An aircraft longitudinal fault-tolerant control and reconstruction method under elevator surface failure and related device

Abstract

The application discloses an airplane longitudinal fault-tolerant control and reconstruction method under the condition of elevator surface failure and a related device, and belongs to the technical field of aircraft fault-tolerant control.The airplane longitudinal fault-tolerant control and reconstruction method continues to describe the process of airplane elevator sudden failure by using a Markov process.Then, the application establishes a mathematical model of an airplane longitudinal attitude control system with Markov jump characteristic faults.In consideration of the uncertainty of the system model and external disturbance, the application utilizes a sliding mode control technology to propose a fault-tolerant control scheme for the established airplane longitudinal attitude control system with Markov jump characteristic faults.Compared with some existing sliding mode controller design methods, the method proposed by the application needs to solve a smaller number of linear matrix inequalities.Finally, simulation tests show that the fault-tolerant control method designed by the application is effective and advantageous in airplane longitudinal attitude control.

Description

Technical Field

[0001] This invention belongs to the field of aircraft fault-tolerant control technology, and in particular to a longitudinal fault-tolerant control and reconstruction method and related device for aircraft under elevator control surface failure. Background Technology

[0002] Because reliability is crucial to aircraft flight control systems, fault-tolerant control has received widespread attention in recent years. Over the past few decades, many effective fault-tolerant control methods have been developed, such as anti-saturation fault-tolerant control, sampled data-based fault-tolerant control, fault-tolerant adaptive control, fast terminal sliding mode fault-tolerant control, and extended state observer-based fault-tolerant control. For aircraft, sudden elevator failure is a common actuator malfunction, leading to unstable flight maneuvers. Although extensive research has been conducted to address elevator failures, few studies have focused on handling sudden elevator failures. Therefore, it is necessary to investigate attitude fault-tolerant control methods for aircraft in the event of sudden elevator failure. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a method and related apparatus for longitudinal fault-tolerant control and reconstruction of aircraft under elevator surface failure.

[0004] To achieve the above objectives, the present invention employs the following technical solution:

[0005] A longitudinal fault-tolerant control and reconfiguration method for aircraft under elevator control surface failure includes the following steps:

[0006] Step 1: Construct the attitude kinematic equations and dynamic equations of the aircraft, select state variables, transform the dynamic equations into a linear state space, consider the difficulty in measuring the parameter matrix of the aircraft attitude control system and external noise interference, and perform correction on the state space equations of the aircraft attitude control system to obtain the corrected state space equations of the aircraft attitude control system.

[0007] Step 1: Construct a model of a sudden elevator failure with Markov jump characteristics. Substitute this model into the state-space equations of the corrected aircraft attitude control system to construct the longitudinal attitude control system for the aircraft with sudden elevator failure. Step 2: Construct a global sliding surface model. Based on the longitudinal attitude control system for the aircraft with sudden elevator failure, solve for the longitudinal attitude of the aircraft. Substitute the longitudinal attitude of the aircraft into the global sliding surface model. Differentiate the global sliding surface model with the derivative of the global sliding surface model as 0 to obtain the equations of the aircraft longitudinal attitude control system and design a fault-tolerant controller.

[0008] Step 3: Acquire real-time flight data. Input the aircraft's real-time status information, including attitude, speed and position information, into the fault-tolerant controller. The fault-tolerant controller outputs a fault-tolerant control signal, which acts on the aircraft's elevator actuation mechanism to achieve longitudinal fault-tolerant control of the aircraft in the event of elevator failure.

[0009] Furthermore, the specific steps in step 1 are as follows:

[0010] (101) The attitude kinematics equations and dynamic equations of the aircraft are constructed as follows:

[0011]

[0012]

[0013] In the formula, q = [q1, q2, q3] T T is a quaternion used to describe the aircraft's attitude; u The input torque for the aircraft; ω r =[ω rx ,ω ry ,ω rz ] T Let ω be the angular velocity of the aircraft system relative to the orbital frame; ω be the angular velocity of the aircraft system relative to the inertial frame; J = diag{J x J y J z} represents the inertia matrix of the aircraft;

[0014] (10) Linearizing equations (1) and (2), we obtain the mathematical expression for the linear attitude control system of the aircraft:

[0015]

[0016] In the formula, τ1, τ2, and τ3 are the control torques about the x-axis, y-axis, and z-axis, respectively; ω0 is the angular velocity of the UAV; σ1 = (J y -J z ) / J x ;σ2=(J x -J z ) / J y ;σ3=(J y -J x ) / J z ; is the first derivative of the first element of the quaternion q; Let be the first derivative of the third element of the quaternion q; Let be the second derivative of the first element of the quaternion q; Let be the second derivative of the second element of the quaternion q; Let be the second derivative of the third element of the quaternion q;

[0017] (103) Definition τ=[τ1,τ2,τ3] T Therefore, the state-space equation of the aircraft attitude control system described by equation (3) can be written as:

[0018] dx(t)=[Ax(t)+Bτ(t)]dt (4)

[0019] In the formula, B = [0 3×3 J -1 ] T / 2, I 3×3 It is an identity matrix with 3 rows and 3 columns;

[0020] (103) Considering the difficulty in measuring the system parameter matrix and external noise interference, equation (4) is rewritten as:

[0021] dx(t)=[(A+ΔA(t))x(t)+Bτ(t)]dt+Dx(t)dz(t), (5)

[0022] In the formula, D is the coefficient matrix, z(t) is the derivative of Brownian motion, used to describe the measurement random noise; ΔA(t) represents the uncertainty term of the system parameter matrix, satisfying ΔA(t)=GF(t)N, where G1, G2, N1, and N2 are constant matrices, and F1(t) and F2(t) are two function matrices;

[0023] (104) The model of an aircraft elevator encountering a sudden malfunction is constructed as follows:

[0024]

[0025] In the formula, u(t) is the control torque; θ t It is a homogeneous Markov process; It is a diagonal matrix used to characterize the effectiveness loss of the aircraft elevator under different failure modes;

[0026] (105) Based on equation (6), the longitudinal attitude control system for an aircraft with sudden elevator failure is constructed as follows:

[0027]

[0028] In the formula, θ t The values ​​are stored in Q = {1, 2, ..., N}, θ t The evolutionary characteristics are as follows:

[0029]

[0030] In the formula, h is a constant greater than 0; π ij Represents the transition rate between different failure modes, satisfying

[0031]

[0032] Furthermore, use To represent unknown conversion rates, all conversion rates are collected in the following matrix.

[0033]

[0034] definition

[0035] Q i =Q ki ∪Q uki (11)

[0036] In the formula, Q ki ={j:π ij is known for j∈Q}, Q uki ={j:π ij is unknown for j∈Q}; through Q ki and Q uki ,get:

[0037]

[0038] Furthermore, if Q ki If not empty, then Q ki Represented as

[0039]

[0040] In the formula, The index of the s-th known element in the i-th row of the Π matrix in expression (10);

[0041] Similarly, if Q uki If not empty, then Q uki Represented as

[0042]

[0043] In the formula, The index of the s-th known element in the i-th row of the Π matrix in expression (10).

[0044] Furthermore, step 2 specifically involves:

[0045] (201) Construct a global sliding surface model:

[0046]

[0047] In the formula, P i K is a positive definite matrix; i Here, x(v) represents the state feedback gain matrix; x(v) represents the aircraft state.

[0048] (202) Solving equation (7) yields:

[0049]

[0050] In the formula, x(0) represents the initial state of the aircraft system;

[0051] 3) Substituting equation (16) into equation (15), we get:

[0052]

[0053] In equation (17) E i T P i D i =0, resulting in:

[0054]

[0055] 4) Differentiate equation (18) and let the result be... The fault-tolerant controller expression is obtained as follows:

[0056]

[0057] In the formula, u eq (t) represents the control input when the aircraft elevator malfunctions.

[0058] A longitudinal fault-tolerant control and reconfiguration system for aircraft under elevator surface failure includes a modeling module, a fault-tolerant controller design module, and a solution module.

[0059] The modeling module is used to construct the attitude kinematic equations and dynamic equations of the aircraft, select state variables, transform the dynamic equations into a linear state space, consider the difficulty in measuring the parameter matrix of the aircraft attitude control system and external noise interference, and perform correction on the state space equations of the aircraft attitude control system to obtain the corrected state space equations of the aircraft attitude control system.

[0060] The fault-tolerant controller design module is used to construct a holistic sliding surface model, solve the aircraft longitudinal attitude based on the aircraft longitudinal attitude control system with sudden elevator failure, substitute the aircraft longitudinal attitude into the holistic sliding surface model, and differentiate the holistic sliding surface model with the derivative of the holistic sliding surface model as 0 to obtain the aircraft longitudinal attitude control system equations and design a fault-tolerant controller.

[0061] The longitudinal fault-tolerant control module is used to acquire real-time flight data and input the aircraft's real-time status information, including attitude, speed and position information, into the fault-tolerant controller. The fault-tolerant controller outputs fault-tolerant control signals, which are applied to the aircraft's elevator actuators to achieve longitudinal fault-tolerant control of the aircraft in the event of elevator surface failure.

[0062] A computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the above-described longitudinal fault-tolerant control and reconfiguration method for aircraft under elevator surface failure.

[0063] A computer program includes computer-executable instructions, which, when executed, are used to implement the above-described longitudinal fault-tolerant control and reconfiguration method for aircraft under elevator surface failure.

[0064] Compared with the prior art, the present invention has the following beneficial effects:

[0065] This invention provides a longitudinal fault-tolerant control and reconfiguration method for aircraft under elevator surface failure, capable of solving the fault-tolerant control problem of aircraft attitude control systems described by a linearized model with Markov switching. First, this invention further describes the sudden failure process of the aircraft elevator using a Markov process. Then, this invention establishes a mathematical model of the aircraft longitudinal attitude control system with Markov jump characteristic faults. Considering the uncertainty of the system model and external disturbances, this invention utilizes sliding mode control technology to propose a fault-tolerant control scheme for the established aircraft longitudinal attitude control system with Markov jump characteristic faults. Compared with some existing sliding mode controller design methods, the method proposed in this invention requires solving fewer linear matrix inequalities. Simulation experiments demonstrate the effectiveness and advantages of the fault-tolerant control method designed in this invention in aircraft longitudinal attitude control.

[0066] The present invention provides a method and apparatus for longitudinal fault-tolerant control and reconfiguration of an aircraft under elevator surface failure, which includes specific modules for performing the above-mentioned working method.

[0067] This invention provides a computer device and storage medium for a longitudinal fault-tolerant control and reconstruction method for aircraft under elevator surface failure, which is used to implement the specific steps of the above-mentioned working method. Attached Figure Description

[0068] Figure 1 This is a flowchart of the method of the present invention;

[0069] Figure 2 This is an evolution diagram of a Markov process;

[0070] Figure 3This invention compares the effectiveness of the proposed method with that of the LQR controller in fault-tolerant control.

[0071] Figure 4 This is a schematic diagram of the system of the present invention. Detailed Implementation

[0072] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0073] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0074] The present invention will now be described in further detail with reference to the accompanying drawings:

[0075] according to Figure 1 The flowchart of the method of the present invention shown is as follows: the first step of the present invention is to construct a mathematical model of the aircraft longitudinal attitude control system with Markov jump characteristic fault.

[0076] 1) Construct the aircraft's attitude kinematics and dynamics equations as follows:

[0077]

[0078]

[0079] In the formula, q = [q1, q2, q3] T T is a quaternion used to describe the aircraft's attitude; u The input torque for the aircraft; ω r =[ω rx ,ω ry ,ω rz ] TLet ω be the angular velocity of the aircraft system relative to the orbital frame; ω be the angular velocity of the aircraft system relative to the inertial frame; J = diag{J x J y J z} represents the inertia matrix of the aircraft.

[0080] 2) Linearizing equations (1) and (2), we obtain the mathematical expression for the linear attitude control system of the aircraft:

[0081]

[0082] In the formula, τ1, τ2, and τ3 are the control torques; ω0 is the angular velocity of the UAV; σ1=(J y -J z ) / J x ;σ2=(J x -J z ) / J y ;σ3=(J y -J x ) / J z .

[0083] 3) Definition τ=[τ1,τ2,τ3] T Therefore, the state-space equation of the aircraft attitude control system described by equation (3) can be written as:

[0084] dx(t)=[Ax(t)+Bτ(t)]dt (4)

[0085] In equation (4), B = [0 3×3 J -1 ] T / 2, and

[0086] 3) Due to factors such as measurement errors and fuel consumption, the aircraft's moment of inertia is uncertain. Furthermore, due to the actual physical characteristics of the components, the attitude information output by the sensors and the torque output by the elevator will contain different levels of noise. Therefore, considering the difficulty in measuring the system parameter matrix and external noise interference, this invention rewrites equation (3) as follows:

[0087] dx(t)=[(A+ΔA(t))x(t)+Bτ(t)]dt+Dx(t)dz(t), (5)

[0088] In the formula, D is the coefficient matrix, z(t) is the derivative of Brownian motion, used to describe the measurement random noise; ΔA(t) represents the uncertainty term of the system parameter matrix, satisfying ΔA(t)=GF(t)N, where G1, G2, N1, and N2 are constant matrices, and F1(t) and F2(t) are two function matrices.

[0089] 4) Because the aircraft elevator is a sensitive device with a complex mechanical structure, it requires continuous mechanical movement during long-duration flight missions, thus increasing the likelihood of malfunction. Sudden failure is one of the common elevator malfunctions. For example, when the elevator suddenly stops, it is called a jamming failure; when the elevator spins freely, it is called a zero-torque failure. Therefore, this invention constructs a model of an aircraft elevator encountering a sudden failure as follows:

[0090]

[0091] In the formula, u(t) is the control torque that needs to be designed; θ t It is a homogeneous Markov process; It is a diagonal matrix used to characterize the effectiveness loss of the aircraft elevator under different failure modes.

[0092] 5) Based on equation (6), the longitudinal attitude control system for an aircraft with a sudden elevator failure is constructed as follows:

[0093]

[0094] In the formula, θ t The values ​​are stored in Q = {1, 2, ..., N}, θ t The evolutionary characteristics are as follows:

[0095]

[0096] In the formula, h is a constant greater than 0; π ij Represents the transition rate between different failure modes, satisfying

[0097]

[0098] 6) Due to the actual flight process, π ij It is not usually fully known. Therefore, the present invention uses To represent unknown conversion rates. Furthermore, all conversion rates are collected in the following matrix.

[0099]

[0100] 7) To facilitate the presentation of the theoretical results of this invention, the following definitions are provided.

[0101] Q i =Q ki ∪Q uki (11)

[0102] In the formula, Qki ={j:π ij is known for j∈Q}, Q uki ={j:π ij The value is unknown for j∈Q}. (Through Q) ki and Q uki We can obtain:

[0103]

[0104] Furthermore, if Q ki If not empty, then Q ki It can be represented as

[0105]

[0106] In the formula, The index of the s-th known element in the i-th row of the Π matrix in expression (10). Similarly, if Q uki If not empty, then Q uki It can be represented as

[0107]

[0108] In the formula, The index of the s-th known element in the i-th row of the Π matrix in expression (10).

[0109] according to Figure 1 The flowchart of the method of the present invention shown is as follows: the second step of the present invention is to design a fault-tolerant controller for the equation of the aircraft longitudinal attitude control system.

[0110] 1) Construct a uniform sliding surface as follows:

[0111]

[0112] In the formula, ε i =BE i ,i∈Q;P i K is the positive definite matrix that needs to be designed. i The required state feedback gain matrix;

[0113] 2) Solving equation (7) yields:

[0114]

[0115] In the formula, x(0) represents the initial state of the aircraft system;

[0116] 3) Substituting equation (16) into equation (15), we get:

[0117]

[0118] Let E in equation (17) be re-established. i T P i D i =0, we can get:

[0119]

[0120] 4) Differentiate equation (18) and let the result be... The expression for the fault-tolerant controller proposed in this invention can be obtained as follows:

[0121] u eq (t)=K i x(t)-(E i T P i E i ) -1 E i T P i ΔA(t)x(t) (19)

[0122] In the formula, u eq (t) becomes the control input when the aircraft elevator malfunctions, and the aircraft is in u eq Under the action of (t), longitudinal attitude tracking in fault mode can be achieved.

[0123] according to Figure 1 The flowchart of the method of the present invention shown below indicates that the third step of the present invention is to design a simulation experiment to verify the effectiveness and advantages of the proposed fault-tolerant control method in the longitudinal attitude control of an aircraft.

[0124] 1) Assume that in the simulation experiment, ω0 = 0.0108 rad / s, and the nominal inertia matrix of the simulated aircraft is: J = diag{0.40, 0.60, 0.25} kg·m 2 Therefore, the system matrix of the linearized aircraft attitude control system equations can be obtained in the following way:

[0125]

[0126] The constant coefficient matrix of ΔA(t) is set as follows

[0127]

[0128] And set F1(t) = F2(t) = 0.8*sin(t).

[0129] 2) To illustrate the fault tolerance of the aircraft attitude control system equations under the proposed scheme, assume the elevator parameter matrices for three different fault modes are as follows:

[0130] E1=diag([1 0.5 1]),E2=diag([0.5 1 0.5]),E3=diag([0.5 0.5 0.5])(22)

[0131] The other system matrices are: D1 = 0.01I, D2 = 0.02I, D3 = 0.03I. The transition rates between different failure modes are collected in the following matrix:

[0132]

[0133] In the formula, the symbol ? represents an unknown element; under the action of the transition rate matrix in formula (23), the Markov process θ t The evolutionary process is as follows Figure 2 As shown.

[0134] 3) Set the initial conditions as follows: q = [0.5 0.5 0.5], ω = [0.01 0.01 0.01]. And set the state feedback gain matrix in equation (19) as follows:

[0135]

[0136] And set the positive definite matrix P in equation (19) i for:

[0137]

[0138]

[0139]

[0140] 4) After setting all parameters and initial conditions, conduct a simulation experiment to simulate the longitudinal attitude stability of the aircraft after elevator failure. The attitude changes are as follows: Figure 3 As shown. From Figure 3 As can be seen, the fault-tolerant controller designed in this invention can quickly stabilize the longitudinal attitude of the aircraft compared to the LQR controller. Therefore, in the presence of faults, uncertainties, and disturbances, the fault-tolerant controller designed in this invention is more robust than the LQR controller.

[0141] See Figure 4 , Figure 4 This is a schematic diagram of the principle of the system of the present invention. A longitudinal fault-tolerant control and reconfiguration system for aircraft under elevator control surface failure includes a modeling module, a fault-tolerant controller design module and a solution module.

[0142] The modeling module is used to construct the attitude kinematic equations and dynamic equations of the aircraft, select state variables, transform the dynamic equations into a linear state space, consider the difficulty in measuring the parameter matrix of the aircraft attitude control system and external noise interference, and perform correction on the state space equations of the aircraft attitude control system to obtain the corrected state space equations of the aircraft attitude control system.

[0143] The fault-tolerant controller design module is used to construct a holistic sliding surface model, solve the aircraft longitudinal attitude based on the aircraft longitudinal attitude control system with sudden elevator failure, substitute the aircraft longitudinal attitude into the holistic sliding surface model, and differentiate the holistic sliding surface model with the derivative of the holistic sliding surface model as 0 to obtain the aircraft longitudinal attitude control system equations and design a fault-tolerant controller.

[0144] The longitudinal fault-tolerant control module is used to acquire real-time flight data and input the aircraft's real-time status information, including attitude, speed and position information, into the fault-tolerant controller. The fault-tolerant controller outputs fault-tolerant control signals, which are applied to the aircraft's elevator actuators to achieve longitudinal fault-tolerant control of the aircraft in the event of elevator surface failure.

[0145] The above content is only for illustrating the technical concept of the present invention and should not be construed as limiting the scope of protection of the present invention. Any modifications made to the technical solution based on the technical concept proposed in this invention shall fall within the scope of protection of the claims of this invention.

Claims

1. An aircraft longitudinal fault-tolerant control and reconstruction method under elevator surface failure, characterized in that, The method comprises the following steps: Step 1: constructing an attitude kinematics equation and a dynamics equation of an airplane, selecting state variables, converting the dynamics equation to a linear state space, considering the difficulty in measuring the parameter matrix of the airplane attitude control system and external noise interference, correcting the state space equation of the airplane attitude control system, and obtaining a state space equation of the corrected airplane attitude control system; Step 2: constructing a whole-form sliding mode surface model, solving the airplane longitudinal attitude based on the airplane longitudinal attitude control system with a sudden elevator fault, inputting the airplane longitudinal attitude into the whole-form sliding mode surface model, deriving the whole-form sliding mode surface model with the derivative of the whole-form sliding mode surface model being 0, and obtaining an airplane longitudinal attitude control system equation design fault-tolerant controller; Step 3: obtaining real-time flight data, inputting real-time state information of the airplane, including attitude information, speed information and position information into the fault-tolerant controller, outputting a fault-tolerant control signal from the fault-tolerant controller, and applying the fault-tolerant control signal to an elevator actuating mechanism of the airplane to realize the airplane longitudinal fault-tolerant control under the elevator surface failure.

2. The method for longitudinal fault-tolerant control and reconstruction of an aircraft in the event of elevator surface failure according to claim 1, characterized in that, The specific operation of step 1 is as follows: (101) constructing an attitude kinematics equation and a dynamics equation of an airplane is as follows: where q = [q1, q2, q3] T is a quaternion used to describe the attitude of the aircraft; T u is the input moment of the aircraft; ω r = [ω rx , ω ry , ω rz ] T is the angular velocity of the aircraft airframe relative to the track frame; ω is the angular velocity of the aircraft airframe relative to the inertial frame; J = diag{J x , J y , J z} is the inertia matrix of the aircraft. (10) linearizing formula (1) and formula (2) to obtain a mathematical expression of the linear attitude control system of the airplane as follows: In the formula, τ1, τ2 and τ3 are control torques around the x-axis, the y-axis and the z-axis; ω0 is the angular velocity of the unmanned aerial vehicle; σ1=(J y -J z ) / J x ; σ2=(J x -J z ) / J y ; σ3=(J y -J x ) / J z ; is the first-order derivative of the first element of the quaternion q; is the first-order derivative of the third element of the quaternion q; is the second-order derivative of the first element of the quaternion q; is the second-order derivative of the second element of the quaternion q; is the second-order derivative of the third element of the quaternion q; (103) definitions The state space equation of the aircraft attitude control system equation described by equation (3) is then written as: dx(t)=[Ax(t)+Bτ(t)]dt (4) where B = [0 3×3 ,J -1 ] T / 2, I 3×3 is a 3 by 3 identity matrix; (103) considering the difficulty in measuring the parameter matrix of the system and external noise interference, formula (4) is rewritten as: dx(t)=[(A+ΔA(t))x(t)+Bτ(t)]dt+Dx(t)dz(t), (5) where D is a coefficient matrix, z(t) is the differential of Brownian motion, which is used to describe the measurement random noise; ΔA(t) is an uncertainty term representing the system parameter matrix, satisfying ΔA(t) = GF(t)N, where G1, G2, N1, and N2 are constant matrices, and F1(t) and F2(t) are two function matrices; (104) constructing a model of the airplane when the elevator encounters a sudden fault is as follows: where u(t) is the control torque; θ t is a homogeneous Markov process; is a diagonal matrix, which is used to represent the effectiveness loss of the elevator under different failure modes. (105) based on formula (6), constructing an airplane longitudinal attitude control system with a sudden elevator fault is as follows: where θ t The values of θ t The evolution of θ is as follows: where h is a constant greater than 0; π ij denotes the transition rate between different failure modes, satisfying 3. The method of claim 2, wherein, Using to indicate unknown conversion rates, all conversion rates collected in the following matrix Definition Q i = Q ki ∪ Q uki (11) where Q ki = {j: π ij is known for j∈Q}, Q uki = {j: π ij is unknown for j∈Q} ; by Q ki and Q uki , we get:

4. The method of claim 3, wherein, If Q ki is not empty, then Q ki is represented as wherein denotes the index of the s-th known element in the i-th row of the matrix Π in equation (10); Similarly, if Q uki is not empty, then Q uki is represented as wherein denotes the index of the s-th known element in the i-th row of the matrix Π in equation (10).

5. The method for longitudinal fault-tolerant control and reconstruction of an aircraft in the event of elevator surface failure according to claim 2, characterized in that, Step 2 is as follows: (201) constructing a whole-form sliding mode surface model is as follows: wherein P i is a positive definite matrix; K i is a state feedback gain matrix; x(v) is the aircraft state; (202) solving formula (7) to obtain: In formula (7), x(0) is the initial state of the airplane system; 3) bringing formula (16) into formula (15) to obtain: Let E in equation (17) be i T P i D i = 0, we get: 4) Differentiate equation (18) and set the result of differentiation to zero The fault-tolerant controller expression is obtained wherein u eq (t) is the control input when the elevator of the aircraft fails.

6. An aircraft longitudinal fault-tolerant control and reconfiguration system under failure of elevator surfaces, characterized in that, The method comprises a modeling module, a fault-tolerant controller design module and a solving module; The modeling module is used for constructing an attitude kinematics equation and a dynamics equation of an airplane, selecting state variables, converting the dynamics equation to a linear state space, considering the difficulty in measuring the parameter matrix of the airplane attitude control system and external noise interference, correcting the state space equation of the airplane attitude control system, and obtaining a state space equation of the corrected airplane attitude control system. The fault-tolerant controller design module is configured to construct a whole-form sliding mode surface model, solve the aircraft longitudinal attitude based on the aircraft longitudinal attitude control system with a sudden elevator fault, substitute the aircraft longitudinal attitude into the whole-form sliding mode surface model, derive the whole-form sliding mode surface model with the derivative of the whole-form sliding mode surface model being 0, and obtain an aircraft longitudinal attitude control system equation design fault-tolerant controller. The aircraft longitudinal fault-tolerant control module is configured to acquire real-time data of flight, input real-time state information of the aircraft, including attitude information, speed information and position information, into the fault-tolerant controller, and output a fault-tolerant control signal from the fault-tolerant controller to act on an elevator actuating mechanism of the aircraft, so as to realize aircraft longitudinal fault-tolerant control under the elevator surface failure.

7. A computer-readable storage medium, characterized in that The computer executable instructions stored in the computer readable storage medium are configured to implement the aircraft longitudinal fault-tolerant control and reconstruction method under the elevator surface failure according to any one of claims 1-5 when executed.

8. A computer program, characterized in that, The computer readable storage medium comprises computer executable instructions configured to implement the aircraft longitudinal fault-tolerant control and reconstruction method under the elevator surface failure according to any one of claims 1-5 when executed.

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