A static instability stt overload control method and system based on a full drive system theory

Abstract

The application provides a static instability STT overload control method and system based on a full drive system theory, and the control method comprises the following steps: establishing an aircraft motion model under static instability STT, wherein the aircraft motion model comprises a dynamic equation around a center of mass and a kinematic equation around the center of mass; establishing an aircraft overload second-order full drive system model based on the dynamic equation around the center of mass and the kinematic equation around the center of mass according to the full drive system theory; and designing an overload control signal according to the aircraft overload second-order full drive system model to control the aircraft under static instability STT. The technical scheme of the application can solve the technical problem that the traditional control method in the prior art has a small stability margin and is prone to causing instability of the aircraft control.

Description

Technical Field

[0001] This invention relates to the field of nonlinear control technology, and in particular to a statically unstable STT overload control method and system based on the theory of all-drive systems. Background Technology

[0002] Most real-world physical systems are composed of numerous physical laws with second-order models; second-order and higher-order systems are natural manifestations of physical systems. Like the state-space model of a system, a higher-order all-drive system is a descriptive form of a control system, a system model oriented towards control design. Academician Duan Guangren revealed the outstanding advantages of higher-order all-drive systems in controller design, while also fully demonstrating their ubiquitous existence. In 2022, Academician Duan demonstrated, through a simple attitude control method, the powerful potential of control methods based on higher-order all-drive system theory as a nonlinear control method in aircraft control.

[0003] An aircraft's maneuverability depends on its ability to track overload commands. Overload control treats overload as a state variable, achieving good speed and accuracy. However, for aircraft with nonlinear and coupled dynamic characteristics, traditional overload control methods cannot obtain satisfactory dynamic characteristics. Furthermore, when the aircraft exhibits lateral and longitudinal static instability, traditional control methods have small stability margins and cannot fully cover the system, easily leading to control instability. However, control of all-drive systems, based on the system's all-drive characteristics, can eliminate all dynamic characteristics of the open-loop system (whether linear or nonlinear) while establishing entirely new, desired closed-loop dynamic characteristics, thereby achieving stable control of second-order or higher-order system models.

[0004] Therefore, this invention addresses a class of nonlinear aircraft motion models exhibiting lateral and longitudinal coupling and static instability by designing an overload optimal control method based on second-order high-order all-drive system theory. This method performs joint overload control on the yaw and pitch channels, thereby achieving stable tracking of aircraft overload commands and improved speed. Summary of the Invention

[0005] This invention provides a statically unstable STT overload control method and system based on the theory of all-drive systems, which can solve the technical problem that the traditional control methods in the prior art have small stability margins and are prone to causing aircraft control instability.

[0006] According to one aspect of the present invention, a statically unstable STT overload control method based on all-drive system theory is provided, the control method comprising:

[0007] A motion model of the aircraft under statically unstable STT conditions is established. The motion model of the aircraft includes the dynamic equations and the kinematic equations about the center of mass.

[0008] Based on the theory of all-drive systems, a second-order all-drive system model for aircraft overload is derived and established according to the dynamic equations and kinematic equations around the center of mass.

[0009] Based on the second-order all-drive system model of the aircraft overload, an overload control signal is designed to control the aircraft under statically unstable STT conditions.

[0010] Furthermore, the dynamic equations about the center of mass are:

[0011]

[0012] in,

[0013]

[0014] In the above formula, J y and J z Let ω be the moment of inertia. y ω is the yaw rate. z M is the pitch angular velocity. y For the yaw moment, M z Let q represent the pitching moment, S represent the reference area, L represent the reference length, α represent the angle of attack, β represent the sideslip angle, and δ represent the pitching moment. z Indicates pitch rudder deflection, δ y Indicates yaw and rudder deflection. All are aerodynamic torque coefficients.

[0015] Furthermore, the kinematic equations about the center of mass are:

[0016]

[0017] In the above formula, ψ is the yaw angle and θ is the pitch angle.

[0018] Furthermore, the second-order all-wheel drive system model for aircraft overload is as follows:

[0019]

[0020] in,

[0021]

[0022]

[0023]

[0024]

[0025] Δn y =n y -n yc ,Δnz =n z -n zc ,

[0026] In the above formula, m is the mass of the aircraft, g is the acceleration due to gravity, and v is the velocity of the aircraft. and n is the aerodynamic coefficient. yc and n zc For instruction overload signal, n y For longitudinal overload, n z This is a lateral overload.

[0027] Furthermore, the overload control signal obtained from the design of the second-order all-drive system model for aircraft overload is:

[0028]

[0029] in,

[0030]

[0031] In the above formula, K b These are control parameters.

[0032] According to another aspect of the present invention, a statically unstable STT overload control system based on all-drive system theory is provided, the control system comprising:

[0033] The motion model building module is used to build the motion model of the aircraft under statically unstable STT conditions. The motion model of the aircraft includes the dynamic equations and the kinematic equations about the center of mass.

[0034] The All-Drive System Model Building Module is used to derive and establish a second-order all-drive system model of an aircraft under overload based on the dynamic equations and kinematic equations around the center of mass according to the all-drive system theory.

[0035] The overload signal design module is used to design overload control signals based on the second-order all-drive system model of the aircraft overload to control the aircraft under statically unstable STT conditions.

[0036] Furthermore, the dynamic equations about the center of mass are:

[0037]

[0038] in,

[0039]

[0040] In the above formula, J y and J z Let ω be the moment of inertia.y ω is the yaw rate. z M is the pitch angular velocity. y For the yaw moment, M z Let q represent the pitching moment, S represent the reference area, L represent the reference length, α represent the angle of attack, β represent the sideslip angle, and δ represent the pitching moment. z Indicates pitch rudder deflection, δ y Indicates yaw and rudder deflection. All are aerodynamic torque coefficients.

[0041] Furthermore, the kinematic equations about the center of mass are:

[0042]

[0043] In the above formula, ψ is the yaw angle and θ is the pitch angle.

[0044] Furthermore, the second-order all-wheel drive system model for aircraft overload is as follows:

[0045]

[0046] in,

[0047]

[0048]

[0049]

[0050]

[0051] Δn y =n y -n yc ,Δn z =n z -n zc ,

[0052] In the above formula, m is the mass of the aircraft, g is the acceleration due to gravity, and v is the velocity of the aircraft. and n is the aerodynamic coefficient. yc and n zc For instruction overload signal, n y For longitudinal overload, n z This is a lateral overload.

[0053] Furthermore, the overload control signal obtained from the design of the second-order all-drive system model for aircraft overload is:

[0054]

[0055] in,

[0056]

[0057] In the above formula, K b These are control parameters.

[0058] This invention provides a statically unstable STT overload control method and system based on the theory of all-drive systems. This method derives a second-order all-drive system model for aircraft overload based on the aircraft motion model under statically unstable STT conditions, according to the theory of all-drive systems. The overload control signal designed based on this model can effectively overcome the nonlinearity problem of the aircraft, achieving stable tracking of the overload command and thus achieving more precise and rapid control of the aircraft. This method provides a more effective solution to the coupling and nonlinearity problems of the aircraft model, demonstrating great potential in practical engineering applications. Attached Figure Description

[0059] The accompanying drawings, which form part of this specification, are provided to further illustrate embodiments of the invention and, together with the textual description, explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0060] Figure 1 A flowchart illustrating a statically unstable STT overload control method based on all-drive system theory, according to a specific embodiment of the present invention, is shown.

[0061] Figure 2 A schematic diagram illustrating the transformation relationship between the trajectory coordinate system and the velocity coordinate system according to a specific embodiment of the present invention is shown;

[0062] Figure 3 A structural block diagram of a statically unstable STT overload control system based on all-drive system theory, according to a specific embodiment of the present invention, is shown.

[0063] Figure 4A The simulation results of longitudinal overload provided according to one embodiment of the present invention are shown;

[0064] Figure 4B The simulation results of lateral overload provided according to one embodiment of the present invention are shown;

[0065] Figure 4C The simulation results of pitch deflection provided according to one embodiment of the present invention are shown;

[0066] Figure 4D The following is a simulation result of the heading and rudder deflection provided according to one embodiment of the present invention;

[0067] Figure 5A The simulation results of longitudinal overload provided according to a second embodiment of the present invention are shown;

[0068] Figure 5B The simulation results of lateral overload provided according to a second embodiment of the present invention are shown;

[0069] Figure 5C The simulation results of pitch deflection provided according to Embodiment 2 of the present invention are shown;

[0070] Figure 5D The simulation results of heading and rudder deflection provided according to a second embodiment of the present invention are shown. Detailed Implementation

[0071] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0072] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0073] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0074] This invention addresses a class of nonlinear aircraft motion models exhibiting lateral and longitudinal coupling and static instability under STT (Simultaneous Tolerance) conditions. It derives the second-order all-drive system equations and designs an optimal overload control method, combining yaw and pitch channel overload control to achieve stable tracking of overload commands and improved speed. For example... Figure 1 As shown in the figure, a statically unstable STT overload control method based on the theory of all-drive systems is provided according to a specific embodiment of the present invention. The control method includes:

[0075] S1. Establish the motion model of the aircraft under statically unstable STT conditions. The motion model of the aircraft includes the dynamic equations around the center of mass and the kinematic equations around the center of mass.

[0076] S2, Based on the theory of all-drive systems, a second-order all-drive system model of an aircraft overload is derived and established according to the dynamic equations and kinematic equations around the center of mass.

[0077] S3, based on the second-order all-drive system model of the aircraft overload, designs overload control signals to control the aircraft under statically unstable STT conditions.

[0078] This configuration approach provides a statically unstable STT overload control method based on all-drive system theory. This method derives a second-order all-drive system model for aircraft overload based on the aircraft motion model under statically unstable STT conditions. The overload control signal designed based on this model effectively overcomes the aircraft's nonlinearity, achieving stable tracking of overload commands and thus enabling more precise and rapid control. This method offers a more effective solution to the coupling and nonlinearity problems of the aircraft model, demonstrating significant potential in practical engineering applications. Compared to existing technologies, the technical solution of this invention addresses the problem of small stability margins in traditional control methods, which easily lead to aircraft control instability.

[0079] (I) Establishment of the aircraft motion model under statically unstable STT conditions

[0080] Without considering thrust, a motion model of the STT aircraft is established, and the forces acting on the aircraft in the lateral and longitudinal directions are analyzed to obtain the dynamic equation of the aircraft's center of mass:

[0081]

[0082] Where m is the mass of the aircraft, v is the velocity of the aircraft, θ is the trajectory angle, and ψ v Let Y be the ballistic deflection angle, g be the acceleration due to gravity, and the expressions for lift Y and lateral force Z be:

[0083]

[0084] Where q represents dynamic pressure, S represents reference area, α represents angle of attack, β represents sideslip angle, and δ z Indicates pitch rudder deflection, δ y Indicates yaw and rudder deflection. All are aerodynamic coefficients.

[0085] The dynamic equations about the center of mass are:

[0086]

[0087] Among them, J y and J z Let ω be the moment of inertia. y ω is the yaw rate. z For pitch angular velocity, yaw moment M y And pitching moment M z The expression is:

[0088]

[0089] Where L represents the reference length, All are aerodynamic torque coefficients.

[0090] The kinematic equations about the center of mass are:

[0091]

[0092] Where ψ is the yaw angle and θ is the pitch angle.

[0093] Furthermore, the equation for the angle relationship is:

[0094]

[0095] It can be seen from equations (1) to (6) that the lateral and longitudinal motion of the STT aircraft is nonlinear. In order to obtain better control accuracy, nonlinear control methods need to be applied to solve the problem.

[0096] (II) Establishing a second-order all-wheel drive system model for aircraft overload

[0097] For pitch and yaw channels, there are approximate equations in the velocity coordinate system:

[0098]

[0099] For overload n y3 n z3 Taking the derivative, we get:

[0100]

[0101] Without considering the scrolling channel, there is an approximate relationship:

[0102]

[0103] get:

[0104]

[0105] In the trajectory coordinate system, the following relationship exists:

[0106]

[0107] The transformation relationship between the trajectory coordinate system and the velocity coordinate system is as follows: Figure 2 As shown in the figure, γ v Let γ be the velocity roll angle. For the STT aircraft, the velocity roll angle γ is not considered. v At that time, the overload n in the trajectory coordinate system y2 n z2 It can be approximated as the overload n in the velocity coordinate system. y3 n z3 Therefore, the present invention will subsequently unify the longitudinal overload as n. y Lateral overload is n z .

[0108] For pitch and yaw channels, according to equation (5), we can obtain:

[0109]

[0110] Substituting equations (11) and (12) into equation (10), we get:

[0111]

[0112]

[0113] Therefore, we get:

[0114]

[0115]

[0116] Differentiating both sides of equations (15) and (16), we get:

[0117]

[0118]

[0119] Substituting equation (3) into the equation, we get:

[0120]

[0121]

[0122] According to equation (4):

[0123]

[0124]

[0125] Combining equations (21) and (22), we get:

[0126]

[0127] make:

[0128]

[0129] Where, Δn y =n y -n yc ,Δn z =n z -n zc n yc and n zc This is a command overload signal. Therefore, a second-order all-wheel drive system model for aircraft overload is established:

[0130]

[0131] in,

[0132]

[0133]

[0134]

[0135] (III) Optimal Attitude Controller Design

[0136] make:

[0137]

[0138] get:

[0139] u = -M(fv) b (28)

[0140] in:

[0141]

[0142] The state-space equations for overload are established as follows:

[0143]

[0144] in:

[0145]

[0146] By employing optimal control methods, the performance index J is made... b At least, in this embodiment of the invention, J b The expression is:

[0147]

[0148] in, Q b R is a positive semi-definite matrix. b t is a positive definite matrix f This is the terminal time.

[0149] Solve using the Riccati equation:

[0150]

[0151] get:

[0152]

[0153] Furthermore, through the controller model:

[0154]

[0155] The overload control signal is obtained as follows:

[0156]

[0157] in,

[0158]

[0159] In the above formula, Kb These are control parameters.

[0160] According to another aspect of the present invention, a statically unstable STT overload control system based on all-drive system theory is provided, the control system comprising:

[0161] The motion model building module is used to build the motion model of the aircraft under statically unstable STT conditions. The motion model of the aircraft includes the dynamic equations and the kinematic equations about the center of mass.

[0162] The All-Drive System Model Building Module is used to derive and establish a second-order all-drive system model of an aircraft under overload based on the dynamic equations and kinematic equations around the center of mass according to the all-drive system theory.

[0163] The overload signal design module is used to design overload control signals based on the second-order all-drive system model of the aircraft overload to control the aircraft under statically unstable STT conditions.

[0164] This approach provides a statically unstable STT overload control system based on the theory of all-drive systems. The system derives a second-order all-drive system model for aircraft overload based on the aircraft's motion model under statically unstable STT conditions. The overload control signal designed based on this model effectively overcomes the aircraft's nonlinearity, achieving stable tracking of overload commands and thus enabling more precise and rapid control. This system offers a more effective solution to the coupling and nonlinearity issues of the aircraft model, demonstrating significant potential for practical engineering applications.

[0165] For the construction process of the aircraft motion model, the second-order all-drive system model for aircraft overload, and the overload control signal under statically unstable STT conditions, please refer to the aforementioned construction process of the statically unstable STT overload control method based on all-drive system theory, which will not be repeated here.

[0166] In this embodiment of the invention, the dynamic equation around the center of mass is:

[0167]

[0168] in,

[0169]

[0170] In the above formula, J y and J z Let ω be the moment of inertia. y ω is the yaw rate. z M is the pitch angular velocity. y For the yaw moment, Mz Let q represent the pitching moment, S represent the reference area, L represent the reference length, α represent the angle of attack, β represent the sideslip angle, and δ represent the pitching moment. z Indicates pitch rudder deflection, δ y Indicates yaw and rudder deflection. All are aerodynamic torque coefficients.

[0171] The kinematic equations about the center of mass are:

[0172]

[0173] In the above formula, ψ is the yaw angle and θ is the pitch angle.

[0174] Furthermore, the second-order all-wheel drive system model for aircraft overload is as follows:

[0175]

[0176] in,

[0177]

[0178]

[0179]

[0180]

[0181] Δn y =n y -n yc ,Δn z =n z -n zc ,

[0182] In the above formula, m is the mass of the aircraft, g is the acceleration due to gravity, and v is the velocity of the aircraft. and n is the aerodynamic coefficient. yc and n zc For instruction overload signal, n y For longitudinal overload, n z This is a lateral overload.

[0183] Based on the above embodiments, in this embodiment of the invention, the overload control signal obtained from the design of the second-order all-drive system model for aircraft overload is:

[0184]

[0185] in,

[0186]

[0187] In the above formula, Kb These are control parameters.

[0188] To gain a further understanding of the present invention, the control method and control system of the present invention will be described in detail below with reference to the accompanying drawings.

[0189] For nonlinear aircraft state points exhibiting static instability and coupling, an optimal controller based on a second-order all-drive system model is established according to the technical solution. This is a statically unstable STT overload control system based on all-drive system theory. The structure of the entire overload control system is as follows: Figure 3 As shown. The controller input is the longitudinal overload n. y Lateral overload n z Its derivative and overload command signal n yc n zc , The error value is output as rudder deflection δ. y and pitch rudder deflection δ z Signal.

[0190] Example 1

[0191] The initial design conditions and overload commands are shown in the table below:

[0192] Table 1 Initial conditions and overload commands

[0193]

[0194] For the optimal controller designed based on all-drive system theory, the controller parameters are selected as follows:

[0195]

[0196] The simulation results obtained are as follows Figure 4A , Figure 4B , Figure 4C and Figure 4D As shown in the simulation results, even though the aircraft model is statically unstable and nonlinear, the statically unstable STT overload control method based on the all-drive system theory proposed in this invention can enable the aircraft to stably track longitudinal and lateral overload commands, with the simulation stabilizing in about 5 seconds. Therefore, this demonstrates that the control method based on the all-drive system theory can effectively overcome aircraft coupling problems and has great potential in engineering applications.

[0197] Example 2

[0198] To further verify the aircraft's maneuverability under all-drive system control, a sinusoidal overload signal was tracked, with the following command:

[0199]

[0200] Through simulation, control effects such as 5A are obtained. Figure 5B , Figure 5C and Figure 5D As shown in the simulation results, the statically unstable STT overload control method based on the all-drive system theory can enable the aircraft to track the sinusoidal commands of longitudinal and lateral overloads relatively well, and the rudder deflection angle is within a suitable range. Therefore, it can be concluded that the control method based on the all-drive system theory can also achieve relatively stable control performance when the STT aircraft is maneuvering.

[0201] In summary, this invention provides a statically unstable STT overload control method and system based on all-drive system theory. This method derives a second-order all-drive system model for aircraft overload based on the aircraft motion model under statically unstable STT conditions, according to all-drive system theory. The overload control signal designed based on this model can effectively overcome the nonlinearity problem of the aircraft, achieving stable tracking of the aircraft overload command, and thus achieving more precise and rapid control of the aircraft. This method provides a more effective solution to the coupling and nonlinearity problems of the aircraft model, demonstrating great potential in practical engineering applications. Compared with existing technologies, the technical solution of this invention can solve the technical problem that traditional control methods have small stability margins, easily leading to aircraft control instability.

[0202] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0203] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0204] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A statically unstable STT overload control method based on all-drive system theory, characterized in that, The control method includes: A motion model of an aircraft under statically unstable STT conditions is established, and the motion model of the aircraft includes the dynamic equations and the kinematic equations about the center of mass. Based on the theory of all-drive systems, a second-order all-drive system model for aircraft overload is derived and established according to the dynamic equations and kinematic equations around the center of mass. Based on the second-order all-drive system model of the aircraft overload, an overload control signal is designed to control the aircraft under statically unstable STT conditions. The overload second-order all-drive system model for an aircraft is as follows: ， in, ， ， ， ， ， ， ， In the above formula, For the mass of the aircraft, It is the acceleration due to gravity. For the speed of the aircraft, and The aerodynamic coefficient, and This is an overload signal for the instruction. For longitudinal overload, For lateral overload, and For rotational inertia, For yaw moment, For pitching moment, Indicates dynamic pressure. Indicates the reference area. Indicates the reference length. Indicates angle of attack. Indicates the sideslip angle. Indicates pitch and yaw. Indicates yaw and rudder deflection. , All are aerodynamic torque coefficients. It is the pitch angle.

2. The control method according to claim 1, characterized in that, The dynamic equations about the center of mass are: ， in, ， In the above formula, Yaw angular velocity, The pitch angular velocity, , All are aerodynamic torque coefficients.

3. The control method according to claim 2, characterized in that, The kinematic equations about the center of mass are: ， In the above formula, This is the yaw angle.

4. The control method according to claim 3, characterized in that, The overload control signal obtained from the design of the second-order all-drive system model for aircraft overload is: ， in, In the above formula, These are control parameters.

5. A statically unstable STT overload control system based on all-drive system theory, characterized in that, The control system includes: The motion model construction module is used to establish a motion model of the aircraft under statically unstable STT conditions. The motion model of the aircraft includes the dynamic equations about the center of mass and the kinematic equations about the center of mass. The all-drive system model building module is used to derive and establish a second-order all-drive system model of an aircraft under overload based on the dynamic equations and kinematic equations around the center of mass according to the all-drive system theory. An overload signal design module is used to design overload control signals based on a second-order all-drive system model of an aircraft overload to perform overload control on an aircraft under statically unstable STT conditions. The overload second-order all-drive system model for an aircraft is as follows: ， in, ， ， ， ， ， ， ， In the above formula, For the mass of the aircraft, It is the acceleration due to gravity. For the speed of the aircraft, and The aerodynamic coefficient, and This is an overload signal for the instruction. For longitudinal overload, For lateral overload, and For rotational inertia, For yaw moment, For pitching moment, Indicates dynamic pressure. Indicates the reference area. Indicates the reference length. Indicates angle of attack. Indicates the sideslip angle. Indicates pitch and yaw. Indicates yaw and rudder deflection. , All are aerodynamic torque coefficients. It is the pitch angle.

6. The control system according to claim 5, characterized in that, The dynamic equations about the center of mass are: ， in, ， In the above formula, Yaw angular velocity, The pitch angular velocity, , All are aerodynamic torque coefficients.

7. The control system according to claim 6, characterized in that, The kinematic equations about the center of mass are: ， In the above formula, This is the yaw angle.

8. The control system according to claim 7, characterized in that, The overload control signal obtained from the design of the second-order all-drive system model for aircraft overload is: ,in, In the above formula, These are control parameters.

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