A predetermined time robust control method for aircraft attitude angle under unknown disturbance

Abstract

The application belongs to the technical field of flight control. The application provides a predetermined time robust control method for an aircraft attitude angle under unknown disturbance. The method comprises: establishing an attitude angle and angular rate dynamics equation of the aircraft according to wind tunnel experiment data; considering the uncertainty and unknown disturbance existing in the dynamics equation, modeling the uncertainty and unknown disturbance into a form of comprehensive disturbance, and converting the dynamics equation into an affine linearization form containing the disturbance; designing a predetermined time disturbance estimator to realize accurate estimation of the comprehensive disturbance, designing an attitude angle predetermined time backstepping controller, and compensating the disturbance in the controller to realize predetermined time control of the aircraft attitude angle. The method of the disclosed embodiment has the advantages of simple structure and strong robustness, simplifies the parameter adjustment requirement for the convergence time, and can realize predetermined time control of the aircraft attitude angle under unknown disturbance.

Description

Technical Field

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

[0002] With the development of modern aircraft, which feature large envelopes and wide speed ranges, the control surface characteristics of aircraft also exhibit nonlinear characteristics. Traditional PID controllers rely on the designer's engineering experience, and the system's dynamic performance is verified after design, which inadvertently increases the designer's workload. Adaptive control methods can reduce the impact of uncertainty and external disturbances on the aircraft, but they are still designed based on state trim points and are essentially linear time-invariant controllers. When the aircraft state deviates from the controller's designed state point, control performance degrades. Nonlinear control methods such as dynamic inversion and backstepping offer the advantages of simple design processes and strong adaptability. However, when the system has large model uncertainties, the robustness of backstepping methods is somewhat insufficient.

[0003] Furthermore, when this control method is applied to an aircraft's attitude control system, it exhibits asymptotic time convergence, theoretically approaching infinity. While finite-time control takes the convergence rate into account, this rate also depends on the system's initial state. Therefore, to better meet the requirements of modern aircraft flight control, it is necessary to design a nonlinear control law with excellent control effectiveness, user-definable convergence time, and strong robustness to further enhance aircraft control performance.

[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 robustly controlling the attitude angle of an aircraft under unknown disturbances within a predetermined time, thereby overcoming one or more problems caused by the limitations and defects of related technologies, at least to a certain extent.

[0007] According to an embodiment of the present disclosure, a method for robustly controlling an aircraft attitude angle within a predetermined time period under unknown disturbances is provided. The method comprises:

[0008] Establishing a nonlinear six-degree-of-freedom aircraft model based on the aircraft's aerodynamic data; wherein the nonlinear six-degree-of-freedom aircraft model includes an aircraft attitude angle dynamics differential equation and an aircraft angular rate dynamics differential equation;

[0009] Separating 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;

[0010] 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;

[0011] 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;

[0012] Inputting an 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;

[0013] The angular rate reference instruction is input into the preset time angular rate controller to obtain a desired reference instruction.

[0014] Furthermore, the expression of the aircraft attitude angle dynamics differential equation is:

[0015]

[0016] The expression of the aircraft angular rate dynamics differential equation is:

[0017]

[0018] 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 mass of the aircraft, 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 pitching moment, is the yaw moment, is the moment of inertia matrix of the aircraft.

[0019] Furthermore, the expression of the affine linearized attitude angle dynamics equation is:

[0020]

[0021] in, , , , ;

[0022] The expression of the affine linearized angular rate dynamics equation is:

[0023]

[0024] in, , , For the expected reference instruction, They are the four elevons of the aircraft, For the rudder of the aircraft, A pair of canards 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.

[0025] Furthermore, the expression of the attitude angle predetermined time disturbance estimator is:

[0026]

[0027] The expression of the angular rate predetermined time disturbance estimator is:

[0028]

[0029] 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 parameter to be designed, is the sixth parameter to be designed, Predefine time for the first user, Predefine a time for the second user.

[0030] Furthermore, the expression of the preset time attitude angle controller is:

[0031]

[0032] The expression of the preset time angular rate controller is:

[0033]

[0034] in, is the attitude angle tracking error, is the angular rate tracking error, is the attitude angle reference instruction, is the angular rate reference instruction, , , is the seventh parameter to be designed, is the eighth parameter to be designed, is the ninth parameter to be designed, is the tenth parameter to be designed, is the eleventh parameter to be designed, is the twelfth parameter to be designed, Predefined time for third user, Predefine time for the fourth user, For virtual instructions.

[0035] Furthermore, the expression of the predetermined time filter is:

[0036]

[0037] in, , is the thirteenth design parameter, is the fourteenth design parameter, A time is predefined for the fifth user.

[0038] Furthermore, 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:

[0039] The preset angular rate reference instruction, the roll angle , the pitch angle and the sideslip angle Input into the preset time attitude angle controller to obtain the virtual instruction ;

[0040] The predetermined time filter is applied to the virtual instruction Make an estimate and obtain the angular rate reference instruction .

[0041] Furthermore, the step of inputting the angular rate reference instruction into the preset time angular rate controller to obtain the expected reference instruction includes:

[0042] 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 .

[0043] The technical solutions provided by the embodiments of the present disclosure may have the following beneficial effects:

[0044] In an embodiment of the present disclosure, the above-mentioned method for robust control of aircraft attitude angle under unknown disturbances is implemented. First, based on wind tunnel test data, the dynamic equations of the aircraft's attitude angle and angular rate are established. Second, the uncertainties and unknown disturbances in the dynamic equations are considered and modeled as integrated disturbances, converting the dynamic equations into an affine linearized form containing the disturbances. Then, a predetermined-time disturbance estimator is designed to accurately estimate the integrated disturbances, and an attitude angle predetermined-time backstepping controller is designed and disturbances are compensated in the controller to achieve predetermined-time control of the aircraft's attitude angle. Furthermore, based on the attitude angle predetermined-time disturbance estimator and the angular rate predetermined-time disturbance estimator, accurate disturbance estimation can be achieved within a predetermined time, overcoming the influence of system uncertainty interference. Under the action of the designed predetermined-time attitude angle controller and predetermined-time angular rate controller, the attitude angle can track the desired attitude angle command within a user-defined time. This method has the characteristics of strong robustness and simple structure, simplifying the parameter adjustment process for convergence time. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings are incorporated into 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 drawings described below are only some embodiments of the present disclosure, and those skilled in the art can derive other drawings based on these drawings without inventive effort.

[0046] Figure 1 A diagram showing the steps of a method for robustly controlling an aircraft attitude angle within a predetermined time period under unknown disturbances in an exemplary embodiment of the present disclosure;

[0047] Figure 2 A schematic diagram illustrating a framework of a method for robustly controlling an aircraft attitude angle within a predetermined time period under unknown disturbances in an exemplary embodiment of the present disclosure is shown;

[0048] Figure 3 shows simulation diagrams at different predefined times in an exemplary embodiment of the present disclosure;

[0049] Figure 4 A comparative simulation diagram is shown in which no unknown disturbance is added and an unknown disturbance is added in an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0050] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete and will 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.

[0051] In addition, the accompanying drawings are merely schematic illustrations of embodiments of the present disclosure and are not necessarily drawn to scale. Like reference numerals in the figures represent like or similar parts, and thus repeated descriptions thereof will be omitted. Some of the blocks shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically separate entities.

[0052] This example embodiment provides a method for predictive time robust control of aircraft attitude angle under unknown disturbance. Figure 1 As shown in , the method for predictive time robust control of the aircraft attitude angle under unknown disturbance may include: steps S101 to S106.

[0053] Step S101: establishing a nonlinear six-degree-of-freedom aircraft model based on aircraft aerodynamic data; wherein the nonlinear six-degree-of-freedom aircraft model includes aircraft attitude angle dynamics differential equations and aircraft angular rate dynamics differential equations;

[0054] Step S102: Splitting 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;

[0055] 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;

[0056] 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;

[0057] 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 predetermined time filter to obtain an angular rate reference instruction;

[0058] Step S106: inputting the angular rate reference instruction into the preset time angular rate controller to obtain a desired reference instruction.

[0059] The above-mentioned time-scheduled robust control method for aircraft attitude angles under unknown disturbances first establishes the dynamic equations for the aircraft's attitude angle and angular rate based on wind tunnel test data. Secondly, the uncertainties and unknown disturbances in the dynamic equations are considered and modeled as integrated disturbances, transforming the dynamic equations into an affine linearized form that includes the disturbances. Then, a time-scheduled disturbance estimator is designed to accurately estimate the integrated disturbances, and a time-scheduled attitude angle backstepping controller is designed to compensate for the disturbances within the controller, achieving time-scheduled control of the aircraft's attitude angles. Furthermore, the time-scheduled attitude angle disturbance estimator and the time-scheduled angular rate disturbance estimator enable accurate estimation of the disturbance within the predetermined time, overcoming the effects of system uncertainty. Under the designed time-scheduled attitude angle controller and time-scheduled angular rate controller, the attitude angle can track the desired attitude angle command within a user-defined time. This method is robust and simple in structure, simplifying the parameter adjustment process for convergence time.

[0060] Below, we will refer to Figures 1 to 4 Each step of the method for predicting the time-based robust control of the aircraft attitude angle under unknown disturbances in this example embodiment is described in more detail.

[0061] 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 for the aircraft's attitude angle dynamics and angular rate dynamics are as follows:

[0062] (1)

[0063] (2)

[0064] Where, 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 mass of the aircraft, 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 pitching moment, is the yaw moment, is the moment of inertia matrix of the aircraft, which can be obtained through actual measurement.

[0065] In step S102, consider equation (1) and split it into the part related to the three-axis angular rate and the part related to the aircraft aerodynamic force. Equation (1) can be rewritten as:

[0066] (3)

[0067] For convenience, formula (3) is written as:

[0068] (4)

[0069] Where: , , , .

[0070] Similarly, consider equation (2) and split it into the part related to the flight state and the part related to the aerodynamic coefficients of the aircraft control surfaces. Specifically, it can be written as:

[0071] (5)

[0072] In the formula , further, the aerodynamic coefficient of the control surface can be expanded to obtain:

[0073] (6)

[0074] 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:

[0075] (7)

[0076] Where:

[0077] , , .

[0078] 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:

[0079] (8)

[0080] (9)

[0081] 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:

[0082] (10)

[0083] (11)

[0084] In order to estimate the synthetic disturbance, the estimator is designed as follows:

[0085] (12)

[0086] (13)

[0087] 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 time for the user. 、 It will converge to the true value within the time specified by the user.

[0088] Preferably, , , , .

[0089] 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:

[0090] (14)

[0091] Where: , , 、 、 、 、 、 are the parameters to be designed, 、 Predefine time for users.

[0092] Preferably, , , , , , , , .

[0093] Virtual instructions from attitude angle controller Estimated by a predefined time estimator, the form is:

[0094] (15)

[0095] Where: , , are the parameters to be designed, Predefine time for users.

[0096] Preferably, , , .

[0097] In step S105 and step S106, the attitude angle Will be at the scheduled time Converges to the desired reference instruction superior.

[0098] In a specific embodiment, the algorithm structure diagram proposed in this application is as follows: Figure 2 shown.

[0099] 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.

[0100] In a specific embodiment, Figure 4 As shown, Figure 4 The robust control algorithm proposed in this application tracks the attitude angle command in the presence of 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 the aircraft attitude angle can be accurately controlled in the case of unknown disturbance.

[0101] The above-mentioned time-scheduled robust control method for aircraft attitude angles under unknown disturbances first establishes the dynamic equations for the aircraft's attitude angle and angular rate based on wind tunnel test data. Secondly, the uncertainties and unknown disturbances in the dynamic equations are considered and modeled as integrated disturbances, transforming the dynamic equations into an affine linearized form that includes the disturbances. Then, a time-scheduled disturbance estimator is designed to accurately estimate the integrated disturbances, and a time-scheduled attitude angle backstepping controller is designed to compensate for the disturbances within the controller, achieving time-scheduled control of the aircraft's attitude angles. Furthermore, the time-scheduled attitude angle disturbance estimator and the time-scheduled angular rate disturbance estimator enable accurate estimation of the disturbance within the predetermined time, overcoming the effects of system uncertainty. Under the designed time-scheduled attitude angle controller and time-scheduled angular rate controller, the attitude angle can track the desired attitude angle command within a user-defined time. This method is robust and simple in structure, simplifying the parameter adjustment process for convergence time.

[0102] 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" and the like 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 device or element referred to 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.

[0103] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly indicate the number of the technical features indicated. Therefore, 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 "plurality" is two or more, unless otherwise clearly and specifically defined.

[0104] In the embodiments of the present disclosure, unless otherwise expressly specified or limited, the terms "installed," "connected," "connected," "fixed," and the like should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present disclosure based on specific circumstances.

[0105] In the embodiments of the present disclosure, unless otherwise expressly 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 being in contact not directly but 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.

[0106] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" mean 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 expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0107] 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 variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being 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: Establishing a nonlinear six-degree-of-freedom aircraft model based on the aircraft's aerodynamic data; wherein the nonlinear six-degree-of-freedom aircraft model includes an aircraft attitude angle dynamics differential equation and an aircraft angular rate dynamics differential equation; Separating 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; 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 an 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 rate reference instruction is input into the preset time angular rate controller to obtain a desired reference instruction.

2. The method for predictive time robust control of 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 mass of the aircraft, 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 pitching moment, is the yaw moment, is the moment of inertia matrix of the aircraft.

3. The method for predictive time robust control of 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 canards 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 predictive time robust control of aircraft attitude angle under unknown disturbance according to claim 3, 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 parameter to be designed, is the sixth parameter to be designed, Predefine time for the first user, Predefine a time for the second user.

5. The method for predictive time robust control of 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 instruction, , , is the seventh parameter to be designed, is the eighth parameter to be designed, is the ninth parameter to be designed, is the tenth parameter to be designed, is the eleventh parameter to be designed, is the twelfth parameter to be designed, Predefined time for third user, Predefine time for the fourth user, For virtual instructions.

6. The method for predictive time robust control of 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 predictive time robust control of aircraft attitude angle under unknown disturbance according to claim 6, characterized in that: The step of inputting an 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 comprises: The preset angular rate reference instruction, 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 Make an estimate and obtain the angular rate reference instruction .

8. The method for predictive time robust control of aircraft attitude angle under unknown disturbance according to claim 7, characterized in that: The step of inputting the angular rate reference instruction into the preset time angular rate controller to obtain a desired 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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