Method for controlling specified time increment of aircraft airflow angle under multi-fault interference

Abstract

The invention belongs to the technical field of flight control. The invention provides a specified time increment control method for an aircraft airflow angle under multi-fault interference. The method comprises the following steps: establishing an airflow angle and angular rate kinetic equation of an aircraft and converting the equation into a strict feedback linearization form; performing first-order Taylor expansion on the kinetic equation at the current sampling moment, and establishing a control-oriented incremental model; a specified time airflow angle controller and a specified time angular rate controller of an aircraft are designed based on a control-oriented incremental model and a specified time theory, and specified time control over the airflow angle of the aircraft is achieved. The embodiment of the invention has the advantages of simple structure and strong robustness, only needs the state differential measurement information and the control surface control derivative of the airplane, effectively reduces the dependence on the precise nonlinear term in the airplane model, and can still realize the precise airflow angle control at the specified time even under multiple faults.

Description

Technical Field

[0001] The disclosed embodiments relate to the field of flight control technology, and more particularly to a method for controlling an aircraft airflow angle with a specified time increment under multiple fault interferences. Background Art

[0002] The airflow angle of an aircraft, namely the angle of attack and the sideslip angle, are important parameters to ensure the safe flight of the aircraft. Accurate and stable control of the airflow angle of an aircraft is an important guarantee for aircraft safety, especially in the case of multiple faults, such as multiple control surfaces being stuck or damaged at the same time, or even in extreme conditions where the wings of the aircraft suffer asymmetric damage. Under the conditions of multiple fault interference, higher requirements are placed on the designed airflow angle control law, which must not only have sufficient robustness to cope with these uncertainties, but also be able to ensure that the aircraft's airflow angle quickly recovers and stabilizes in a short period of time, reduce the excessive movement of the damaged aircraft, and prevent the aircraft from losing control.

[0003] There are three main approaches to deal with this uncertainty in existing methods. The first is to adopt adaptive control methods: such as model reference adaptation, trajectory linearization, L1 adaptation, etc. Although the above methods can reduce the interference effect of multiple faults on the aircraft, they are still designed based on the state balance point, and are essentially linear time-invariant controllers. When the aircraft state deviates from the state point designed by the controller, the control performance will be degraded. Considering the large envelope and wide speed range requirements of modern aircraft, it is necessary to design multiple adaptive controllers to meet the requirements, which will increase the difficulty of controller development and increase development time and labor costs. The second is to combine nonlinear control methods with adaptive control methods. While adaptive control ensures the robustness of the system, nonlinear control methods are used to eliminate known nonlinear terms in the system to achieve the desired dynamic characteristics. However, in practical applications, there is a problem that the estimation accuracy of the adaptive algorithm does not match the sampling time, that is, it is necessary to improve the estimation accuracy of the disturbance by reducing the system sampling time, which will inevitably increase the computational burden of the system hardware. The third method is to use an incremental control method, which does not explicitly include the complex nonlinear terms of the controlled object and only relies on sensor measurements and control efficiency matrices, greatly reducing the dependence of the model. It has the advantages of high computational efficiency and low computational complexity, and has received widespread attention in recent years. When the existing incremental control method is introduced into the dynamic system of a faulty aircraft, the characteristics of the system often show asymptotic convergence or finite time convergence. Asymptotic convergence theoretically requires infinite adjustment time, and the convergence time of finite time control depends on the initial state of the system. As the degree of interference of multiple faults on the aircraft increases, the convergence time of the system will inevitably increase. The fixed time control method, on the other hand, has a convergence time that is heavily dependent on the design parameters of the controller, which limits the application of this method on damaged 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 controlling the specified time increment of the aircraft airflow angle under multiple fault interference, thereby overcoming one or more problems caused by the limitations and defects of the relevant technology at least to a certain extent.

[0007] According to an embodiment of the present disclosure, a method for controlling an aircraft airflow angle at a specified time increment under multiple fault interference is provided, the method comprising: The first angular velocity differential equation and the first airflow angle differential equation of the aircraft are established according to the actual wind blowing data; According to the relationship between the angular rate and the aerodynamic data in the first angular rate differential equation, the aerodynamic data of the aircraft is split into control derivatives of the aircraft control surfaces and aerodynamic parameters related to the aircraft body state, so as to obtain a second angular rate differential equation; According to the relationship between the airflow angle and the angular velocity in the first airflow angle differential equation, the aircraft equation is split into a conversion matrix of the airflow angle and the angular velocity and a part related to the aircraft aerodynamic force, so as to obtain a second airflow angle differential equation; Performing first-order Taylor expansion on the second angular velocity differential equation and the second airflow angle differential equation to establish a control-oriented incremental model; Designing a specified time airflow angle controller and a specified time angular rate controller of the aircraft according to the control-oriented incremental model; The designated time of the aircraft airflow angle is controlled according to the designated time airflow angle controller, the designated time angular rate controller and the designated time filter.

[0008] Furthermore, the expression of the first angular rate differential equation is:

[0009] The expression of the first airflow angle differential equation is:

[0010] in, is the angle of attack, for The differential of is the sideslip angle, The differential of is the roll angle, The differential of is the roll angular rate, The differential of is the pitch angle rate, The differential of is the yaw angular rate, The differential of is the aircraft mass, is the airspeed, is lift, T is thrust, g is gravitational acceleration, γ is track inclination angle, μ is track roll angle, Y is side force, θ is pitch angle, is the rolling moment, is the pitch moment, is the yaw moment, , , , , , , , , , , and are the first moment of inertia, second moment of inertia and third moment of inertia of the aircraft around the fuselage axis, is the corresponding product of inertia.

[0011] Furthermore, the expression of the second angular rate differential equation is:

[0012] in, , for The differential of are the aerodynamic parameters related to the aircraft body state, is the control derivative of the aircraft control surface, , and Indicates a pair of first left elevon and second left elevon on the left side, and Indicates the pair of first right elevon and second right elevon on the right side, Indicates the rudder, Indicates canard.

[0013] Furthermore, the expression of the second airflow angle differential equation is:

[0014] in, , for The differential of For the aerodynamics related parts of the aircraft, is the conversion matrix of airflow angle and angular velocity.

[0015] Furthermore, the expression of the control-oriented incremental model is:

[0016] Among them, 0 represents the previous sampling time, for The differential of for The differential of , , , , , represents a higher-order term.

[0017] Furthermore, the expression of the specified time angular rate controller is:

[0018] The expression of the specified time airflow angle controller is:

[0019] Among them, the first tracking error , the second tracking error , airflow angle reference command , for Differential, angular velocity reference command , for The differential 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 first time constant, is the second time constant, is the fifth design parameter, is the sixth parameter to be designed, for The differential of for The differential of .

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

[0021] Where: is the seventh design parameter, , is the third time constant, It is the eighth parameter to be designed.

[0022] Further, the step of controlling the designated time of the aircraft airflow angle according to the designated time airflow angle controller, the designated time angular rate controller and the designated time filter includes: The airflow angle reference instruction, the angle of attack , the sideslip angle and the roll angle , input into the specified time airflow angle controller to obtain the virtual control input ; The virtual control input Input into the specified time filter to obtain the angular velocity reference instruction; The angular velocity reference command, the roll angular rate , pitch rate and yaw rate The specified time angular rate controller is input to obtain the airflow angle instruction.

[0023] 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 specified time increment control method of the aircraft airflow angle under multiple fault interference, on the one hand, first, the aircraft's airflow angle and angular rate dynamic equations are established and converted into a strict feedback linearization form; secondly, the dynamic equation is subjected to a first-order Taylor expansion at the current sampling time to establish a control-oriented incremental model; then, based on the control-oriented incremental model and the specified time theory, the aircraft's specified time airflow angle controller and specified time angular rate controller are designed to achieve the specified time control of the aircraft's airflow angle. On the other hand, the method has the advantages of simple structure and strong robustness, and only requires the aircraft's state differential measurement information and control surface manipulation derivatives, which effectively reduces the reliance on precise nonlinear terms in the aircraft model, and can still achieve precise airflow angle control at a specified time even under multiple faults. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] 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.

[0025] Figure 1A step diagram showing a method for controlling an aircraft airflow angle at a specified time increment under multiple fault disturbances in an exemplary embodiment of the present disclosure; Figure 2 A specific flow chart showing a method for controlling an aircraft airflow angle at a specified time increment in an exemplary embodiment of the present disclosure; Figure 3 It is shown that the angle of attack instruction in the exemplary embodiment 1 of the present disclosure is , the sideslip angle command is , the roll angle command is Tracking effect when Figure 4 It shows that in the exemplary embodiment 1 of the present disclosure, at different preset times, , and Response situation; Figure 5 It shows that in the exemplary embodiment 1 of the present disclosure, at different preset times, , and Response situation; Figure 6 It is shown that the angle of attack instruction in the exemplary embodiment 2 of the present disclosure is , the sideslip angle command is , the roll angle command is Tracking effect when Figure 7 It is shown that in exemplary embodiment 2 of the present disclosure, at different preset times, , and Response situation; Figure 8 It is shown that in exemplary embodiment 2 of the present disclosure, at different preset times, , and Response situation; Fig. 9 It is shown that the angle of attack instruction in the exemplary embodiment 3 of the present disclosure is , the sideslip angle command is , the roll angle command is Tracking effect Fig.10 It is shown that in exemplary embodiment 3 of the present disclosure, at different preset times, , and Response situation; Fig.11 It is shown that in exemplary embodiment 3 of the present disclosure, at different preset times, , and Response situation; Fig.12 It is shown that the angle of attack instruction in the exemplary embodiment 4 of the present disclosure is , the sideslip angle command is , the roll angle command is Tracking effect when Fig.13 It is shown that in exemplary embodiment 4 of the present disclosure, at different preset times, , and Response situation; Fig.14 It is shown that in exemplary embodiment 4 of the present disclosure, at different preset times, and Response situation; Fig.15 It is shown that the angle of attack instruction in the exemplary embodiment 5 of the present disclosure is , the sideslip angle command is , the roll angle command is Tracking effect when Fig.16 It is shown that in exemplary embodiment 5 of the present disclosure, at different preset times, , and Response situation; Fig.17 It is shown that in exemplary embodiment 5 of the present disclosure, at different preset times, , and Response situation. DETAILED DESCRIPTION

[0026] 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.

[0027] 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.

[0028] This example embodiment provides a method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference. Figure 1As shown in , the method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference may include: steps S101 to S106.

[0029] Step S101: establishing a first angular velocity differential equation and a first airflow angle differential equation of the aircraft according to actual wind blowing data; Step S102: according to the relationship between the angular rate and the aerodynamic data in the first angular rate differential equation, the aerodynamic data of the aircraft is split into control derivatives of the aircraft control surfaces and aerodynamic parameters related to the aircraft body state, so as to obtain a second angular rate differential equation; Step S103: according to the relationship between the airflow angle and the angular velocity in the first airflow angle differential equation, split the aircraft equation into a conversion matrix of the airflow angle and the angular velocity and a part related to the aircraft aerodynamic force, so as to obtain a second airflow angle differential equation; Step S104: performing first-order Taylor expansion on the second angular velocity differential equation and the second airflow angle differential equation to establish a control-oriented incremental model; Step S105: designing a specified time airflow angle controller and a specified time angular rate controller of the aircraft according to the control-oriented incremental model; Step S106: Controlling the designated time of the aircraft airflow angle according to the designated time airflow angle controller, the designated time angular rate controller and the designated time filter.

[0030] Through the above-mentioned specified time increment control method of the aircraft airflow angle under multiple fault interference, on the one hand, first, the aircraft's airflow angle and angular rate dynamic equations are established and converted into a strict feedback linearization form; second, the dynamic equations are expanded by the first order Taylor at the current sampling time to establish a control-oriented incremental model; then, based on the control-oriented incremental model and the specified time theory, the aircraft's specified time airflow angle controller and specified time angular rate controller are designed to achieve the specified time control of the aircraft's airflow angle. On the other hand, this method has the advantages of simple structure and strong robustness. It only requires the aircraft's state differential measurement information and control surface manipulation derivatives, effectively reducing the dependence on the precise nonlinear terms in the aircraft model, and can still achieve precise airflow angle control at a specified time even under multiple faults.

[0031] Next, we will refer to Figures 1 to 17 Each step of the method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference in this example implementation is described in more detail.

[0032] 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 airflow angular rate and angular velocity of the aircraft are as follows: (1) (2) In the formula, represents the angle of attack, is the sideslip angle, is the roll angle, is the roll angular rate, is the pitch angular rate, is the yaw angular rate, is the aircraft mass, is the airspeed, is lift, T is thrust, g is gravitational acceleration, γ is track inclination angle, μ is track roll angle, Y is side force, θ is pitch angle, is the rolling moment, is the pitch moment, is the yaw moment, , , , , , , , , , , , is the moment of inertia of the aircraft about the fuselage axis, The corresponding product of inertia can be obtained through actual measurement.

[0033] In step S102, the relationship between the aerodynamic moment and the aerodynamic moment coefficient in equation (2) is: (3) Where: is the dynamic pressure, S is the wing area, B is the wing span, C is the wing chord length, is the rolling moment coefficient, is the pitching moment coefficient, is the yaw moment coefficient. Further, the three-axis moment coefficient can be written as: (4) In the formula, , , are the aerodynamic parameters related to the aircraft body state, , , The control derivatives generated by the aircraft's control surfaces, , , Indicates the left pair of elevons, , Indicates the left pair of elevons, Indicates the rudder, Denotes canard. Considering equation (2), combined with equation (3) and equation (4), it can be further written as: (5) In the formula , " ” is the symbol of vector cross multiplication. Further, formula (5) can be written as: (6) In the formula , This is the part related to the aircraft status. is the control derivative of the aircraft control surface, and The parameters are obtained according to the actual blowing data.

[0034] In step S103, considering the relationship between the airflow angle and the angular velocity, equation (1) can be written as: (7) Furthermore, formula (7) can be written as: (8) In the formula , For the aerodynamics related parts of the aircraft, is the conversion matrix between airflow angle and angular velocity.

[0035] In step S104, the airflow angle differential equation (8) and the angular velocity differential equation (6) are subjected to first-order Taylor expansion to obtain: (9) In the formula, 0 represents the previous sampling time, represents a high-order term. Formula (9) can be further written as: (10) In the formula, for The differential of for The differential of , , , , .

[0036] According to the principle of time scale separation, and under the assumption that the actuator responds fast enough and the sampling frequency is high, , Therefore, formula (10) can be written as: (11) Formula (10) is the control-oriented incremental model.

[0037] In step S105 and step S106, the tracking error is defined as , , , , Indicates the airflow angle reference instruction, is the angular velocity reference command. The incremental airflow angle and angular velocity controller based on the specified time can be designed as follows: (12) Where: , are the parameters to be designed, , , , is the time constant, , is the parameter to be designed. Preferably, , , , , , , , .

[0038] Considering that in the airflow angle tracking control system based on the incremental backstepping method, the design of the angular rate loop requires a virtual control input The differential signal of , which easily leads to the differential explosion problem. Therefore, we design the following specified time filter: (13) Where: , , is the time constant, is the parameter to be designed. Preferably, , , Then, the airflow angle is at the preset time Internal tracking upflow angle command, .

[0039] In summary, the flowchart of the specified time increment control method of the aircraft airflow angle proposed in this application is as follows: Figure 2 shown.

[0040] In Example 1, Figures 3 to 5 As shown, the specified time is set to and The simulation results are as follows: the aircraft is trimmed at an altitude of 1000m and a speed of 60m / s, and the trim angle of attack is , the trim rudder surface is , , It can be seen that the aircraft's angle of attack, sideslip angle, and roll angle can all track the desired instructions within the specified time. When the specified time is shorter, the aircraft's steering output increases. In practical applications, the actual characteristics of the servo and the controllability of the aircraft are comprehensively considered. Figure 3 For the specified time and When , the angle of attack command is , the sideslip angle command is , the roll angle command is The tracking effect.

[0041] Figure 4 To set the time at different preset , and Response situation.

[0042] Figure 5 To set the time at different preset , and Response situation.

[0043] In Example 2, Figures 6 to 8 The following figure shows the situation when the rudder is stuck. The simulation results at 0.5s, and At the same time, it is stuck at 0 degrees, causing the roll angle tracking to fluctuate slightly, but the angle of attack and sideslip angle can still accurately track the instructions within 1 second. Figure 6 The angle of attack command is , the sideslip angle command is , the roll angle command is The tracking effect.

[0044] Figure 7 To set the time at different preset times, , and Response situation.

[0045] Figure 8 To set the time at different preset times, , and Response situation.

[0046] In Example 3, Figures 9 to 11The figure shows the damage to the rudder surface. The simulation results are as follows: and The rudder efficiency is reduced by 50%, and the rudder output is reduced compared to normal conditions. and Increased to compensate and The rudder effect reduces the torque loss. At this time, the aircraft's angle of attack, sideslip angle and roll angle can accurately track the instructions, achieving satisfactory results. Fig. 9 The angle of attack command is , the sideslip angle command is , the roll angle command is The tracking effect.

[0047] Fig.10 To set the time at different preset times, , and Response situation.

[0048] Fig.11 To set the time at different preset times, , and Response situation.

[0049] In Example 4, Figure 12 to Figure 14 The figure shows the aircraft wing surface when the right wing is damaged by 40%. The simulation results show that compared with the rudder stuck and rudder damaged, the wing damage has a significant impact on the aircraft, especially the response of the roll angle. At the same time, the right wing damage leads to Complete failure, the roll angle response has an overshoot of about 1°, while the aircraft's angle of attack and sideslip angle can still accurately track the instructions, achieving satisfactory results. Fig.12 The angle of attack command is , the sideslip angle command is , the roll angle command is The tracking effect.

[0050] Fig.13 To set the time at different preset times, , and Response situation.

[0051] Fig.14 To set the time at different preset times, and Response situation.

[0052] In Example 5, Figures 15 to 17 The following figure shows the situation when the aircraft has various failures. The simulation results are as follows: Stuck at 0 degrees, The rudder efficiency was reduced by 50%, and the right wing was damaged by 40%. Complete failure, the roll angle response has an overshoot of about 4°, and the aircraft's angle of attack and sideslip angle fluctuations increase, but it can still achieve accurate tracking of instructions. In short, the algorithm proposed in this application is effective and can achieve the specified time control of the aircraft's airflow angle under multiple failures. Among them, Fig.15 The angle of attack command is , the sideslip angle command is , the roll angle command is The tracking effect.

[0053] Fig.16 To set the time at different preset times, , and Response situation.

[0054] Fig.17 To set the time at different preset times, , and Response situation.

[0055] The technical solution provided by the embodiments of the present disclosure may have the following beneficial effects: 1) Strong robustness, which can achieve stable control of aircraft airflow angle under multiple uncertain interferences; 2) Fast convergence speed, which can achieve precise control of airflow angle within the time specified by the user; 3) Only the airflow angle differential, angular velocity differential signals and control effectiveness matrix are required, without explicit complex nonlinear terms, thus reducing the dependence on the precise aircraft model.

[0056] 4) Small amount of calculation, high calculation efficiency, simple structure, and easy to apply to practical engineering.

[0057] Through the above-mentioned specified time increment control method of the aircraft airflow angle under multiple fault interference, on the one hand, first, the aircraft's airflow angle and angular rate dynamic equations are established and converted into a strict feedback linearization form; second, the dynamic equations are expanded by the first order Taylor at the current sampling time to establish a control-oriented incremental model; then, based on the control-oriented incremental model and the specified time theory, the aircraft's specified time airflow angle controller and specified time angular rate controller are designed to achieve the specified time control of the aircraft's airflow angle. On the other hand, this method has the advantages of simple structure and strong robustness. It only requires the aircraft's state differential measurement information and control surface manipulation derivatives, effectively reducing the dependence on the precise nonlinear terms in the aircraft model, and can still achieve precise airflow angle control at a specified time even under multiple faults.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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 controlling the specified time increment of the aircraft airflow angle under multiple fault disturbances, characterized in that: The method includes: The first angular velocity differential equation and the first airflow angle differential equation of the aircraft are established according to the actual wind blowing data; According to the relationship between the angular rate and the aerodynamic data in the first angular rate differential equation, the aerodynamic data of the aircraft is split into control derivatives of the aircraft control surfaces and aerodynamic parameters related to the aircraft body state, so as to obtain a second angular rate differential equation; According to the relationship between the airflow angle and the angular velocity in the first airflow angle differential equation, the aircraft equation is split into a conversion matrix of the airflow angle and the angular velocity and a part related to the aircraft aerodynamic force, so as to obtain a second airflow angle differential equation; Performing first-order Taylor expansion on the second angular velocity differential equation and the second airflow angle differential equation to establish a control-oriented incremental model; Designing a specified time airflow angle controller and a specified time angular rate controller of the aircraft according to the control-oriented incremental model; The designated time of the aircraft airflow angle is controlled according to the designated time airflow angle controller, the designated time angular rate controller and the designated time filter.

2. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 1, characterized in that: The expression of the first angular rate differential equation is: The expression of the first airflow angle differential equation is: in, is the angle of attack, for The differential of is the sideslip angle, The differential of is the roll angle, The differential of is the roll angular rate, The differential of is the pitch angular rate, The differential of is the yaw angular rate, The differential of is the aircraft mass, is the airspeed, is lift, T is thrust, g is gravitational acceleration, γ is track inclination angle, μ is track roll angle, Y is side force, θ is pitch angle, is the rolling moment, is the pitch moment, is the yaw moment, , , , , , , , , , , and are the first moment of inertia, second moment of inertia and third moment of inertia of the aircraft around the fuselage axis, is the corresponding product of inertia.

3. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 2, characterized in that: The expression of the second angular rate differential equation is: in, , for The differential of are the aerodynamic parameters related to the aircraft body state, is the control derivative of the aircraft control surface, , and Indicates a pair of first left elevon and second left elevon on the left side, and Indicates the pair of first right elevon and second right elevon on the right side, Indicates the rudder, Indicates canard.

4. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 3 is characterized in that: The expression of the second airflow angle differential equation is: in, , for The differential of For the aerodynamics related parts of the aircraft, is the conversion matrix of airflow angle and angular velocity.

5. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 4 is characterized in that: The expression of the control-oriented incremental model is: Among them, 0 represents the previous sampling time, for The differential of for The differential of , , , , , represents a higher-order term.

6. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 5, characterized in that: The expression of the specified time angular rate controller is: The expression of the specified time airflow angle controller is: Among them, the first tracking error , the second tracking error , airflow angle reference command , for Differential, angular velocity reference command , for The differential 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 first time constant, is the second time constant, is the fifth design parameter, is the sixth parameter to be designed, for The differential of for The differential of .

7. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 6, characterized in that: The expression of the specified time filter is: Where: is the seventh design parameter, , is the third time constant, It is the eighth parameter to be designed.

8. The method for controlling the specified time increment of the aircraft airflow angle under multiple fault interference according to claim 7, characterized in that: The step of controlling the designated time of the aircraft airflow angle according to the designated time airflow angle controller, the designated time angular rate controller and the designated time filter comprises: The airflow angle reference instruction, the angle of attack , the sideslip angle and the roll angle , input into the specified time airflow angle controller to obtain the virtual control input ; The virtual control input Input into the specified time filter to obtain the angular velocity reference instruction; The angular velocity reference command, the roll angular rate , pitch rate and yaw rate The specified time angular rate controller is input to obtain the airflow angle instruction.

Images