CN117250867A - Multi-mode vertical take-off and landing aircraft self-healing control method - Google Patents
Multi-mode vertical take-off and landing aircraft self-healing control method Download PDFInfo
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Abstract
The invention provides a self-healing control method of a multimode vertical take-off and landing aircraft, which comprises the steps of firstly establishing a dynamics model of the multimode vertical take-off and landing aircraft for high-speed flight containing model uncertainty, and establishing a system model of the multimode vertical take-off and landing aircraft taking the fault of an actuating mechanism and the model uncertainty into consideration; aiming at the problem of model uncertainty in transition control, a high-order self-adaptive sliding mode control module is designed to compensate the problem, a low-order dynamic control distribution module is designed, and a virtual control instruction generated by the high-order control module is received; and the problem of the fault of the actuating mechanism in the transition control is brought into the design range, a new high-order control module is constructed, and the comprehensive control performance of the whole system under the influence of the uncertainty of the model and the fault of the actuating mechanism is maintained.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicle control, in particular to a self-healing control method of a multimode vertical take-off and landing aircraft.
Background
In recent years, practical application of unmanned aerial vehicles in fields of monitoring and control, logistics transportation and the like is receiving more and more attention, wherein a multi-mode vertical take-off and landing aircraft in a rotor wing and fixed wing flight mode is becoming a focus of attention for development of novel aircrafts because the unmanned aerial vehicles have the advantages of being capable of taking off and landing vertically, hovering at fixed points, and being high in power efficiency and long in endurance time.
In the study of multimode vertical takeoff and landing aircraft, control problems have been one of the core problems, especially in transitional modes, which are increasingly evident due to the strong aerodynamic disturbances and parameter uncertainties. Although much research has been carried out on the problem of transition control for multimode vertical takeoff and landing aircraft, there are still the following technical problems to be solved:
firstly, the existing transition control technology for the multimode vertical take-off and landing aircraft only considers uncertain aerodynamic interference existing in a transition mode, but does not consider the condition of an actuator fault in the transition mode, and because of the uncertain parameter characteristics of the transition mode, if the actuator fault occurs in the transition mode, the conventional flight control method is difficult to overcome, so that the instability of a system is aggravated.
Secondly, the existing fault-tolerant control allocation schemes for coping with faults of the actuating mechanism generally need more accurate fault information, some schemes solve the fault-tolerant control problem by utilizing self-adaptive sliding mode control, but most schemes compensate control allocation errors by utilizing inherent robustness of the sliding mode control, and larger control buffeting can be caused in the transitional flight process of the multimode vertical take-off and landing aircraft.
In addition, the existing technical scheme of adopting the self-adaptive sliding mode control to compensate adverse effects caused by faults of an executing mechanism and uncertainty of a model usually utilizes a sliding mode variable to formulate the self-adaptive scheme so as to estimate uncertain control parameters, and when tracking error is non-zero, the control parameters are overestimated, control buffeting is caused, and the closed loop system is unstable.
Disclosure of Invention
In order to solve the problems existing in the prior art, particularly the problems occurring when the traditional self-adaptive sliding mode control is applied to the multimode vertical take-off and landing aircraft, the invention provides a self-healing control method of the multimode vertical take-off and landing aircraft.
The method specifically comprises the following steps:
step 1: establishing a dynamics model of the high-speed flight multimode vertical take-off and landing aircraft, wherein the dynamics model comprises model uncertainty;
step 2: constructing a multi-mode vertical take-off and landing aircraft system model considering the fault of an actuating mechanism and the uncertainty of the model;
step 3: aiming at the problem of model uncertainty in transition control of the multimode vertical take-off and landing aircraft, a high-order control module is designed to compensate the model uncertainty, so that a closed loop system keeps tracking performance under the fault and fault-free conditions, a low-order dynamic control distribution module is designed, and virtual control instructions generated by the high-order control module are received;
step 4: and (3) on the basis of the design of the step (3), taking the problem of the fault of the actuating mechanism in the transition control of the multimode vertical take-off and landing aircraft into a design range, constructing a new high-order control module, and keeping the comprehensive control performance of the whole system under the influence of the uncertainty of the model and the fault of the actuating mechanism.
Further, the multimode vertical take-off and landing aircraft comprises duck wings, a main rotor wing and a horizontal tail which are arranged at the front, middle and rear parts of the aircraft body, and an actuating mechanism comprising an elevator and a rudder, wherein the actuating mechanism adopts a redundant design; the head of the machine body is also provided with a propulsion propeller; in the helicopter mode, the main rotor is in a rotor flight mode, the altitude is controlled through the total moment, and the longitudinal and transverse heading control is performed through longitudinal periodic torque conversion; in the fixed wing mode, the main rotor wing is locked into a fixed wing, forward flying power is derived from the rotation of a propeller of the aircraft nose, the rolling and pitching motions of the aircraft are controlled by the elevator and the control surface on the duck wing together, and the yaw motion is controlled by the vertical rudder; in the transition mode of the two flight mode transitions, the actuators work together to achieve the desired movement state.
Further, in step 1, in the body coordinate systemThe established high-speed flight multimode vertical take-off and landing aircraft dynamics model containing the model uncertainty is as follows:
wherein the method comprises the steps ofRepresenting the edges produced by the main rotorA determined portion of the force of the shaft,representing edges produced by the fuselageA determined portion of the force of the shaft,representing edgesThe uncertain part of the force of the shaft,representing the edges produced by the main rotorA determined portion of the force of the shaft,representing edges produced by the fuselageA determined portion of the force of the shaft,representing edgesThe uncertain part of the force of the shaft,representing the edges produced by the main rotorA determined portion of the torque of the shaft,representing edges produced by the fuselageA determined portion of the torque of the shaft,representing edgesAn uncertain part of the torque of the shaft;representing along a body coordinate systemThe forward speed of the shaft is determined by,is thatIs used as a first derivative of (a),representing along a body coordinate systemThe vertical velocity of the shaft is such that,is thatIs used as a first derivative of (a),representing the pitch angle of the light,is thatIs used for the first derivative of (c),representing the pitch angle rate of the vehicle,representation of the coordinate system of the bodyThe moment of inertia of the shaft,the acceleration of the gravity is that,representing the mass of the body;representing the thrust generated by the nose pushing the propeller,representing the main rotor total moment control input,representing a longitudinal cyclic torque conversion control input generated by the main rotor,a control input representing the deflection of the duck wings,a control input representing the deflection of the elevator,representing the moment coefficients generated by the main rotor total moment control input,representing the torque coefficient generated by the longitudinal cyclic torque control input generated by the main rotor,represented by duck wingsThe control input of the deflection generates a moment coefficient,a torque coefficient generated by a control input representing elevator deflection.
Further, in step 2, the established multimode vertical takeoff and landing aircraft system model taking into consideration the fault of the actuator and the uncertainty of the model is as follows:
wherein i=1, 2,3,andas the state quantity, the current state quantity,，，representation ofIs used to determine the (i) th component of the (c),representation ofIs used to determine the (i) th component of the (c),representation ofIs used as a first derivative of (a),representation ofIs the first derivative of (a);is the control input of the actuating mechanism;andrepresenting the determined portion of the ith system model,represent the firstAn uncertainty in the individual system model;for the virtual control quantity, the control quantity,represents v thA component of (a)For virtual control in the forward motion system model,for virtual control in the vertical motion system model,virtual control quantity in a pitching motion system model;is the firstControl efficiency matrix in individual system model, representing control inputs to actuatorsFor state quantityIs effective in (1);is a diagonal matrix representing the operating performance of the actuator,representing the first of the diagonal matrixThe actuators corresponding to the diagonal elements work normallyThen represent the firstThe actuating mechanism corresponding to each diagonal element has a certain degree of faults.
Further, the method comprises the steps of,
the forward motion system model comprises the following parts:
the vertical motion system model comprises the following parts:
the pitching motion system model comprises the following parts:
here is adoptedAs a means ofIn the shorthand of (c) is,as a means ofIn the shorthand of (c) is,as a means ofI=1, 2,3.
Further, the specific process of the step 3 is as follows:
first, according to the state quantity in the step 2 system model，In the first placeIn a system model, usingRepresenting the desired input of the state quantity, obtaining the tracking error of the state quantityIs that
To be used forAndrepresenting the control gain, and usingRepresenting an initial time constant byThe value representing the state quantity at the initial time is designed to obtain the desired slide surface in the following form：
Deriving the above formula to obtain
Then, designing a compensation term for model uncertainty to makeObtaining
Further obtaining a virtual control instruction for adaptively compensating the uncertainty part of the model
Here is adoptedAs a means ofIn the shorthand of (c) is,as a means ofIs abbreviated as (1);
in addition, robust feedback virtual control instructions are designed to ensure slip-form motionIs that
In the method, in the process of the invention,indicating that the gain of the adaptive control is,representing the thickness, saturation function of the sliding mode boundary layerIs expressed as (1)
To be used forRepresentation ofFurther, the virtual control quantity of the higher-order control module is obtained as follows
At the same time useRepresenting the algebraic distance of the current slip plane from the boundary layer,positive parameters representing the control adaptation rate, then the estimateIs designed as an adaptive law of
Finally, a low-order dynamic control distribution module is designed: adopting a secondary optimization method to distribute the virtual control quantity to the available redundant execution mechanisms; wherein the dynamic control allocation policy is expressed as
In the method, in the process of the invention,representing an actual control input;representing a desired steady state control input;representing a control efficacy matrix;、andIs a weight matrix;the two-dimensional euclidean distance is represented,andrespectively representing a controllable lower limit and an upper limit of the actuating mechanism;representing the calculated sampling time of the sample,representing a collection that satisfies the constraint.
Further, the specific process of step 4 is as follows:
when there is an actuator failure, diagonal matrix in the nonlinear system model established in step 2As a non-uniform matrix, in the firstIn the individual system model, the virtual control amount will be representedIs rewritten as the formula of (2)
In the method, in the process of the invention,is a consistency matrix, then let，And is used in combinationRepresenting the desired virtual control command of the higher-order control module, the nonlinear system equation is re-expressed as
Assume thatToRepresentation ofThen the system equation is rewritten as
By adaptively adjusting parametersThe high-order control module generates more virtual control instructions to compensate adverse effects caused by faults of the executing mechanism, so that the original tracking performance of the system is maintained;
parameters are setEstimated parameters of the design control strategy in step 3Combining, adopting the same sliding mode surface design as in the step 3 to obtain the virtual control quantity at the moment as follows
Wherein the method comprises the steps of
Updating parametersAndthe adaptive law of (2) is expressed as
Wherein the method comprises the steps ofAndis a positive parameter for controlling the adaptive law.
Advantageous effects
The invention provides a self-healing control method of a multimode vertical take-off and landing aircraft, which has the following advantages compared with the prior art:
the self-adaptive control strategy capable of adapting to faults of various execution mechanisms is from the point of closed-loop control, accurate fault information is not needed, and control parameters can be adjusted in real time, so that virtual control errors can be effectively compensated to ensure tracking performance of a system, and control distribution signals can be redistributed to redundant execution mechanisms;
the proposed control strategy can compensate the fault of the executing mechanism by combining the self-adaptive control parameters in the continuous and discontinuous control parts, thereby reducing the use of the discontinuous control part in the sliding mode control, solving the problem that the control parameters are overestimated and avoiding control buffeting;
the control strategy provided can compensate the fault of the actuating mechanism of the multimode vertical take-off and landing aircraft and the uncertainty of the model at the same time, does not need to know the uncertainty of the model exactly, and effectively ensures the stability of a closed loop system.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a flow chart of the method of the present invention.
Fig. 2 is a block diagram of the control law structure of the present invention.
FIG. 3 is a graph comparing pitch tracking curves under the influence of actuator faults and model uncertainties in an embodiment of the present invention.
FIG. 4 is a graph comparing pitch tracking curves under the influence of actuator faults and model uncertainties in an embodiment of the present invention.
FIG. 5 is a graph comparing longitudinal cycle torque curves under the influence of actuator faults and model uncertainties in an embodiment of the present invention.
FIG. 6 is a graph comparing control command curves of control surfaces of duckfins under the influence of faults of an actuating mechanism and uncertainty of a model according to an embodiment of the invention.
FIG. 7 is a graph showing the variation of adaptive parameters according to an embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the invention is exemplary and intended to be illustrative of the invention and not to be construed as limiting the invention.
Aiming at the problem that faults of an actuating mechanism and uncertainty of a model are considered in transition control of the multimode vertical take-off and landing aircraft, the embodiment provides a self-healing control method of the multimode vertical take-off and landing aircraft, which specifically comprises the following steps:
step 1: and establishing a dynamics model of the high-speed flight multimode vertical take-off and landing aircraft containing model uncertainty.
The multi-mode vertical take-off and landing aircraft considered in the invention comprises a duck wing, a motor-driven main rotor wing, a horizontal tail and corresponding control actuating mechanisms such as an elevator, a rudder and the like which are arranged at the front, middle and rear parts of a fuselage, wherein the control actuating mechanisms adopt redundant designs, a propulsion propeller is arranged at the head part of the fuselage, and the change of the flight mode of the aircraft is mainly determined by the state of the main rotor wing. In the helicopter mode, the multimode vertical take-off and landing aircraft works in a similar way to a single-rotor helicopter, the main rotor is in a rotor flight mode, the altitude is controlled by the total moment, the longitudinal and transverse heading control is performed by longitudinal periodic torque conversion, and the screw propeller of the nose does not work in the mode; in the fixed wing mode, the main rotor wing is locked into a fixed wing, at the moment, the front flying power mainly comes from the rotation of a propeller of a nose, the rolling and pitching motions of the aircraft are jointly controlled by an elevator and a control surface on a duck wing, and the yaw motion is controlled by a vertical rudder; in the transition mode of the two flight modes, the control surfaces in the two modes work together to achieve the desired motion state.
To be used forRepresenting the body coordinate system and assuming the origin of the coordinate systemCoinciding with the centre of gravity of the aircraft,a shaft is a coordinate axis along the longitudinal axis of the aircraft,the axis is a coordinate axis perpendicular to the longitudinal plane of the aircraft,the axis satisfies the right rule; and since the angle change of the aircraft is small in the transitional flight process, the reasonable assumption that the angular velocity is the same as the angle change rate can be made, and the dynamics equation can be expressed as
In the method, in the process of the invention,representing three axes along the body coordinate systemA shaft(s),Shaft and method for manufacturing the sameThe axis) of the motor vehicle,𝜙,𝜃,𝜓respectively represent roll angle, pitch angle and yaw angle, p, q and r respectively represent roll, pitch and yaw angular velocity,, respectively represent the three-axis moment of inertia about the body coordinate system,represents the product of inertia, m represents the mass of the machine body, g is the gravitational acceleration, , representing the resultant force along the axis of the body,, , representing the resultant moment along the axis of the body.
To further simplify the design, we focus onConsidering longitudinal control of aircraft, i.e. reasonable assumptionsAnd is also provided withThe uncertainty of the model is then introduced, and the resultant force and resultant moment mainly considered are expressed as
In the method, in the process of the invention,representing the edges produced by the main rotorA determined portion of the force of the shaft,representing edges produced by the fuselageA determined portion of the force of the shaft,representing edgesAn uncertain part of the forces of the shaft (such as the interference forces generated by the mutual interference between the main rotor, the fuselage and the horizontal tail),representing the edges produced by the main rotorA determined portion of the force of the shaft,representing edges produced by the fuselageA determined portion of the force of the shaft,representing edgesAn uncertain part of the forces of the shaft (such as the interference forces generated by the mutual interference between the main rotor, the fuselage and the horizontal tail),representing the edges produced by the main rotorA determined portion of the torque of the shaft,representing edges produced by the fuselageA determined portion of the torque of the shaft,representing edgesAn uncertain part of the torque of the shaft (such as interference torque generated by mutual interference among a main rotor, a fuselage and a horizontal tail). Therefore, the dynamics model of the high-speed flight multimode vertical take-off and landing aircraft can be further obtained as
In the method, in the process of the invention,representing the thrust generated by the nose pushing the propeller,representing the main rotor total moment control input,representing a longitudinal cyclic torque conversion control input generated by the main rotor,a control input representing the deflection of the duck wings,a control input representing the deflection of the elevator,representing the torque coefficient generated by the main rotor total torque control input,representing the torque coefficient generated by the longitudinal cyclic torque control input generated by the main rotor,a moment coefficient generated by a control input representing the deflection of the duck wings,a torque coefficient generated by a control input representing elevator deflection.
Step 2: constructing a multi-mode vertical take-off and landing aircraft system model considering the faults of an actuating mechanism and the uncertainty of the model, and completing the preparation work of the subsequent control strategy design:
designing a multimode vertical takeoff and landing aircraft system model taking into consideration actuator faults and model uncertainties as
Wherein i=1, 2,3,andas the state quantity, the current state quantity,，，representation ofIs used to determine the (i) th component of the (c),representation ofIs used to determine the (i) th component of the (c),representation ofIs used as a first derivative of (a),representation ofIs the first derivative of (a);is the control input of the actuating mechanism;andrepresenting the determined portion of the ith system model,representing an uncertainty in the ith system model;for the virtual control quantity, the control quantity,represents v thA component of (a)For virtual control in the forward motion system model,for virtual control in the vertical motion system model,virtual control quantity in a pitching motion system model;is the firstControl efficiency matrix in individual system model, representing control inputs to actuatorsFor state quantityIs effective in (1);is a diagonal matrix representing the operating performance of the actuator,indicating that the actuator corresponding to the j-th diagonal element in the diagonal matrix works normallyAnd indicating that the actuating mechanism corresponding to the j-th diagonal element has a certain degree of fault.
The final dynamic model established in the step 1 is combined to obtain a specific equation of each sub-model, and each part in the forward motion system model is as follows:
the vertical motion system model comprises the following parts:
the pitching motion system model comprises the following parts:
here is adoptedAs a means ofIn the shorthand of (c) is,as a means ofIn the shorthand of (c) is,as a means ofI=1, 2,3.
The control allocation problem in the transition stage is to allocate the virtual control quantity to the redundant actuator based on the control efficiency matrix of the actuator, that isIn the case of (a) meeting the control allocation requirement。
Step 3: aiming at the problem of model uncertainty in transition control of the multimode vertical take-off and landing aircraft, a high-order control module is designed to compensate the model uncertainty, so that the tracking performance of a closed-loop system under the fault and fault-free conditions is ensured, and a low-order dynamic control distribution module is designed to receive a virtual control instruction generated by the high-order control module;
firstly, according to the process of establishing the system model in the step 2, the state quantities in the model can be obtained as follows，In the ith system model, useRepresenting the desired input of the state quantity, obtaining the tracking error of the state quantityIs that
To be used forAndrepresenting the control gain, and usingRepresenting an initial time constant byThe value representing the state quantity at the initial time is designed to obtain the desired slide surface in the following form：
The above-mentioned derivation can be obtained
Then, designing a compensation term for model uncertainty to makeObtaining
Further obtaining a virtual control instruction for adaptively compensating the uncertainty part of the model
Here is adoptedAs a means ofIn the shorthand of (c) is,as a means ofIs abbreviated as (1);
in addition, robust feedback virtual control instructions are designed to ensure slip-form motionIs that
In the method, in the process of the invention,indicating that the gain of the adaptive control is,representing the thickness, saturation function of the sliding mode boundary layerIs expressed as (1)
Representation ofFurther, the virtual control quantity of the higher-order control module is obtained as follows
At the same time useRepresenting the algebraic distance of the current slip plane from the boundary layer,positive parameters representing the control adaptation rate, then the estimateIs designed as an adaptive law of
Finally, a low-order dynamic control distribution module is designed: adopting a secondary optimization method to distribute the virtual control quantity to the available redundant execution mechanisms; wherein the dynamic control allocation policy is expressed as
In the method, in the process of the invention,representing the actual control input as a vector of 5 rows and 1 column;representing the desired steady state control input as a 5 row 1 column vector;representing the control efficiency matrix as a 3 row 5 column matrix;, a weight matrix of 1 row and 5 columns,a weight matrix of 1 row and 3 columns;the two-dimensional euclidean distance is represented,andrespectively representing a controllable lower limit and an upper limit of the actuating mechanism;representing the calculated sampling time of the sample,representing a collection that satisfies the constraint.
Step 4: on the basis of the design of the step 3, the problem of the fault of the actuating mechanism in the transition control of the multimode vertical take-off and landing aircraft is taken into consideration, and a new high-order control module is designed to keep the comprehensive control performance of the whole system under the influence of the uncertainty of the model and the fault of the actuating mechanism.
When there is an actuator failure, diagonal matrix in the nonlinear system model established in step 2As a non-uniform matrix, in the firstIn the individual system model, the virtual control amount will be representedIs rewritten as the formula of (2)
In the method, in the process of the invention,is a consistency matrix, then let，And is used in combinationRepresenting the desired virtual control command of the higher-order control module, the nonlinear system equation is re-expressed as
Because the control distribution module does not obtain accurate fault information when the actuating mechanism is in fault, virtual control errors existThus reducing the tracking performance of the whole system and even making the system unstable, and thus requiring the redesign of the higher-order control module in the event of a failure, i.e. the adaptive adjustment of parametersTo eliminate the error, thus assumeToRepresentation ofThe system equation is rewritten as
At this time, the parameters are adjusted adaptivelyThe higher-order control module can generate more virtual control instructions to compensate adverse effects caused by faults of the execution mechanism, and the original tracking performance of the system is maintained.
Then, in order to make more full use of the continuous and discontinuous portions of the adaptive sliding mode control, the estimated parameters thereof are setEstimated parameters of the design control strategy in step 3Combining, adopting the same sliding mode surface design as in the step 3, and obtaining the virtual control instruction at the moment as
Wherein the method comprises the steps of
Updating parametersAndthe adaptive law of (2) can be expressed as
Wherein the method comprises the steps ofAndis a positive parameter for controlling the adaptive law.
The realization steps of the complete mode vertical take-off and landing aircraft self-healing control method are given, and the specific verification results are given below:
when the multimode vertical take-off and landing aircraft is in a hovering mode, the forward speed of the aircraft is increased to enable the aircraft to be converted from a helicopter mode to a fixed wing mode, 80% of effectiveness of an elevator is lost when simulation time is 30s, and a control surface clamping stagnation of-5 degrees is added to a duck wing.
As can be seen from the comparison result in fig. 3, in the process of increasing the forward flying speed, the conventional adaptive sliding mode control strategy and the common sliding mode control strategy can track the pitch control command, but there is a tracking error, while the adaptive fault-tolerant control strategy adopted in the method can maintain the required pitch motion performance by adaptively adjusting the control parameters, and the change of the adaptive parameters is shown in fig. 7.
When t=30s is injected into a fault, the elevator deflection angle, the longitudinal period torque conversion and the duck wing control surface deflection angle of the multimode vertical take-off and landing aircraft are all increased to offset the influence caused by the efficiency loss of the actuating mechanism. At this time, it can be observed from fig. 4 that a large tracking error occurs in the pitch angle under the normal sliding mode control strategy, and a tracking error of about 0.2 degrees also occurs in the pitch angle tracking under the conventional adaptive sliding mode control strategy. It can be observed from fig. 4 to fig. 6 that in this case, the oscillation of the control surface occurs in the conventional adaptive control strategy due to the problem of overestimation of the parameters of the conventional adaptive control strategy, which is very easy to cause instability and even crash of the aircraft in actual flight. The adaptive fault-tolerant control strategy adopted in the method can correspondingly increase the adaptive parameters shown in fig. 7 when the rudder lifting efficiency is reduced and the rudder surface of the duck wings is blocked, keep accurate pitch angle tracking as shown in fig. 3, and avoid oscillation of control instructions of the rudder surface as shown in fig. 4-6.
Therefore, the simulation result can be integrated to obtain the self-healing control method of the multimode vertical take-off and landing aircraft, the comprehensive performance of the self-healing control method is superior to that of the traditional self-adapting control and the common sliding mode control, the self-adapting fault-tolerant control strategy involved in the high-order control module can dynamically adjust the self-adapting parameters under the influence of the faults of the actuating mechanism and the uncertainty of the model, the tracking performance of the system is kept, the occurrence of the control buffeting phenomenon is avoided, the low-order dynamic control distribution module can receive the virtual control input signal generated by the high-order control module and distribute the virtual control input signal to the available redundant actuating mechanism, and finally, the method obviously improves the transitional control effect of the multimode vertical take-off and landing aircraft under the influence of the faults of the actuating mechanism and the uncertainty of the model, and ensures the flight reliability and safety of the multimode vertical take-off and landing aircraft.
Although embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives, and variations may be made in the above embodiments by those skilled in the art without departing from the spirit and principles of the invention.
Claims (7)
1. A self-healing control method of a multimode vertical take-off and landing aircraft is characterized by comprising the following steps of: the method comprises the following steps:
step 1: establishing a dynamics model of the high-speed flight multimode vertical take-off and landing aircraft, wherein the dynamics model comprises model uncertainty;
step 2: constructing a multi-mode vertical take-off and landing aircraft system model considering the fault of an actuating mechanism and the uncertainty of the model;
step 3: aiming at the problem of model uncertainty in transition control of the multimode vertical take-off and landing aircraft, a high-order control module is designed to compensate the model uncertainty, so that a closed loop system keeps tracking performance under the fault and fault-free conditions, a low-order dynamic control distribution module is designed, and virtual control instructions generated by the high-order control module are received;
step 4: and (3) on the basis of the design of the step (3), taking the problem of the fault of the actuating mechanism in the transition control of the multimode vertical take-off and landing aircraft into a design range, constructing a new high-order control module, and keeping the comprehensive control performance of the whole system under the influence of the uncertainty of the model and the fault of the actuating mechanism.
2. The multi-mode vertical take-off and landing aircraft self-healing control method according to claim 1, wherein the method comprises the following steps: the multimode vertical take-off and landing aircraft comprises a duck wing, a main rotor wing, a horizontal tail and an actuating mechanism comprising an elevator and a rudder, wherein the duck wing, the main rotor wing and the horizontal tail are arranged at the front, middle and rear parts of the aircraft body; the head of the machine body is also provided with a propulsion propeller; in the helicopter mode, the main rotor is in a rotor flight mode, the altitude is controlled through the total moment, and the longitudinal and transverse heading control is performed through longitudinal periodic torque conversion; in the fixed wing mode, the main rotor wing is locked into a fixed wing, forward flying power is derived from the rotation of a propeller of the aircraft nose, the rolling and pitching motions of the aircraft are controlled by the elevator and the control surface on the duck wing together, and the yaw motion is controlled by the vertical rudder; in the transition mode of the two flight mode transitions, the actuators work together to achieve the desired movement state.
3. A multi-mode vertical takeoff and landing aircraft self-healing control method according to claim 1 or 2, wherein: in step 1, in the body coordinate systemThe established high-speed flight multimode vertical take-off and landing aircraft dynamics model containing the model uncertainty is as follows:
wherein the method comprises the steps ofRepresenting the edge produced by the main rotor +.>A defined part of the force of the shaft, < >>Representing the edge produced by the fuselage ∈ ->A defined part of the force of the shaft, < >>Representing edge->Uncertainty of the force of the shaft, +.>Representing the edge produced by the main rotor +.>A defined part of the force of the shaft, < >>Representing the edge produced by the fuselage ∈ ->A defined part of the force of the shaft, < >>Representing edge->Uncertainty of the force of the shaft, +.>Representing the edge produced by the main rotor +.>A determined portion of the torque of the shaft,representing the edge produced by the fuselage ∈ ->A defined part of the torque of the shaft,/>Representing edge->An uncertain part of the torque of the shaft; />Representing>The forward speed of the shaft is determined by,/>is->First derivative of>Representing>Vertical speed of shaft->Is->First derivative of>Represents pitch angle, +.>Is->Second derivative of>Represents pitch angle rate>Representation about the body coordinate system->Axle moment of inertia>Acceleration of gravity, ++>Representing the mass of the body; />Representing the thrust produced by the propulsive propeller of the handpiece, < >>Representing the main rotor total moment control input, +.>A longitudinal cyclic torque conversion control input indicative of main rotor production, < >>Control input representing duck wing deflection, +.>Control input representing elevator deflection, +.>Representing the moment coefficient generated by the main rotor total moment control input,/->Representing the torque coefficient generated by the longitudinal cyclic torque control input generated by the main rotor, < >>Representing the moment coefficient generated by the control input of the duck wing deflection,/->A torque coefficient generated by a control input representing elevator deflection.
4. A multi-mode vertical take-off and landing aircraft self-healing control method according to claim 3, wherein: in step 2, the established multimode vertical takeoff and landing aircraft system model taking the faults of the actuating mechanism and the uncertainty of the model into consideration is as follows:
wherein i=1, 2,3,and->For the state quantity->，/>Representation->I-th component of>Representation->I-th component of>Representation->First derivative of>Representation->Is the first derivative of (a);is the control input of the actuating mechanism; />And->Representing the determined part in the ith system model, a->Indicate->An uncertainty in the individual system model; />For virtual control quantity, ++>Represents the>Component(s), wherein->For virtual control in forward motion system model,/-for>For virtual control in the vertical movement system model, < +.>Virtual control quantity in a pitching motion system model; />Is->Control efficacy matrix in individual system model, representing control input of actuator +.>For state quantity->Is effective in (1);is a diagonal matrix representing the operating performance of the actuator, < >>Representing the +.>The actuators corresponding to the diagonal elements work normally, while +.>Then indicate +.>The actuating mechanism corresponding to each diagonal element has a certain degree of faults.
5. The multi-mode vertical take-off and landing aircraft self-healing control method according to claim 4, wherein the method comprises the following steps: the forward motion system model comprises the following parts:
the vertical motion system model comprises the following parts:
the pitching motion system model comprises the following parts:
here is adoptedAs->Shorthand for->As->Shorthand for->As->I=1, 2,3.
6. The multi-mode vertical take-off and landing aircraft self-healing control method according to claim 4, wherein the method comprises the following steps: the specific process of the step 3 is as follows:
first, according to the state quantity in the step 2 system model ，/>In->In the individual system model, use->Representing the desired input of the state quantity, the tracking error of the state quantity is obtained +.>Is that
To be used forAnd->Represents the control gain and uses ∈ ->Represents the initial time constant, in->The value representing the state quantity at the initial moment is designed to give the desired slide surface +.>：
Deriving the above formula to obtain
Then, designing a compensation term for model uncertainty to makeObtaining
Further obtaining a virtual control instruction for adaptively compensating the uncertainty part of the model
Here is adoptedAs->Shorthand for->As->Is abbreviated as (1);
in addition, robust feedback virtual control instructions are designed to ensure slip-form motionIs that
In the method, in the process of the invention,representing adaptive control gain,/->Representing the thickness of the sliding mode boundary layer, saturation function +.>Is of the form of (a)Represented as
To be used forRepresentation->Further, the virtual control quantity of the higher-order control module is obtained as follows
At the same time useRepresenting algebraic distance of current sliding surface from boundary layer,/>A positive parameter representing the control adaptation rate, then the estimate +.>Is designed as an adaptive law of
Finally, a low-order dynamic control distribution module is designed: adopting a secondary optimization method to distribute the virtual control quantity to the available redundant execution mechanisms; wherein the dynamic control allocation policy is expressed as
In the method, in the process of the invention,representing an actual control input; />Representing a desired steady state control input; />Representing a control efficacy matrix; />、/>And +.>Is a weight matrix; />Representing a two-dimensional Euclidean distance>And->Respectively representing a controllable lower limit and an upper limit of the actuating mechanism; />Representing the calculated sampling time, +.>Representing a collection that satisfies the constraint.
7. The multi-mode vertical take-off and landing aircraft self-healing control method according to claim 6, wherein: the specific process of the step 4 is as follows:
when there is an actuator failure, diagonal matrix in the nonlinear system model established in step 2Is a non-uniform matrix at +.>In the individual system model, the virtual control quantity is to be represented +.>Is rewritten as the formula of (2)
In the method, in the process of the invention,is a consistency matrix, then let +.>，/>Use->Representing the desired virtual control command of the higher-order control module, the nonlinear system equation is re-expressed as
Assume thatTo->Representation->Then the system equation is rewritten as
By adaptively adjusting parametersThe high-order control module generates more virtual control instructions to compensate adverse effects caused by faults of the executing mechanism, so that the original tracking performance of the system is maintained;
parameters are setEstimated parameters of the design control strategy in step 3 +.>Combining, adopting the same sliding mode surface design as in the step 3 to obtain the virtual control quantity at the moment as follows
Wherein the method comprises the steps of
Updating parametersAnd->The adaptive law of (2) is expressed as
Wherein the method comprises the steps ofAnd->Is a positive parameter for controlling the adaptive law.
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