bounded, and the tracking error of speed and altitude satisfies
4. The tracking performance of the general high-speed aircraft closed-loop control system is simulated, and an aircraft nonlinear model is simulated aiming at flight tasks under two conditions of uncertain parameters, nonlinearity and coupling, unmodeled uncertainty and external atmospheric disturbance of the high-speed aircraft, so that the superiority of a robust control method is verified.
Case 1: regardless of the uncertainty, the high speed aircraft speed flies from the nominal speed of 15060 ft/sec to 15160 ft/sec, then decelerates again to the nominal value, and the task is repeated.
The speed and altitude response of the optimal controller in case 1 of the embodiment of the present invention is shown in fig. 4.
The speed and altitude response of the robust compensator 12 in case 1 of the present invention are shown in fig. 5, and the altitude reference signal and the altitude response are completely coincident.
The flight path angle, angle of attack and roll rate responses of a high speed aircraft under scenario 1 of the present invention are shown in fig. 6.
The throttle setting inputs of robust compensator 12 and optimal controller 11, and the pitch angle inputs of robust compensator 12 and optimal controller 11 for case 1 of the present invention are shown in fig. 7.
Case 2: introducing parameter uncertainty and external disturbances, the aircraft climbs from 110000 feet to 112000 feet from the nominal flight altitude and then falls back to 110000 feet high, while the aircraft speed also increases from 15060 feet/second to 15160 feet/second and then decelerates to the nominal speed.
The speed and height response of robust controller in case 2 of the embodiment of the present invention are shown in fig. 8. Wherein the velocity is completely coincident with the reference signal for the velocity.
The flight path angle, angle of attack and roll rate response of the high speed aircraft under condition 2 of the embodiment of the invention are shown in fig. 9.
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.
The robust compensation control method for the high-speed aircraft provided by the embodiment of the invention has the following advantages:
(1) the influence of parameter uncertainty, nonlinearity and coupling dynamics related to a high-speed aircraft model, non-modeling uncertainty, external atmospheric interference and other effective interference on a control system is completely considered, and the designed robust controller enables robustness and optimal tracking performance to be simultaneously realized under the influence of uncertainty factors;
(2) theoretical analysis and simulation jointly prove the effectiveness of the designed control method. Meanwhile, the robust controller successfully realizes the good tracking performance of the speed channel and the altitude channel of the general high-speed aircraft under two typical complex flight tasks;
(3) the method successfully solves the problem of robust optimal control of the longitudinal model of the current general high-speed aircraft under the influence of various uncertainties.
In yet another embodiment of the present invention, there is also provided a high-speed aircraft, including a memory, a processor, and a computer program stored in the memory and operable on the processor, wherein the processor implements the steps of the robust compensation control method for the high-speed aircraft when executing the computer program.
The robust compensation control method, apparatus and computer program product of the system for the high-speed aircraft provided by the embodiments of the present invention include a computer-readable storage medium storing program codes, where instructions included in the program codes may be used to execute the method described in the foregoing method embodiments, and specific implementation may refer to the method embodiments, and will not be described herein again.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing 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., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (10)

1. A robust compensation control method for a high speed aircraft, comprising:
acquiring the flight parameters of the detected high-speed aircraft;
inputting the flight parameter to a robust controller, the robust controller comprising: an optimal controller for a desired tracking performance of the nominal system and a robust compensator for suppressing the effect of equivalent disturbances on the closed-loop control system;
leading the optimal controller and the robust compensator into a preset high-speed aircraft longitudinal model to obtain a target control quantity;
and controlling the high-speed aircraft to fly according to the target control quantity.
2. The method of claim 1, wherein the flight parameters comprise: current flight speed, current flight altitude, track angle, angle of attack, pitch rate, moment of inertia, aerodynamic coefficient, lift, thrust, drag and pitch moment.
3. The method according to claim 2, wherein the target control amount includes: track angle, angle of attack, pitch rate, roll rate, and tracking error in altitude and speed.
4. The method of claim 3, wherein the 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>
yi＝Ciei,i＝V,h
wherein V is velocity, h is height, rVAnd rhReference signals for speed and altitude, respectively;
yV＝V-rVand yh＝h-rhIs a tracking error;
eV1＝yV，eV2＝β，β is throttle setting;
eh1＝yh；eh2gamma is a track angle; e.g. of the typeh3α is angle of attack, eh4P is the pitch rate;
uV＝βc，βcis the engine throttle control value; u. ofh＝δe，δeIs a rudder deflection angle;
qV＝[qVi]3×1and q ish＝[qhi]4×1Is equivalent disturbance;
<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> <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>
wherein the superscript N is a nominal parameter,CTβ0、CTβ2and CMeIs the aerodynamic coefficient; rho, S,Density, reference area and average aerodynamic chord length, respectively; zetan、ωnDamping ratio and natural angular frequency, respectively; m is the aircraft mass; i isyyIs the 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>
ah1＝V0，ah2＝T0/mN/V0，V0at an initial speed, T0Is 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. the method of claim 4, wherein the robust controller has a control law of:
<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>
wherein u isi OPA control input for an optimal controller; u. ofi RCIs the control input to the robust compensator.
6. The method of claim 5, wherein the optimal controller for the desired tracking performance of the nominal system has a control law of:
<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>
wherein,Piis an equationPositive definite solution of (2), QiIs a symmetric positive definite matrix.
7. The method of claim 6, wherein the control law of the robust compensator for suppressing the effect of the 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>
wherein, Fi(s) (i ═ V, h) is a function of the robust filter; gi(s) (i ═ V, h) is the transfer function in both channels;
s is the laplace operator;
AiHis a Helvin matrix, AiH＝Ai+BiKi(i＝V,h)。
8. The method of claim 7, wherein the robust filter is functionally expressed as:
<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 isi(i ═ V, h) is a filter parameter.
9. The method of claim 8, wherein the transfer function in the two channels is expressed as:
Gi(s)＝Ci(sIi-AiH)-1Bi,i＝V,h
wherein, IiIs an identity matrix.
10. A high speed aircraft comprising a memory, a processor, said memory having stored thereon a computer program operable on said processor, wherein said processor when executing said computer program implements the steps of the method of any of the preceding claims 1 to 9.
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