Robust control method for aircraft attitude angle in predetermined time under unknown disturbance

Abstract

The invention belongs to the technical field of flight control. The invention provides a predetermined time robust control method for an aircraft attitude angle under unknown disturbance. The method comprises the following steps: establishing an attitude angle and angular rate kinetic equation of an aircraft according to wind tunnel experiment data; in consideration of uncertainty and unknown disturbance existing in the kinetic equation, modeling the kinetic equation into a comprehensive disturbance form, and converting the kinetic equation into a ray-imitated form containing disturbance; a preset time disturbance estimator is designed to achieve accurate estimation of comprehensive disturbance, an attitude angle preset time backstepping controller is designed, disturbance is compensated in the controller, and preset time control over the attitude angle of the aircraft is achieved. The method disclosed by the embodiment of the invention has the advantages of simple structure and strong robustness, the parameter adjustment requirement for convergence time is simplified, and the preset time control on the attitude angle of the aircraft under the condition of unknown disturbance can be realized.

Description

Technical Field

[0001] The disclosed embodiments relate to the field of flight control technology, and in particular to a method for robustly controlling an aircraft attitude angle within a predetermined time under unknown disturbances. Background Art

[0002] With the development of modern aviation vehicles, they have the characteristics of large envelope and wide speed range, and the control surface characteristics of aircraft also show nonlinear characteristics. The traditional PID controller relies on the engineering experience of designers, and the dynamic performance of the system is checked after design, which invisibly increases the workload of designers. The adaptive control method can reduce the interference of uncertainty and external interference on the aircraft, but it is still designed based on the state balance point, and its essence is still a linear time-invariant controller. When the aircraft state deviates from the state point designed by the controller, the problem of control performance degradation will occur. Nonlinear control methods such as dynamic inversion and backstepping have the advantages of simple design process and strong adaptability. However, when there is large model uncertainty in the system, the robustness of the backstepping method is slightly insufficient.

[0003] Furthermore, when the above control method is introduced into the attitude control system of the aircraft, it shows the asymptotic time convergence characteristic, and its convergence time theoretically approaches infinity. Although the finite time control takes the convergence speed into consideration, the convergence speed also depends on the initial state of the system. Therefore, in order to better meet the requirements of modern aircraft flight control, it is necessary to design a nonlinear control law with good control effect, user-defined convergence time, and strong robustness to further improve the control performance of the aircraft.

[0004] Therefore, it is necessary to improve one or more problems existing in the above-mentioned related technical solutions.

[0005] It should be noted that this section is intended to provide background or context for the technical solutions of the present disclosure stated in the claims. The description herein is not admitted to be prior art by virtue of being included in this section. Summary of the invention

[0006] The purpose of the embodiments of the present disclosure is to provide a method for pre-determined time robust control of an aircraft attitude angle under unknown disturbances, thereby overcoming one or more problems caused by limitations and defects of related technologies at least to a certain extent.

[0007] According to an embodiment of the present disclosure, a method for pre-set time robust control of an aircraft attitude angle under unknown disturbance is provided, the method comprising: According to the aerodynamic data of the aircraft, a nonlinear six-degree-of-freedom aircraft model is established; wherein the nonlinear six-degree-of-freedom aircraft model includes an aircraft attitude angle dynamics differential equation and an aircraft angular velocity dynamics differential equation; Separating the aircraft attitude angle dynamics differential equation and the aircraft angular rate dynamics differential equation respectively to obtain an affine linearized attitude angle dynamics equation and an affine linearized angular rate dynamics equation; Constructing an attitude angle predetermined time disturbance estimator according to the affine linearized attitude angle dynamics equation, and constructing an angular rate predetermined time disturbance estimator according to the affine linearized angular rate dynamics equation; Constructing a preset time attitude angle controller according to the attitude angle preset time disturbance estimator, and constructing a preset time angular rate controller according to the angular rate preset time disturbance estimator; Inputting the angular rate reference instruction into the preset time attitude angle controller to obtain a virtual instruction, and inputting the virtual instruction into a predetermined time filter to obtain an angular rate reference instruction; The angular velocity reference instruction is input into the preset time angular velocity controller to obtain a desired reference instruction.

[0008] Furthermore, the expression of the aircraft attitude angle dynamics differential equation is:

[0009] The expression of the aircraft angular rate dynamics differential equation is:

[0010] in, is the roll angle, for The differential of is the pitch angle, for The differential of is the sideslip angle, for The differential of is the roll angular rate, for The differential of is the pitch angular rate, for The differential of is the yaw angular rate, for The differential of is the aircraft mass, Y is the side force, T is the thrust, g is the acceleration of gravity, γ is the track inclination angle, μ is the track roll angle, is the angle of attack, V is the aircraft speed, is the rolling moment, is the pitch moment, is the yaw moment, is the moment of inertia matrix of the aircraft.

[0011] Furthermore, the expression of the affine linearized attitude angle dynamics equation is:

[0012] in, , , , ; The expression of the affine linearized angular rate dynamics equation is:

[0013] in, , , For the expected reference instruction, They are the four elevons of the aircraft. The rudder of the aircraft. A pair of canard wings for an aircraft , is the dynamic pressure, is the wing area, b is the wing span, is the wing chord length, is the aircraft's control surface effectiveness matrix.

[0014] Furthermore, the expression of the attitude angle predetermined time disturbance estimator is:

[0015] The expression of the angular rate predetermined time disturbance estimator is:

[0016] in, Express The estimated value of Express The estimated value of , , represents the comprehensive disturbance of the attitude angle loop, is the attitude angle loop model parameter error, is the external disturbance of the attitude angle loop, represents the integrated disturbance of the angular rate loop, is the external disturbance of the angular rate loop, is the external disturbance of the angular rate loop, Express The estimated value of Express The estimated value of , , is the first parameter to be designed, is the second parameter to be designed, is the third parameter to be designed, is the fourth parameter to be designed, is the fifth design parameter, is the sixth parameter to be designed, Predefine a time for the first user, A time is predefined for the second user.

[0017] Furthermore, the expression of the preset time attitude angle controller is:

[0018] The expression of the preset time angular rate controller is:

[0019] in, is the attitude angle tracking error, is the angular rate tracking error, is the attitude angle reference instruction, is the angular rate reference command, , , is the seventh design parameter, is the eighth parameter to be designed, is the ninth design parameter, is the tenth design parameter, is the eleventh design parameter, is the twelfth design parameter, Predefine time for third user, Predefine time for the fourth user, For virtual instructions.

[0020] Furthermore, the expression of the predetermined time filter is:

[0021] in, , is the thirteenth design parameter, is the fourteenth design parameter, A time is predefined for the fifth user.

[0022] Further, the step of inputting the angular rate reference instruction into the preset time attitude angle controller to obtain a virtual instruction, and inputting the virtual instruction into a predetermined time filter to obtain the angular rate reference instruction includes: The preset angular rate reference instruction and the roll angle , the pitch angle and the sideslip angle Input into the preset time attitude angle controller to obtain the virtual instruction ; The predetermined time filter is applied to the virtual instruction Estimation is performed to obtain the angular rate reference instruction .

[0023] Furthermore, the step of inputting the angular velocity reference instruction into the preset time angular velocity controller to obtain the expected reference instruction includes: The angular rate reference instruction, the roll angular rate , the pitch angle rate and the yaw rate Input into the preset time angular rate controller to obtain the expected reference instruction .

[0024] The technical solution provided by the embodiments of the present disclosure may have the following beneficial effects: In the embodiment of the present disclosure, through the above-mentioned preset time robust control method of the aircraft attitude angle under unknown disturbance, on the one hand, first, according to the wind tunnel test data, the aircraft attitude angle and angular rate dynamic equations are established; secondly, considering the uncertainty and unknown disturbance existing in the dynamic equation, it is modeled in the form of comprehensive disturbance, and the dynamic equation is converted into an affine linearized form containing disturbance; then, a preset time disturbance estimator is designed to realize the accurate estimation of the comprehensive disturbance, and the attitude angle preset time backstepping controller is designed and the disturbance is compensated in the controller to realize the preset time control of the aircraft attitude angle. On the other hand, based on the attitude angle preset time disturbance estimator and the angular rate preset time disturbance estimator, the accurate estimation of the disturbance within the preset time can be realized, and the influence of the system uncertainty interference can be overcome; under the action of the designed preset time attitude angle controller and the preset time angular rate controller, the attitude angle can track the desired attitude angle instruction on the user-defined time; the method has the characteristics of strong robustness and simple structure, and simplifies the parameter adjustment process for the convergence time. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present disclosure, and together with the specification are used to explain the principles of the present disclosure. Obviously, the accompanying drawings described below are only some embodiments of the present disclosure, and for ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without creative work.

[0026] Figure 1 A step diagram showing a method for robustly controlling the attitude angle of an aircraft under unknown disturbances in an exemplary embodiment of the present disclosure; Figure 2A schematic diagram showing a framework of a method for robustly controlling the attitude angle of an aircraft under unknown disturbances in an exemplary embodiment of the present disclosure; Figure 3 shows simulation diagrams at different predefined times in an exemplary embodiment of the present disclosure; Figure 4 A comparative simulation diagram is shown without adding unknown disturbance and with adding unknown disturbance in an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0027] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that the disclosure will be more comprehensive and complete and to fully convey the concepts of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0028] In addition, the accompanying drawings are only schematic illustrations of the embodiments of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the figures represent the same or similar parts, and their repeated descriptions will be omitted. Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities.

[0029] This example embodiment provides a method for predicting the time robust control of the aircraft attitude angle under unknown disturbance. Figure 1 As shown in , the method for pre-setting time robust control of the aircraft attitude angle under unknown disturbance may include: steps S101 to S106.

[0030] Step S101: establishing a nonlinear six-degree-of-freedom aircraft model according to the aerodynamic data of the aircraft; wherein the nonlinear six-degree-of-freedom aircraft model includes an aircraft attitude angle dynamics differential equation and an aircraft angular velocity dynamics differential equation; Step S102: respectively splitting the aircraft attitude angle dynamics differential equation and the aircraft angular rate dynamics differential equation to obtain an affine linearized attitude angle dynamics equation and an affine linearized angular rate dynamics equation; Step S103: constructing an attitude angle predetermined time disturbance estimator according to the affine linearized attitude angle dynamics equation, and constructing an angular rate predetermined time disturbance estimator according to the affine linearized angular rate dynamics equation; Step S104: constructing a preset time attitude angle controller according to the attitude angle preset time disturbance estimator, and constructing a preset time angular rate controller according to the angular rate preset time disturbance estimator; Step S105: inputting the angular rate reference instruction into the preset time attitude angle controller to obtain a virtual instruction, and inputting the virtual instruction into a preset time filter to obtain an angular rate reference instruction; Step S106: input the angular velocity reference instruction into the preset time angular velocity controller to obtain a desired reference instruction.

[0031] Through the above-mentioned preset time robust control method of aircraft attitude angle under unknown disturbance, on the one hand, first, according to the wind tunnel test data, the aircraft attitude angle and angular rate dynamic equations are established; secondly, considering the uncertainty and unknown disturbance in the dynamic equation, it is modeled as a comprehensive disturbance form, and the dynamic equation is converted into an affine linear form containing disturbance; then, a preset time disturbance estimator is designed to realize the accurate estimation of the comprehensive disturbance, and the attitude angle preset time backstepping controller is designed and the disturbance is compensated in the controller to realize the preset time control of the aircraft attitude angle. On the other hand, based on the attitude angle preset time disturbance estimator and the angular rate preset time disturbance estimator, the accurate estimation of the disturbance within the preset time can be realized, overcoming the influence of the system uncertainty interference; under the action of the designed preset time attitude angle controller and the preset time angular rate controller, the attitude angle can track the desired attitude angle instruction at the user-defined time; this method has the characteristics of strong robustness and simple structure, and simplifies the parameter adjustment process for the convergence time.

[0032] Next, we will refer to Figures 1 to 4 The various steps of the method for predicting the time robust control of the aircraft attitude angle under unknown disturbances in this example implementation are described in more detail.

[0033] In step S101, the aerodynamic data of the aircraft is obtained through actual wind tunnel experiments, and a high-precision six-degree-of-freedom nonlinear model of the aircraft is established. The differential equations of the aircraft's attitude angle dynamics and angular velocity dynamics are as follows: (1) (2) In the formula, is the roll angle, for The differential of is the pitch angle, for The differential of is the sideslip angle, for The differential of is the roll angular rate, for The differential of is the pitch angular rate, for The differential of is the yaw angular rate, for The differential of is the aircraft mass, Y is the side force, T is the thrust, g is the acceleration of gravity, γ is the track inclination angle, μ is the track roll angle, is the angle of attack, V is the aircraft speed, is the rolling moment, is the pitch moment, is the yaw moment, is the moment of inertia matrix of the aircraft, which can be obtained through actual measurement.

[0034] In step S102, equation (1) is considered and split into a part related to the three-axis angular velocity and a part related to the aircraft aerodynamic force. Equation (1) is rewritten as: (3) For convenience, formula (3) is written as: (4) Where: , , , .

[0035] Similarly, considering equation (2), split it into the part related to the flight state and the part related to the aerodynamic coefficients of the aircraft control surface, specifically, it can be written as: (5) In the formula , further, the aerodynamic coefficient of the control surface can be expanded to obtain: (6) Where: is the dynamic pressure, is the wing area, b is the wing span, is the wing chord length, is the aircraft control surface effectiveness matrix, obtained based on wind tunnel test data, Therefore, formula (5) can be written as: (7) Where: , , .

[0036] In step S103, the actual aircraft will be subject to external unknown interference during flight, and the aircraft aerodynamic parameters themselves have certain errors, so equations (4) and (7) are rewritten as: (8) (9) Where: is the attitude angle loop model parameter error, is the external disturbance of the attitude angle loop, is the external disturbance of the angular rate loop, is the external disturbance of the angular rate loop. Let represents the comprehensive disturbance of the attitude angle loop, represents the comprehensive disturbance of the angular rate loop. Equations (8) and (9) can be rewritten as: (10) (11) In order to estimate the synthetic disturbance, the estimator is designed as follows: (12) (13) Where: Express The estimated value of Express The estimated value of , , Express The estimated value of Express The estimated value of , , , , , , , are the parameters to be designed, , Schedule a time for the user. , It will converge to the true value within the time specified by the user.

[0037] Preferably, , , , .

[0038] In step S104, the attitude angle tracking error is defined as , the angular rate tracking error is , is the attitude angle reference instruction, is the angular rate reference command. The attitude angle and angular rate fault-tolerant controller based on the predetermined time can be designed as follows: (14) Where: , , , , , , , are the parameters to be designed, , Predefine time for user.

[0039] Preferably, , , , , , , , .

[0040] Virtual instructions from attitude angle controller It is estimated by a predefined time estimator and has the form: (15) Where: , , are the parameters to be designed, Predefine time for user.

[0041] Preferably, , , .

[0042] In step S105 and step S106, the attitude angle Will be at the scheduled time Converges to the desired reference instruction superior.

[0043] In a specific embodiment, the algorithm structure diagram proposed in this application is as follows: Figure 2 shown.

[0044] In a specific embodiment, Figure 3 As shown, Figure 3 The tracking of pitch angle and sideslip angle commands at different preset times is demonstrated. The preset times are set to 0.6s, 0.9s, and 1.2s, respectively. It can be seen that under the action of the algorithm designed in this application, the attitude angle command can be tracked within the preset time. It is worth noting that when the preset time is short, there will be a certain overshoot phenomenon. In actual use, attention should be paid to the characteristics of the servo.

[0045] In a specific embodiment, Figure 4 As shown, Figure 4 The robust control algorithm proposed in this application tracks the attitude angle command when there is interference. When the disturbance estimator is not used, although the attitude angle can still track the command at the predetermined time of 1s, there will be certain fluctuations in the subsequent steady state. After adding the estimator, the disturbance can be compensated in the controller, and precise control of the aircraft attitude angle can be achieved in the case of unknown disturbance.

[0046] Through the above-mentioned preset time robust control method of aircraft attitude angle under unknown disturbance, on the one hand, first, according to the wind tunnel test data, the aircraft attitude angle and angular rate dynamic equations are established; secondly, considering the uncertainty and unknown disturbance in the dynamic equation, it is modeled as a comprehensive disturbance form, and the dynamic equation is converted into an affine linear form containing disturbance; then, a preset time disturbance estimator is designed to realize the accurate estimation of the comprehensive disturbance, and the attitude angle preset time backstepping controller is designed and the disturbance is compensated in the controller to realize the preset time control of the aircraft attitude angle. On the other hand, based on the attitude angle preset time disturbance estimator and the angular rate preset time disturbance estimator, the accurate estimation of the disturbance within the preset time can be realized, overcoming the influence of the system uncertainty interference; under the action of the designed preset time attitude angle controller and the preset time angular rate controller, the attitude angle can track the desired attitude angle instruction at the user-defined time; this method has the characteristics of strong robustness and simple structure, and simplifies the parameter adjustment process for the convergence time.

[0047] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. in the above description indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present disclosure and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the embodiments of the present disclosure.

[0048] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present disclosure, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0049] In the embodiments of the present disclosure, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like 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 an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0050] In the embodiments of the present disclosure, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0051] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification.

[0052] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

Claims

1. A method for predictive time robust control of aircraft attitude angle under unknown disturbance, characterized in that: The method includes: According to the aerodynamic data of the aircraft, a nonlinear six-degree-of-freedom aircraft model is established; wherein the nonlinear six-degree-of-freedom aircraft model includes an aircraft attitude angle dynamics differential equation and an aircraft angular velocity dynamics differential equation; Separating the aircraft attitude angle dynamics differential equation and the aircraft angular rate dynamics differential equation respectively to obtain an affine linearized attitude angle dynamics equation and an affine linearized angular rate dynamics equation; Constructing an attitude angle predetermined time disturbance estimator according to the affine linearized attitude angle dynamics equation, and constructing an angular rate predetermined time disturbance estimator according to the affine linearized angular rate dynamics equation; Constructing a preset time attitude angle controller according to the attitude angle preset time disturbance estimator, and constructing a preset time angular rate controller according to the angular rate preset time disturbance estimator; Inputting the angular rate reference instruction into the preset time attitude angle controller to obtain a virtual instruction, and inputting the virtual instruction into a predetermined time filter to obtain an angular rate reference instruction; The angular velocity reference instruction is input into the preset time angular velocity controller to obtain a desired reference instruction.

2. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 1, characterized in that: The expression of the aircraft attitude angle dynamics differential equation is: The expression of the aircraft angular rate dynamics differential equation is: in, is the roll angle, for The differential of is the pitch angle, for The differential of is the sideslip angle, for The differential of is the roll angular rate, for The differential of is the pitch angular rate, for The differential of is the yaw angular rate, for The differential of is the aircraft mass, Y is the side force, T is the thrust, g is the acceleration of gravity, γ is the track inclination angle, μ is the track roll angle, is the angle of attack, V is the aircraft speed, is the rolling moment, is the pitch moment, is the yaw moment, is the moment of inertia matrix of the aircraft.

3. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 2, characterized in that: The expression of the affine linearized attitude angle dynamics equation is: in, , , , ; The expression of the affine linearized angular rate dynamics equation is: in, , , For the expected reference instruction, They are the four elevons of the aircraft. For the rudder of the aircraft, A pair of canard wings for the aircraft. , is the dynamic pressure, is the wing area, b is the wing span, is the wing chord length, is the aircraft's control surface effectiveness matrix.

4. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 3 is characterized in that: The expression of the attitude angle predetermined time disturbance estimator is: The expression of the angular rate predetermined time disturbance estimator is: in, Express The estimated value of Express The estimated value of , , represents the comprehensive disturbance of the attitude angle loop, is the attitude angle loop model parameter error, is the external disturbance of the attitude angle loop, represents the integrated disturbance of the angular rate loop, is the external disturbance of the angular rate loop, is the external disturbance of the angular rate loop, Express The estimated value of Express The estimated value of , , is the first parameter to be designed, is the second parameter to be designed, is the third parameter to be designed, is the fourth parameter to be designed, is the fifth design parameter, is the sixth parameter to be designed, Predefine a time for the first user, A time is predefined for the second user.

5. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 4, characterized in that: The expression of the preset time attitude angle controller is: The expression of the preset time angular rate controller is: in, is the attitude angle tracking error, is the angular rate tracking error, is the attitude angle reference instruction, is the angular rate reference command, , , is the seventh design parameter, is the eighth parameter to be designed, is the ninth design parameter, is the tenth design parameter, is the eleventh design parameter, is the twelfth design parameter, Predefine time for third user, Predefine time for the fourth user, For virtual instructions.

6. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 5, characterized in that: The expression of the predetermined time filter is: in, , is the thirteenth design parameter, is the fourteenth design parameter, A time is predefined for the fifth user.

7. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 6, characterized in that: The step of inputting the angular rate reference instruction into the preset time attitude angle controller to obtain a virtual instruction, and inputting the virtual instruction into a predetermined time filter to obtain the angular rate reference instruction comprises: The preset angular rate reference instruction and the roll angle , the pitch angle and the sideslip angle Input into the preset time attitude angle controller to obtain the virtual instruction ; The predetermined time filter is applied to the virtual instruction Estimation is performed to obtain the angular rate reference instruction .

8. The method for predicting the time robust control of the aircraft attitude angle under unknown disturbance according to claim 7, characterized in that: The step of inputting the angular velocity reference instruction into the preset time angular velocity controller to obtain the expected reference instruction includes: The angular rate reference instruction, the roll angular rate , the pitch angle rate and the yaw rate Input into the preset time angular rate controller to obtain the expected reference instruction .

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