A quantitative preset performance control method for waverider aircraft

Abstract

A quantitative preset performance control method for a waverider aircraft comprises the following steps: constructing a motion model of the waverider aircraft, including a velocity subsystem motion model and an altitude subsystem motion model; introducing a fuzzy system to estimate the system function of the velocity subsystem; constructing a first performance function for the velocity subsystem tracking error; performing envelope constraints on the velocity subsystem tracking error based on the first performance function; defining a conversion error of the velocity subsystem tracking error, and constructing a control input for the velocity subsystem; constructing a second performance function for the altitude subsystem tracking error; performing envelope constraints on the altitude subsystem tracking error based on the second performance function; defining a conversion error and a track angle error function of the altitude subsystem tracking error; introducing a fuzzy system to estimate the system function and gain function of the altitude subsystem; constructing a control input for the altitude subsystem; and tracking and controlling the waverider aircraft using the velocity subsystem motion model and the altitude subsystem motion model.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft control, and in particular relates to a quantitative preset performance control method for a waverider aircraft. Background Art

[0002] Waverider Vehicle (WV) performs large maneuvering flights in near space, and has extremely high requirements for the dynamic performance and steady-state accuracy of its control system. The Prescribed Performance Control (PPC) method can ensure that the WV control system has the desired dynamic performance and steady-state accuracy, such as the Prescribed Performance Control method for hypersonic aircraft disclosed in the Chinese invention patent application with application number 2021110210608, but this method can only perform qualitative design for preset performance such as overshoot, convergence time and steady-state error, and cannot perform quantitative design. In actual engineering applications, the dynamic performance and steady-state performance of the WV control system are usually quantitatively designed according to requirements, so this method has poor engineering practicality and low operability. Summary of the invention

[0003] The purpose of the present invention is to provide a quantitative preset performance control method for a waverider aircraft, which can quantitatively design preset performances such as overshoot of tracking error, convergence time, steady-state error, etc., thereby improving the engineering practicability of the preset performance control method.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] A quantitative preset performance control method for a waverider aircraft comprises the following steps:

[0006] S1. Constructing a motion model of the waverider aircraft, wherein the motion model of the waverider aircraft includes a velocity subsystem motion model and an altitude subsystem motion model;

[0007] S2, introduce the fuzzy system to estimate the system function of the speed subsystem;

[0008] S3, constructing a first performance function for the speed subsystem tracking error;

[0009] S4, performing envelope constraint on the speed subsystem tracking error based on the first performance function;

[0010] S5, constructing a control input of the speed subsystem according to a conversion error of the speed subsystem tracking error;

[0011] S6, constructing a second performance function for the altitude subsystem tracking error;

[0012] S7, performing envelope constraint on the altitude subsystem tracking error based on the second performance function;

[0013] S8, constructing a track angle error function;

[0014] S9, introducing a fuzzy system to estimate the system function and gain function of the height subsystem;

[0015] S10, constructing the control input of the height subsystem;

[0016] S11. After determining the system function of the speed subsystem, the system function and gain function of the altitude subsystem, and the control inputs of the speed subsystem and the altitude subsystem, the speed subsystem motion model and the altitude subsystem motion model are used to track and control the waverider aircraft.

[0017] In the above method, optionally, in step S1, the motion model of the speed subsystem is:

[0018] In the formula is the first-order derivative of V with respect to time t, V is the flight speed of the waverider aircraft, F V is the system function of the speed subsystem, Φ is the control input of the speed subsystem, F V =(T / m)cos(θ-γ)-D / m-gsinγ-Φ, where T is the thrust of the waverider aircraft's engine, m is the mass of the waverider aircraft, θ is the pitch angle of the waverider aircraft, γ is the track angle of the waverider aircraft, D is the air resistance of the waverider aircraft, and g is the acceleration due to gravity;

[0019] The motion model of the altitude subsystem is:

[0020]

[0021] In the formula is the first-order derivative of γ with respect to time t, L is the lift force on the waverider aircraft, z1, z2, z3 are the states of the altitude subsystem, and f h2 (γ,θ,Q,δ e ) is the system function of the height subsystem, g h2 (γ,θ,Q) is the gain function of the height subsystem, δ e is the control input of the altitude subsystem, and Q is the pitch rate of the waverider vehicle.

[0022] In the above method, optionally, in step S2, the system function F of the speed subsystem is calculated by the fuzzy system. V Make an estimate: Where φ1 is the weight vector of the fuzzy system, P1(V) is the basis function vector of the fuzzy system, and ε1 is the estimation error of the fuzzy system.

[0023] According to the method described above, optionally, in step S3, the speed subsystem tracking error for: V ref It is the reference instruction of the speed subsystem;

[0024] The first performance function is:

[0025] In the formula is the speed subsystem tracking error The initial value of , sign(·) is the sign function, δ l1 , δ r1 Satisfy 0≤δ l1 ≤1,0≤δ r1 ≤1, f1(t) is the internal function of the first performance function, is the final value of the constraint envelope of the speed subsystem tracking error, T1 is the convergence time of the speed subsystem tracking error;

[0026] In step S4, L l1 (t) is the speed subsystem tracking error The lower envelope of L r1 (t) is the speed subsystem tracking error The upper envelope of , then:

[0027] In the above method, optionally, in step S5, the control input Φ of the speed subsystem is:

[0028]

[0029] Where ε1(t) is the conversion error of the speed subsystem tracking error, and L r1 (t), L l1 (t) and V ref The first-order derivative with respect to time t is represents the integral of ε1(t) over time t, k V1 is the first response speed coefficient, k V2 is the steady-state coefficient, Adaptive parameters for the control input of the velocity subsystem.

[0030] According to the method described above, optionally, in step S6, the height subsystem tracking error for: href It is the reference command of the altitude subsystem;

[0031] The second performance function is:

[0032] In the formula is the height subsystem tracking error The initial value of δ l2 , δ r2 Satisfy 0≤δ l2 ≤1,0≤δ r2 ≤1, f2(t) is the internal function of the second performance function, is the final value of the constraint envelope of the altitude subsystem tracking error, T2 is the convergence time of the altitude subsystem tracking error;

[0033] In step S7, L l2 (t) is the tracking error of the altitude subsystem The lower envelope of L r2 (t) is the tracking error of the altitude subsystem The upper envelope of , then:

[0034] In the above method, optionally, in step S8, the track angle error function E is:

[0035]

[0036] In the formula represents the first-order derivative of e0 with respect to time t, represents the second-order derivative of e0 with respect to time t, e0 = γ - γ d , γ d is the reference instruction of the track angle, and μ is the error coefficient.

[0037] As described above, optionally, the reference instruction γ of the track angle d for:

[0038] ε2(t) is the conversion error of the altitude subsystem tracking error, h ref , L r2 (t) and L l2 (t) The first-order derivative with respect to time t, k γ is the second response speed coefficient.

[0039] According to the method described above, optionally, in step S9, the first-order derivative of the track angle error function E at time t is first calculated and substituted into the motion model of the altitude subsystem to obtain:

[0040] In the formula

[0041]

[0042] Then, the fuzzy system is introduced to F h Make estimates;

[0043] Where φ2 is the weight vector of the fuzzy system, P2(γ,θ,Q) is the basis function vector of the fuzzy system, and ε2 is the estimation error of the fuzzy system.

[0044] In the method described above, optionally, in step S10, the control input δ of the altitude subsystem e for:

[0045]

[0046] in, pass Get, k h is the second response speed coefficient, Adaptive parameters for the control input of the altitude subsystem.

[0047] It can be seen from the above technical solutions that the present invention proposes a quantitative preset performance control method for waverider aircraft. The introduction of the unknown system function of the fuzzy system estimation relaxes the stringent requirement that the system function of the model must be known in the existing method, and broadens the scope of application. It is applicable to both waverider aircraft with known system functions and waverider aircraft with unknown system functions. By designing a new performance function for constructing a constraint envelope, the tracking error is subjected to envelope constraints, which makes up for the defect that the existing method can only perform qualitative design on the preset performance of the tracking error. The method of the present invention can quantitatively design the preset performance of the tracking error, that is, ensure that the overshoot of the tracking error is approximately zero, the convergence time can be quantitatively set, and the steady-state error can also be constrained within a quantitative range. Further, by introducing the conversion error for state feedback control design, it is used to ensure the boundedness of the conversion error, thereby ensuring that the tracking error is always within the constraint envelope, so as to ensure that the preset performance of the control system, such as the overshoot, convergence time and steady-state error, can be quantitatively designed, breaking through the technical bottleneck that the existing preset performance control method can only perform qualitative design on the preset performance and cannot perform quantitative design. In summary, compared with the existing method (Patent No.), the method of the present invention is more convenient for quantitative design of preset performance of tracking error in practical application, and is also applicable to waverider vehicles with known and unknown system functions, and has better engineering practicality and application range. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 is a flow chart of the method of the present invention;

[0049] Figure 2 A simulation comparison diagram of the speed tracking effect of the method of the present invention and the neural inversion control method;

[0050] Figure 3 It is a simulation comparison diagram of speed tracking error between the method of the present invention and the neural inversion control method;

[0051] Figure 4 A comparison diagram of the simulation of the height tracking effect between the method of the present invention and the neural inversion control method;

[0052] Figure 5 A comparison diagram of the height tracking error simulation between the method of the present invention and the neural inversion control method;

[0053] Figure 6 It is a control input simulation diagram of the speed subsystem of the method of the present invention and the neural backstepping control method;

[0054] Figure 7 This is a control input simulation diagram of the altitude subsystem of the method of the present invention and the neural inversion control method.

[0055] The specific implementation modes of the present invention are further described in detail below with reference to the accompanying drawings. DETAILED DESCRIPTION

[0056] The present invention is described in detail below in conjunction with the accompanying drawings. When describing the embodiments of the present invention in detail, for the convenience of explanation, the drawings representing the device structure will not be partially enlarged according to the general proportion, and the schematic diagram is only an example, which should not limit the scope of protection of the present invention. It should be noted that the drawings are simplified in form and use non-precise proportions, which are only used to facilitate and clearly assist in explaining the purpose of the embodiments of the present invention. At the same time, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated; the terms "positive", "negative", "bottom", "upper", "lower", etc. indicate the orientation or position relationship based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0057] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, it can also be the internal connection of two elements, it can be a wireless connection, or it can be a wired connection. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0058] Figure 1 The flowchart of the method of the present invention is shown below. Figure 1 , the method of the present invention is further described, such as Figure 1 As shown, the method of the present invention comprises the following steps:

[0059] S1. Constructing a motion model of a waverider aircraft. The motion model of the waverider aircraft includes a velocity subsystem motion model and an altitude subsystem motion model.

[0060] The motion model of the speed subsystem is:

[0061] In the formula is the first-order derivative of V with respect to time t, V is the flight speed of the waverider vehicle, Φ is the control input of the speed subsystem, and F V is the system function of the speed subsystem. The system function F of the speed subsystem of this embodiment is V =(T / m)cos(θ-γ)-D / m-gsinγ-Φ, where T is the thrust of the waverider aircraft's engine, m is the mass of the waverider aircraft, θ is the pitch angle of the waverider aircraft, γ is the track angle of the waverider aircraft, D is the air resistance of the waverider aircraft, and g is the acceleration due to gravity;

[0062] The motion model of the altitude subsystem is:

[0063]

[0064] In the formula is the first-order derivative of γ with respect to time t, L is the lift of the waverider aircraft, z1, z2, z3 are the states of the altitude subsystem, z1 = γ, z2 is the first-order derivative of z1, z3 is the second-order derivative of z1, and so on. is the first-order derivative of z1 with respect to time t, is the first-order derivative of z2 with respect to time t, is the first-order derivative of z3 with respect to time t, f h2 (γ,θ,Q,δ e ) is the system function of the height subsystem, gh2 (γ,θ,Q) is the gain function of the height subsystem, g h2 (γ,θ,Q)≠0,δ e is the control input of the altitude subsystem, Q is the pitch rate of the waverider aircraft; the system function of the velocity subsystem, the system function of the altitude subsystem and the gain function are all unknown, and the present invention will introduce a fuzzy system in the subsequent steps to estimate the system function of the velocity subsystem, the system function of the altitude subsystem and the gain function;

[0065] S2. Introduce the system function F of the fuzzy system to the speed subsystem V Make estimates;

[0066] In the formula, φ1=[φ 1,1 ,φ 1,2 ,…,φ 1,10 ] is the weight vector of the fuzzy system. The value of the weight vector is estimated by designing an adaptive law. P1(V)=[p1(V),p2(V),…,p 10 (V)] is the basis function vector of the fuzzy system, (·) T represents the matrix transpose, ε1 is the estimated error of the fuzzy system, and ε1 satisfies |ε1|≤ε 1M , ε 1M is the upper bound of ε1, ε 1M >0;

[0067] S3, constructing a first performance function for the speed subsystem tracking error;

[0068] Speed ​​subsystem tracking error for: V ref is the reference command of the speed subsystem, V ref It can be any continuous and differentiable function, and its function value is not less than 1700m / s;

[0069] The first performance function is: In the formula is the speed subsystem tracking error The initial value of The value of is given during simulation, sign(·) is the sign function, δ l1 , δ r1 Satisfy 0≤δ l1 ≤1,0≤δ r1 ≤1, f1(t) is the internal function of the first performance function, T1 is the tracking error convergence time of the velocity subsystem, f 10 is the initial value of the constraint envelope of the velocity subsystem tracking error, is the final value of the constraint envelope of the velocity subsystem tracking error, When t = 0, f1(t) = f 10 , t = T1 f 10 and The value of is an empirical value, based on the speed subsystem tracking error The initial value of f is determined by the expected size of the steady-state value, that is, f 10 To compare The initial value of is slightly larger. To compare The final value of r is slightly larger. 01 Satisfying 0<r 01 <1;

[0070] Speed ​​subsystem tracking error The steady-state value of is also the steady-state error of the speed subsystem tracking error, The steady-state value of is The value when t>T1,δ l1 , δ r1 and f 1T1 The values ​​of and determine that the steady-state error of the speed subsystem is quantitatively limited to In the range, δ l1 , δ r1 and The value of is an empirical value, based on The expected steady-state value is reasonably selected; by setting the speed subsystem tracking error convergence time T1 to quantitatively ensure With corresponding convergence time, the value of T1 is determined by the expected value of the velocity tracking error convergence time;

[0071] S4: Tracking error of speed subsystem based on the first performance function Envelope constraint is performed, and L l1 (t) as The lower envelope of L r1 (t) as The upper envelope of , then:

[0072]

[0073] The first performance function of the present invention is f 10 、f 1T1 The value of At t = 0, that is, according to the condition To determine f 10 , The value of L l1 (t) and L r1 (t) can be Quantitatively guarantee The overshoot is approximately zero, thus making up for the technical defect that the existing preset performance control method can only perform qualitative design on the preset performance but cannot perform quantitative design; since the first performance function contains so that it can The constraint envelope is automatically adjusted according to the value of The overshoot is approximately zero;

[0074] S5, constructing a control input Φ of the speed subsystem according to a conversion error of the speed subsystem tracking error;

[0075] The control input Φ of the speed subsystem is constructed as:

[0076]

[0077] Where ε1(t) is the conversion error of the speed subsystem tracking error, and L r1 (t), L l1 (t) and V ref The first-order derivative with respect to time t, k V1 is the first response speed coefficient, k V2 is the steady-state coefficient, represents the integral of ε1(t) over time t, k V1 >0, which mainly affects the response speed of ε1(t), k V2 > 0, which is mainly used to eliminate the steady-state value of ε1(t), k V1 and k V2 The value of k is an empirical value. V1 The value of is determined according to the actual response speed of ε1(t), k V2 The value of is determined according to the actual steady-state value of ε1(t); is the adaptive parameter of the control input of the speed subsystem, which is The estimated value of The online adjustment rule is: Where λ1 is the first online adjustment gain parameter, λ1>0, and its main influence The response speed of λ1 is determined according to the actual The response speed can be determined by trial and error, following the above principles and taking reasonable values ​​according to the actual simulation control effect;

[0078] S6, constructing a second performance function for the altitude subsystem tracking error;

[0079] Altitude subsystem tracking error for: href is the reference command of the altitude subsystem, h ref It can be any continuous and differentiable function, and its function value is in the range of [20km, 40km];

[0080] The second performance function is:

[0081] In the formula is the height subsystem tracking error The initial value of The value of is given in the simulation, δ l2 , δ r2 Satisfy 0≤δ l2 ≤1,0≤δ r2 ≤1, f2(t) is the internal function of the second performance function, T2 is the tracking error convergence time of the altitude subsystem, T2>0, f 20 is the initial value of the constraint envelope of the altitude subsystem tracking error, is the final value of the constraint envelope of the altitude subsystem tracking error, When t = 0, f2(t) = f 20 , t = T2 f 20 and The value of is based on the height subsystem tracking error The initial value of f is determined by the expected size of the steady-state value, that is, f 20 To compare The initial value of is slightly larger. To compare The final value of r is slightly larger. 02 Satisfying 0<r 02 <1;

[0082] Altitude subsystem tracking error The steady-state value of is also the steady-state error of the altitude subsystem tracking error, The steady-state value of is The value when t>T2, δ l2 , δ r2 and The values ​​of and determine that the steady-state error of the height subsystem is quantitatively limited to In the range, δ l2 , δ r2 and The value of is an empirical value, based on The expected steady-state value is reasonably selected; by setting the height subsystem tracking error convergence time T2 to quantitatively ensure Have a corresponding convergence time; the value of T2 is determined by the expected value of the height tracking error convergence time;

[0083] S7. Tracking error of altitude subsystem based on the second performance function Envelope constraint is performed, and L l2 (t) as The lower envelope of L r2 (t) as The upper envelope of , then:

[0084]

[0085] f in the second performance function 20 , The value of At t = 0, that is, according to the condition To determine f 20 , The value of L l2 (t) and L r2 (t) can be Quantitatively guarantee The overshoot is approximately zero, thus making up for the technical defect that the existing preset performance control method can only perform qualitative design on the preset performance but cannot perform quantitative design; similarly, since the second performance function contains so that it can The constraint envelope is automatically adjusted according to the value of The overshoot is approximately zero;

[0086] S8, constructing a track angle error function;

[0087] The track angle error function E is:

[0088] In the formula represents the first-order derivative of e0 with respect to time t, represents the second-order derivative of e0 with respect to time t, e0 = γ - γ d =z1-γ d , μ is the error coefficient, which is an arbitrary constant greater than zero and is an empirical value. The value can be determined according to the actual simulation effect. d is the reference instruction of the track angle γ, the reference instruction of the track angle ε2(t) is the conversion error of the altitude subsystem tracking error, h ref , L r2 (t) and L l2 (t) The first-order derivative with respect to time t, k γ is the second response speed coefficient, k γ >0, which mainly affects the response speed of ε2(t), kγ The value of is determined according to the actual response speed of ε2(t);

[0089] S9, introducing a fuzzy system to estimate the system function and gain function of the height subsystem;

[0090] In this step, the first-order derivative of the track angle error function E at time t is calculated and substituted into the motion model of the altitude subsystem to obtain: In the formula Represents γ d The third derivative with respect to time t;

[0091] Then, the fuzzy system is introduced to F h To estimate f h2 (γ,θ,Q,δ e ), g h2 (γ,θ,Q) is estimated;

[0092] Where φ2 is the weight vector of the fuzzy system, P2(γ,θ,Q) is the basis function vector of the fuzzy system, ε2 is the estimation error of the fuzzy system, and |ε2|≤ε 2M , ε 2M is the upper bound of ε2, ε 2M >0, the fuzzy system used in this step is the same as the fuzzy system used in step S2, so the parameters of the fuzzy system are the same as the parameters of the fuzzy system in step S2, but different functions are estimated in different steps, so different subscripts and symbols are used to distinguish them. The fuzzy system used in the present invention is a well-known mature fuzzy system. The present invention has no improvement on the fuzzy system, and the fuzzy system is not described here, nor is the fuzzy system limited;

[0093] S10, construct the control input δ of the height subsystem e ;

[0094]

[0095] in, pass Get, k h is the second response speed coefficient, k h >0, which mainly affects the response speed of E. Its value is determined according to the actual response speed of E. Adaptive parameters for the control input of the altitude subsystem, for The estimated value of The online adjustment law is: Where κ2 is the second online adjustment gain parameter, κ2>0, and its main influence The response speed of κ2 is determined according to the actual The response speed can be determined by trial and error, following the above principles and taking reasonable values ​​according to the actual simulation control effect;

[0096] S11, determine the system function of the speed subsystem, the system function and gain function of the altitude subsystem, and the control input (F V , Φ, and δ e 、F h (f h2 (γ,θ,Q,δ e ), g h2 (γ,θ,Q))), the speed subsystem motion model and the altitude subsystem motion model are used to track and control WV.

[0097] The method of the present invention designs performance functions for the tracking errors of the motion model of the speed subsystem and the motion model of the altitude subsystem respectively, and uses the constraint envelope constructed by the designed performance function to quantitatively design the preset performance of the speed tracking error and the altitude tracking error of the WV, so that the overshoot is approximately zero, and the convergence time and the steady-state error can be quantitatively designed to make up for the technical defect that the existing preset performance control method can only perform qualitative design on the preset performance, thereby enhancing the engineering practicality of the preset performance control method.

[0098] In order to verify the effect of the method of the present invention, a comparative simulation is performed between the method of the present invention and the existing method (neural inversion control method of patent application No. 2021110210608). MATLAB software is used for simulation. The simulation is solved by the fourth-order Runge-Kutta method, and the simulation step size is 0.01s. The simulation parameters are: k V =0.9,k V1 =0.3,k V2 =0.8,k γ =2,k h =0.9,k h1 =50,μ=7,r=7,κ2=0.01. The first performance function and the second performance function are:

[0099]

[0100]

[0101]

[0102]

[0103] from Figures 2 to 5It can be seen that both control methods can achieve stable tracking of WV speed and altitude to their respective reference instructions. However, compared with the existing methods, the method of the present invention can ensure better dynamic performance and steady-state accuracy of WV speed tracking error and altitude tracking error, and can ensure that the overshoot of the tracking error is approximately zero, and the convergence time and steady-state error are limited to a quantitative range. Figure 6 and Figure 7 It shows that the control input of the method of the present invention is smoother and has no high-frequency jitter.

[0104] At the same time from Figures 2 to 7 It can be seen that the existing method can only perform qualitative design on the tracking error, and cannot guarantee that the tracking error converges to a steady state within a quantitatively set time, nor can it eliminate the overshoot of the tracking error. The two new performance functions (the first performance function and the second performance function) designed by the method of the present invention realize that the tracking error converges to a steady state within 5s, and the overshoot of the tracking error is approximately zero, thereby overcoming the defect that the existing method can only perform qualitative design on the preset performance such as the overshoot of the tracking error, the convergence time and the steady-state error, but cannot perform quantitative design, and realizes the quantitative design of the preset performance such as the overshoot of the tracking error, the convergence time and the steady-state error. In engineering practice, it is usually hoped that the preset performance can be designed quantitatively rather than qualitatively. Therefore, the method of the present invention has better engineering practicality compared with the existing method.

[0105] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technician familiar with this profession can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A quantitative preset performance control method for a waverider aircraft, characterized in that: The following steps are involved: S1. Constructing a motion model of the waverider aircraft, wherein the motion model of the waverider aircraft includes a velocity subsystem motion model and an altitude subsystem motion model; S2, introduce the fuzzy system to estimate the system function of the speed subsystem; S3, constructing a first performance function for the speed subsystem tracking error, the speed subsystem tracking error for: V is the flight speed of the waverider aircraft, V ref It is the reference instruction of the speed subsystem; The first performance function is: In the formula is the speed subsystem tracking error The initial value of , sign() is the sign function, δ l1 ,δ r1 Satisfy 0≤δ l1 ≤1,0≤δ r1 ≤1, f1(t) is the internal function of the first performance function, is the final value of the constraint envelope of the speed subsystem tracking error, T1 is the convergence time of the speed subsystem tracking error; S4, based on the first performance function, the speed subsystem tracking error is constrained by the envelope, and L l1 (t) is the speed subsystem tracking error The lower envelope of L r1 (t) is the speed subsystem tracking error The upper envelope of , then: S5, constructing a control input of the speed subsystem according to a conversion error of the speed subsystem tracking error; S6, constructing a second performance function for the altitude subsystem tracking error; S7, performing envelope constraint on the altitude subsystem tracking error based on the second performance function; S8, constructing a track angle error function; S9, introducing a fuzzy system to estimate the system function and gain function of the height subsystem; S10, constructing the control input of the height subsystem; S11. After determining the system function of the speed subsystem, the system function and gain function of the altitude subsystem, and the control inputs of the speed subsystem and the altitude subsystem, the waverider aircraft is tracked and controlled according to the motion model of the speed subsystem and the motion model of the altitude subsystem.

2. The quantitative preset performance control method of a waverider aircraft according to claim 1, characterized in that: In step S1, the velocity subsystem motion model is: In the formula is the first-order derivative of V with respect to time t, F V is the system function of the speed subsystem, Φ is the control input of the speed subsystem, F V =(T / m)cos(θ-γ)-D / m-gsinγ-Φ, where T is the thrust of the waverider aircraft's engine, m is the mass of the waverider aircraft, θ is the pitch angle of the waverider aircraft, γ is the track angle of the waverider aircraft, D is the air resistance of the waverider aircraft, and g is the acceleration due to gravity; The altitude subsystem motion model is: In the formula is the first-order derivative of γ with respect to time t, L is the lift force on the waverider aircraft, z1, z2, z3 are the states of the altitude subsystem, and f h2 (γ,θ,Q,δ e ) is the system function of the height subsystem, g h2 (γ,θ,Q) is the gain function of the height subsystem, δ e is the control input of the altitude subsystem, and Q is the pitch rate of the waverider vehicle.

3. The quantitative preset performance control method of a waverider aircraft according to claim 2, characterized in that: In step S2, the system function F of the speed subsystem is calculated by the fuzzy system. V Make an estimate: Where φ1 is the weight vector of the fuzzy system, P1(V) is the basis function vector of the fuzzy system, and ε1 is the estimation error of the fuzzy system.

4. The quantitative preset performance control method of a waverider aircraft according to claim 3, characterized in that: In step S5, the control input Φ of the speed subsystem is: Where ε1(t) is the conversion error of the speed subsystem tracking error, and L r1 (t), L l1 (t) and V ref The first-order derivative with respect to time t is represents the integral of ε1(t) over time t, k V1 is the first response speed coefficient, k V2 is the steady-state coefficient, Adaptive parameters for the control input of the velocity subsystem.

5. The quantitative preset performance control method of a waverider aircraft according to claim 1, characterized in that: In step S6, the height subsystem tracking error for: h is the flight altitude of the waverider aircraft, h ref It is the reference command of the altitude subsystem; The second performance function is: In the formula is the height subsystem tracking error The initial value of δ l2 ,δ r2 Satisfy 0≤δ l2 ≤1,0≤δ r2 ≤1, f2(t) is the internal function of the second performance function, is the final value of the tracking error constraint envelope of the altitude subsystem, T2 is the convergence time of the altitude subsystem tracking error; In step S7, L l2 (t) is the tracking error of the altitude subsystem The lower envelope of L r2 (t) is the tracking error of the altitude subsystem The upper envelope of , then:

6. The quantitative preset performance control method of a waverider aircraft according to claim 2, characterized in that: In step S8, the track angle error function E is: In the formula represents the first-order derivative of e0 with respect to time t, represents the second-order derivative of e0 with respect to time t, e0 = γ - γ d , γ d is the reference instruction of the track angle, and μ is the error coefficient.

7. The quantitative preset performance control method of a waverider aircraft according to claim 6, characterized in that: Reference command of track angle γ d for: Where ε2(t) is the conversion error of the altitude subsystem tracking error, h ref , L r2 (t) and L l2 (t) The first-order derivative with respect to time t, k γ is the second response speed coefficient.

8. The quantitative preset performance control method of a waverider aircraft according to claim 6, characterized in that: In step S9, the first-order derivative of the track angle error function E at time t is first calculated and substituted into the motion model of the altitude subsystem to obtain: In the formula Then, the fuzzy system is introduced to F h Make estimates; Where φ2 is the weight vector of the fuzzy system, P2(γ,θ,Q) is the basis function vector of the fuzzy system, and ε2 is the estimation error of the fuzzy system.

9. The quantitative preset performance control method of a waverider aircraft according to claim 8, characterized in that: In step S10, the control input δ of the altitude subsystem e for: in, pass Get, k h is the second response speed coefficient, Adaptive parameters for the control input of the altitude subsystem.

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