An aviation power matrix consistent tracking control system and method thereof

Abstract

The present invention discloses an aviation power matrix consistent tracking control system and method thereof, which belongs to the field of aviation engine control. By designing a dynamic consistent tracking strategy, the coordinated thrust distribution and high-precision control of multiple aviation engines in complex environments are realized. The system includes a pilot aviation engine unit, multiple follower aviation engine units and a pilot-follower communication network. Based on a distributed fixed-time observation method, efficient observation of the state of the pilot aviation engine is achieved; based on a fixed-time extended state interference observation method, unmodeled dynamics, uncertainties and external disturbances are estimated and compensated in real time; through a non-smooth anti-interference backstepping control strategy, a dynamic inverse control law is designed to ensure that the state of the follower engine dynamically and consistently tracks the pilot engine. The system and method have significant advantages in improving the robustness, anti-interference and control accuracy of the coordinated control of multiple aviation engines, and can be widely used in the power systems of complex mission aircraft.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft engine control and relates to a technology for coordinated control of multiple aircraft engines, and in particular to an aircraft power matrix consistent tracking control system and a method thereof, which are used to achieve anti-interference consistent tracking control of multiple aircraft engines and ensure the dynamic and static performance and robustness of the control system. Background Art

[0002] Aircraft engines are the core power units of modern aircraft, and their performance is directly related to the aircraft's operating efficiency, safety, and mission completion capabilities. With the continuous development of modern aircraft technology, the thrust output and performance requirements of a single aircraft engine have become difficult to meet, especially for complex, multi-mission aircraft. Collaborative control of multiple aircraft engines has gradually become a significant development trend. The aircraft power matrix control system is a complex system formed by the collaboration of multiple aircraft engines. Each aircraft engine is an entity with autonomous decision-making capabilities. These entities communicate with each other to ultimately achieve the goal of consensus tracking control. Compared to traditional single-engine control, this distributed collaborative control architecture offers higher reliability and fault tolerance, ensuring stable flight even in the event of a single engine failure.

[0003] The consensus tracking control problem has been a research hotspot in multi-agent collaborative control in recent years. There have been many studies in the fields of drone formation control, traffic vehicle scheduling control, and unmanned ship cluster control. However, in the field of aviation motivation, there are currently fewer studies, and related research is still in its infancy.

[0004] In fact, the pilot-follower design is one effective solution to the consistent tracking problem. In a pilot-follower aeroengine system, the pilot aeroengine can be either a real aeroengine or a command signal, guiding the state of the following aeroengine to converge to a predetermined target value. Multiple following aeroengines form an aerodynamic matrix control system and operate in coordination, making pilot-follower aeroengine control more practical. However, coordinated control of multiple aeroengines involves complex dynamic modeling, real-time disturbance compensation, distributed observation and communication, and other issues. This presents significant technical challenges and numerous practical applications.

[0005] On the one hand, due to the complexity of the aircraft engine's operating environment and the inherent degradation of its performance, the widespread unmodeled dynamics, uncertainties, and external disturbances in the system can all be described as lumped disturbances. The presence of lumped disturbances will inevitably affect the control performance of the aircraft engine. Achieving high-performance control in an aircraft power matrix with anti-disturbance consistent tracking control systems that meet stability, rapidity, accuracy, robustness, and reliability is a significant challenge. On the other hand, aircraft engines inherently exhibit strongly nonlinear dynamic characteristics, making their input-output relationships difficult to describe using traditional linear control theory. Furthermore, due to the heterogeneity of the engines in the aircraft power matrix, achieving global consistent tracking through distributed control algorithms and effectively addressing network issues such as communication delays and data packet loss remain significant technical challenges.

[0006] Therefore, in response to the urgent technical problems faced by the current and future development of aviation engine control technology, how to design a high-performance, high-reliability aviation power matrix consistent tracking control method to fully utilize the engine model information, realize accurate observation of the state of the pilot aircraft engine, real-time estimation and compensation of the lumped interference, and improve the dynamic and static performance, robustness and consistent tracking capability of the aviation power matrix control system is a technical problem that needs to be solved urgently in the current aviation power field. Summary of the Invention

[0007] (1) Purpose of the invention

[0008] To address the aforementioned shortcomings and deficiencies in existing aircraft engine control technology and achieve the tracking mission of a pilot-follower aircraft engine system, the present invention provides an aircraft power matrix consistent tracking control system and method. By adopting a pilot-follower design architecture, a fixed-time distributed observer is introduced to observe the pilot aircraft engine's state information, and a fixed-time extended observer is introduced to observe the lumped disturbance. Furthermore, a non-smooth interference-resistant backstepping controller is designed based on dynamic inversion, backstepping, and non-smooth interference rejection techniques, achieving consistent tracking control of the aircraft power matrix. This approach fully utilizes network communication between aircraft engine control systems. A distributed observer generates the desired speed for each follower aircraft engine, and a non-smooth interference-resistant backstepping controller is designed to enable each follower aircraft engine to track its own desired speed. This controller offers advantages such as disturbance estimation and compensation, closed-loop stability, high control accuracy, and independence from precise mathematical models. Furthermore, the closed-loop control system is theoretically uniformly bounded and stable. Reasonable selection of observer and controller parameters can effectively improve the dynamic and static performance, interference rejection, and consistent tracking capability of the aircraft power matrix, meeting the high-precision, rapid, and robust thrust distribution requirements of aircraft in complex mission scenarios.

[0009] (2) Technical solution

[0010] In order to achieve the purpose of the invention and solve the technical problems, the present invention adopts the following technical solutions:

[0011] The first object of the present invention is to provide an aviation power matrix consistent tracking control system for distributed coordinated control of multiple aircraft engines, meeting the high-precision control requirements of thrust distribution for aircraft in complex environments, and achieving dynamic consistent tracking control between the lead aircraft engine and the following aircraft engines. The system comprises at least a lead-follower communication network, a lead aircraft engine unit, and multiple following aircraft engine units. Specifically:

[0012] The pilot-follower communication network performs information exchange between the pilot aircraft engine unit and each follower aircraft engine unit based on the network topology and communication protocol;

[0013] The pilot aircraft engine unit includes at least a command generator and a backstepping controller, wherein: the command generator is used to generate dynamic commands based on the overall mission requirements of the aircraft; the backstepping controller is used to receive the dynamic commands output by the command generator and generate a control signal based on the state vector of the pilot aircraft engine, so that the pilot aircraft engine outputs a target speed according to the dynamic command requirements;

[0014] Each of the following aircraft engine units includes at least a distributed fixed-time observer, a fixed-time disturbance observer, and a non-smooth anti-disturbance backstepping controller, wherein:

[0015] The distributed fixed-time observer receives and observes the output state of the pilot aircraft engine based on the pilot-follower communication network, uses a fixed-time state observation method to provide a speed observation value of the pilot aircraft engine, and uses it as the expected speed of the follower aircraft engine;

[0016] The fixed-time disturbance observer observes and estimates the lumped disturbance in the following aircraft engine unit based on the fixed-time extended state observation method, and transmits the lumped disturbance estimation value to the non-smooth anti-disturbance backstepping controller;

[0017] The non-smooth anti-interference backstepping controller is based on the output of the distributed fixed-time observer and the lumped interference estimate provided by the fixed-time interference observer. It generates a closed-loop control law and outputs a control signal through the backstepping method, the dynamic inversion method and the non-smooth control strategy to achieve state tracking of the leading aircraft engine by the following aircraft engine.

[0018] A second object of the present invention is to provide an aviation power matrix consistent tracking control method. Based on the aviation power matrix consistent tracking control system provided in the first object, the control method comprises at least the following steps when implemented:

[0019] Using the input and output data of the lead and follower aircraft engines, an affine nonlinear dynamic model of each is constructed through system identification. This model then establishes a control model for the aviation power matrix. Furthermore, considering the collaborative relationship between multiple aircraft engines, a topological structure of the lead-follower communication network is established to achieve state transfer and information exchange between the lead and follower aircraft engines.

[0020] Step SS2: Trace instruction generation

[0021] According to the overall mission requirements of the aircraft, the command generator in the pilot aircraft engine unit is based on the given reference command r d , through a transfer function G ( s ) to generate dynamic instructions that meet the index requirements during the arrangement process x 0d , and find the dynamic instruction x 0d Differentiation with respect to time The pilot aero engine realizes its own state adjustment based on the backstepping controller and adjusts itself according to the dynamic instructions. x 0d and its time derivative Output the corresponding speed signal as the target state of the following aircraft engine;

[0022] Step SS3: Distributed fixed-time observations

[0023] The distributed fixed-time observer in each follower aircraft engine unit uses the leader-follower communication network to obtain real-time status information of the leader aircraft engine and adjacent follower aircraft engines. Based on the distributed fixed-time state observation method, the observer estimates and outputs the observed values ​​of the shaft speed and shaft acceleration of the leader aircraft engine in real time. The observed shaft speed value is used as the tracking instruction for the follower aircraft engine, and the observed shaft acceleration value is provided as a reference signal to the subsequent dynamic control link.

[0024] Step SS4: Fixed-time interference observation

[0025] A fixed-time disturbance observer in each following aero-engine unit estimates the lumped disturbance in the following aero-engine unit in real time based on a fixed-time extended state disturbance observation method. The lumped disturbance includes the effects of unmodeled dynamics, uncertainty, and external disturbances, achieving efficient error convergence within a fixed time by introducing the synergistic effect of non-smooth terms and dynamic compensation terms. The lumped disturbance estimate is then fed back to a non-smooth anti-disturbance backstepping controller.

[0026] Step SS5: Non-smooth anti-interference backstepping control calculation

[0027] The non-smooth anti-interference controller in each following aircraft engine unit is designed based on backstepping design, dynamic inversion method and non-smooth anti-interference method to generate the closed-loop control law of the following aircraft engine:

[0028] As the first step in the backstepping design, based on the dynamic characteristics of the following aircraft engine unit and the shaft speed tracking error feedback, the expected value of the following aircraft engine's shaft acceleration is designed as the intermediate target state of the recursive design. This value is then smoothed using a non-smooth command filter to achieve dynamic and consistent tracking of the lead aircraft engine's output state.

[0029] As the second step of the backstepping design, a non-smooth anti-interference backstepping control law is constructed based on the dynamic inversion method, using the error between the current shaft acceleration of the following aircraft engine and the filtered desired shaft acceleration. This non-smooth anti-interference backstepping control law achieves dynamic tracking through linear and nonlinear error feedback, and introduces the lumped disturbance estimate output by a fixed-time disturbance observer for compensation. The control signal is adjusted in real time to address the impact of unmodeled dynamics and external disturbances on system performance. At the same time, the boundedness and disturbance rejection capability of the control signal are ensured through the design of non-smooth functions.

[0030] Step SS6: Closed-loop operation and control process judgment

[0031] The control signal generated by the non-smooth anti-interference backstepping controller is applied to the following aircraft engine. At the same time, the system operating status is monitored in real time through the pilot-follower communication network. By confirming whether the status of each following aircraft engine has stably converged to the reference state of the pilot aircraft engine, it is determined whether the system meets the consistent tracking control target. If the consistent tracking control target is met, the control is terminated. If not, the control loop returns to step SS2 to continue executing.

[0032] (3) Technical effects

[0033] Compared with the prior art, the aviation power matrix consistent tracking control system and method of the present invention have the following significant technical effects:

[0034] (1) Not dependent on an accurate model: The aircraft power matrix of the present invention consists of multiple follower aircraft engines. It only requires the use of the aircraft engine's input and output data and a system identification method to construct its nonlinear affine mathematical model with perturbations. The modeling error is described using lumped interference, which is then observed and compensated in real time. Therefore, the accuracy of the model is not required to be high.

[0035] (2) Closed-loop stability: Compared to model-free control methods such as PID, this method can theoretically demonstrate the bounded stability of the system. By using a fixed-time disturbance observer, the present invention can more quickly and accurately describe and compensate for the internal and external factors of the aerodynamic matrix system, thereby ensuring that the system is theoretically uniformly bounded and stable.

[0036] (3) Good control performance: Through the non-smooth anti-interference backstepping control method, while ensuring that the aviation power matrix control system is free from disturbances, it can also effectively achieve consistent tracking, taking into account both dynamic and static performance and robustness. The method proposed in this invention has good control performance.

[0037] (4) More importantly, the important innovation of this method lies in: proposing an aviation power matrix consistent tracking control method, considering the situation where the thrust of a single aircraft engine is limited by the coordinated control of the aviation power matrix to provide the thrust required by the aircraft, and designing a leader-follower aircraft engine system to solve the aviation power matrix consistent tracking control problem. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a principle block diagram of an aviation power matrix consistent tracking control system provided by an embodiment of the present invention;

[0039] Figure 2 This is a flow chart of an aviation power matrix consistent tracking control method provided by an embodiment of the present invention;

[0040] Figure 3 FIG2 is a control effect diagram of a tracking step instruction of an aviation power matrix consistent tracking control method provided by an embodiment of the present invention;

[0041] Figure 4 Shown is a control effect diagram of tracking sinusoidal instructions of the aviation power matrix consistent tracking control method provided by an embodiment of the present invention.

[0042] Explanation of the reference numerals: 0-leading aircraft engine unit, 01-command generator, 02-backstepping controller, 03-leading aircraft engine, 1-first following aircraft engine unit, 11-first distributed fixed-time observer, 12-first fixed-time disturbance observer, 13-first non-smooth anti-interference backstepping controller, 14-first following aircraft engine, N-Nth following aircraft engine unit, N1-Nth distributed fixed-time observer, N2-Nth fixed-time disturbance observer, N3-Nth non-smooth anti-interference backstepping controller, N4-Nth following aircraft engine. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solutions and advantages of the implementation of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the drawings in the embodiments of the present invention. The described embodiments are part of the embodiments of the present invention, not all of the embodiments, and the described embodiments are exemplary and are intended to be used to explain the present invention, but should not be understood as limiting the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0044] The following describes the aviation power matrix consistent tracking control system and its method in detail, using specific embodiments. This invention implements dynamic consistent tracking control of multiple aircraft engines by designing a pilot-follower collaborative control strategy and a multi-module distributed control algorithm. This approach aims to address the adaptability issues of traditional single-thrust control systems in high-precision, multi-disturbance environments.

[0045] Example 1

[0046] As a specific example, Figure 1 As shown, the aviation power matrix consistent tracking control system provided by the embodiment of the present invention is used for distributed coordinated control of multiple aircraft engines, meeting the high-precision control requirements of thrust distribution of aircraft in complex environments, and realizing dynamic consistent tracking control between the leading aircraft engine and the following aircraft engines. The system includes at least the following components:

[0047] The pilot aircraft engine unit 0 includes a command generator 01 and a backstepping controller 02, wherein the command generator 01 is used to generate dynamic commands according to the overall given index requirements x 0d ; Backstepping controller 02, used to generate dynamic instructions according to the instruction generator 01 x 0d Produce control action, so that the pilot aircraft engine 03 follows the dynamic instruction x 0d Required output speed y 0;

[0048] N following aircraft engine units with the same structure, taking the following aircraft engine unit 1 as an example, it includes a first distributed fixed-time observer 11, a first fixed-time interference observer 12, a first non-smooth anti-interference backstepping controller 13, and a first following aircraft engine 14, wherein the first distributed fixed-time observer 11 is used to observe the output speed of the pilot aircraft engine. y 0; The first fixed time interference observer 12 is used to observe the aggregate interference d 1The first non-smooth anti-interference backstepping controller 13 realizes the output speed of the first aircraft engine 14 to the pilot aircraft engine 03 based on the output of the first distributed fixed time observer 11 and the first fixed time interference observer 12 y 0 follow-up control;

[0049] The pilot follower communication network is used to implement mutual communication between the pilot aircraft engine unit 0, the first follower aircraft engine unit 1, ..., the Nth follower aircraft engine unit N.

[0050] It should be noted that the present invention is mainly aimed at the speed control of multiple single-axis aircraft engines, including the pilot aircraft engine 03, the first following aircraft engine 14,..., the Nth following aircraft engine N4. This part is an essential component of the present invention, but does not belong to the content of the present invention.

[0051] In the aviation power matrix consistent tracking control system of the present invention, the connection relationship between the various parts is as follows Figure 1 As shown. Among them, x 0 describes the state vector of pilot aero engine unit 0 , u 0 is the output control quantity of the backstepping controller 02, y 0 is the output of the pilot aircraft engine unit 0 and , Indicates the i Distributed fixed-time observer pair x 01 Observation values, i=1,2,…,N, x i Indicates the i Following the state vector of the aero engine and , u i For the i The output control quantity of the non-smooth anti-interference backstepping controller is d i For the i Following the lumped interference of the aero-engine unit, Aggregate interference d i The estimated value of y i Indicates the i Follow the output of the aircraft engine unit and .

[0052] Example 2

[0053] Based on the aviation power matrix consistent tracking control system described in Example 1, this Example 2 describes in detail the aviation power matrix consistent tracking control method adopted by the system, such as Figure 2As shown, the control method mainly includes the following steps when implemented:

[0054] Step SS1: Establishment of aviation power matrix control model

[0055] For a single-axis aircraft engine system, the input and output data are used to meet the needs of control design and the system identification method is used to obtain the affine nonlinear dynamic model of the aircraft engine. N The control system of the following aircraft engines is used to establish a network topology diagram of the pilot-following aircraft engines, where the pilot aircraft engine is marked as "0" and each following aircraft engine is marked as " i ”( i =1,2,.., N ), N The following aircraft engines together form the aviation power matrix.

[0056] First, a dynamic model of the pilot aircraft engine is constructed to describe the relationship between the state vector and the control input of the pilot aircraft engine. The state vector includes the shaft speed and shaft acceleration, and the control input is the control signal output by the backstepping controller. The algorithm formula of the model is:

[0057] (1)

[0058] Where, x 0 represents the state vector of the pilot aircraft engine and , x 01 Indicates the shaft speed of the pilot aircraft engine, x 02 represents the shaft acceleration of the pilot aircraft engine, They are x 01 、 x 02 Differentiation with respect to time and , All are about the state vector x 0 nonlinear function, y 0. u 0 represents the output value of the pilot aircraft engine, the control input and .

[0059] The dynamic model of the following aircraft engine is constructed to describe the relationship between the state vector, control input, and lumped disturbance of the following aircraft engine. The state vector includes shaft speed and shaft acceleration. The lumped disturbance includes unmodeled dynamics, uncertainty, and external disturbances. The control input is the output signal of the non-smooth anti-interference backstepping controller. The algorithm formula of the model is:

[0060] (2)

[0061] Where, , N is the number of following aircraft engines in the aviation power matrix, x i 、 x i1 、 x i2 、 d i Respectively represent i The state vector, shaft speed, shaft acceleration, and lumped disturbance of the aircraft engine are followed. , They are x i1 、 x i2 Differentiation with respect to time and , All are about the state vector x i The nonlinear function of y i 、 u i Respectively represent i The output value of the aircraft engine, the control input and .

[0062] Step SS2: Trace instruction generation

[0063] According to the overall mission requirements of the aircraft, the command generator in the pilot aircraft engine unit is based on the given reference command r d , through a transfer function G ( s ) to generate dynamic instructions that meet the index requirements during the arrangement process x 0d , and find the dynamic instruction x 0d Differentiation with respect to time The pilot aero engine realizes its own state adjustment based on the backstepping controller and adjusts according to the dynamic instructions. x 0d and its time derivative The corresponding speed signal is output as the target state of the following aircraft engine.

[0064] It should be noted that the transfer function G ( s ) is designed to smoothly input reference instructions r d , thereby generating a command signal that meets the dynamic performance indicatorsx 0d Through x 0d The time differential further provides a reference for the backstepping controller to adjust the speed dynamically, ensuring that the state of the pilot aircraft engine quickly approaches the target value.

[0065] Specifically, in aviation power matrix control, the dynamic instructions of the pilot aircraft engine x 0d It is the key link for the whole system to achieve consistent tracking control. Directly use the reference instruction r d As a dynamic instruction, it may cause the system response to be too violent or oscillate, which is not conducive to the tracking performance of the aircraft engine. G ( s ) for reference instructions r d Shaping can effectively improve the dynamic characteristics of the system and ensure the smoothness and response speed of control.

[0066] Step SS3: Distributed fixed-time observations

[0067] The distributed fixed-time observer in each follower aircraft engine unit uses the leader-follower communication network to obtain the status information of the leader aircraft engine and the adjacent follower aircraft engines in real time. Based on the distributed fixed-time state observation method, the observed values ​​of the shaft speed and shaft acceleration of the leader aircraft engine are estimated and output in real time. The obtained shaft speed observation value is used as the tracking instruction of the follower aircraft engine, and the obtained shaft acceleration observation value is provided to the subsequent dynamic control link as a reference signal.

[0068] When the distributed fixed-time observers in each follower aircraft engine unit observe and dynamically update the shaft speed and shaft acceleration of the pilot aircraft engine in real time, the specific algorithm formula is as follows:

[0069] (3)

[0070] (4)

[0071] in, Respectively represent i 、 j The state observation value of the following aircraft engine to the leading aircraft engine and 、 , Respectively i The observation values ​​of the shaft speed and shaft acceleration of the pilot aircraft engine by the following aircraft engine, Respectively jThe observation values ​​of the shaft speed and shaft acceleration of the pilot aircraft engine by the following aircraft engine, They are Differentiation with respect to time, They are Differentiation with respect to time, i ≠ j and i 、 j = 1,2,…,N ; Respectively i 、 j The first follower aircraft engine to the leading aircraft engine m The observed values ​​of the state components and m =1,2; For the pilot aircraft engine The nonlinear dynamic characteristic function of α 1. β 1. γ 1. α 2. β 2. γ 2 are appropriately selected parameters to ensure that the observation error converges to zero within a fixed time. μ is the adjustment parameter of the non-smooth term index and , ; a ij For the first time in the pilot-follow communication network i The first and j The communication weight between the following aircraft engines, if the two communicate, then otherwise , Indicates the i A follower aircraft engine cannot communicate externally with itself; b i For the i The communication weight between the follower aircraft engine and the pilot aircraft engine, if the two communicate, then ,otherwise .

[0072] Step SS4: Fixed-time interference observation

[0073] The fixed-time disturbance observer in each following aero-engine unit uses the fixed-time extended state disturbance observation method to observe and estimate the lumped disturbance in real time. By introducing the synergistic effect of nonlinear high- and low-order feedback terms and dynamic compensation terms, the lumped disturbance estimate is efficiently converged within a fixed time. The lumped disturbance estimate is then fed back to the non-smooth disturbance-rejecting backstepping controller. Lumped disturbances include the effects of unmodeled dynamics, uncertainties, and external disturbances, such as parameter uncertainty caused by engine component wear, external disturbances such as high-frequency vibration and airflow disturbances, and higher-order dynamic characteristics that are ignored during simplified modeling.

[0074] When the fixed-time interference observer in each follower aircraft engine unit performs real-time estimation of the lumped interference, its algorithm formula is specifically designed as follows:

[0075] (5)

[0076] in, x i2 、 d i Respectively i The shaft acceleration and lumped disturbance of the following aircraft engine, Corresponding to x i2 、 d i The observed value of Indicates the i The observation error of the shaft acceleration of the following aircraft engine; ρ 1. ρ 2 and δ 1. δ 2 are all exponential terms of non-smooth terms, and , ; Represents the observer gain, and all parameters are positive; f i ( x i ), g i ( x i ) are all about x i Nonlinear function of .

[0077] Step SS5: Non-smooth anti-interference backstepping control calculation

[0078] The non-smooth anti-interference controller in each following aircraft engine unit is designed based on backstepping design, dynamic inversion method and non-smooth anti-interference method to generate the closed-loop control law of the following aircraft engine:

[0079] As the first step in the backstepping design, based on the dynamic characteristics of the following aircraft engine unit and the shaft speed tracking error feedback, the expected value of the following aircraft engine's shaft acceleration is designed as the intermediate target state of the recursive design. This value is then smoothed using a non-smooth command filter to achieve dynamic and consistent tracking of the lead aircraft engine's output state.

[0080] As the second step of the backstepping design, based on the dynamic inverse method, a non-smooth anti-interference backstepping control law is constructed using the error between the current shaft acceleration of the following aircraft engine and the filtered desired shaft acceleration. The non-smooth anti-interference backstepping control law achieves dynamic tracking through linear and nonlinear error feedback, and introduces the lumped disturbance estimate output by the fixed-time disturbance observer for compensation. The control signal is adjusted in real time according to the impact of unmodeled dynamics and external disturbances on system performance. At the same time, the boundedness and disturbance suppression capability of the control signal are ensured through non-smooth function design.

[0081] Preferably, the non-smooth anti-interference backstepping control calculation is divided into two steps, respectively determining the desired state and actual control input of the following aircraft engine to cope with the unmodeled dynamics, uncertainties and external disturbances in the system, specifically:

[0082] The first step is to design the desired state. This is done by designing the desired value of the aero engine's shaft acceleration and using error feedback to achieve dynamic adjustment. The relevant algorithm formula is:

[0083] (6)

[0084] in, x i1d 、 x i2d Respectively i Follows the shaft speed of the aircraft engine x i1 , shaft acceleration x i2 The expected value of for x i1d Differentiation with respect to time; K i1 、 K i2 、 K i3 are gain parameters used to adjust the error convergence speed and accuracy and are all positive numbers; u 1. u 2 is the exponential term of the non-smooth term and , ; e i1 For thei The shaft speed error of the following aircraft engine and ;

[0085] In order to solve the problem of "differential explosion" in actual systems, a non-smooth command filter is designed to generate smooth control commands to avoid direct use of x i2d Possible instabilities:

[0086] (7)

[0087] in, are filter gain parameters and are all positive numbers. x i2c is the filter output value, i.e. the smoothed expected shaft acceleration, τ i2 is the time constant used to adjust the filter response speed;

[0088] In the second step, based on the dynamic inversion method, the control law is designed by combining the outputs of the distributed fixed-time observer, the fixed-time disturbance observer, and the non-smooth anti-interference backstepping controller to achieve consistent tracking control of the aviation power matrix. The relevant algorithm formula is:

[0089] (8)

[0090] in, For the i The following aero engine shaft acceleration x i2 The tracking error, K i4 、 K i5 、 K i6 are gain parameters used to ensure rapid error convergence and are all positive numbers. g i ( x i ) is about x i The nonlinear function of for x i2c Differentiation with respect to time, .

[0091] It should be noted that in the non-smooth anti-interference backstepping control calculation, the dynamic inverse method is used to compensate for the nonlinear characteristics of the controlled object to ensure dynamic consistent tracking of the aircraft engine; non-smooth anti-interference control achieves real-time suppression of unmodeled dynamics and external disturbances by introducing interference observations and nonlinear feedback mechanisms.

[0092] Step SS6: Closed-loop operation and control process judgment

[0093] The control signal generated by the non-smooth anti-interference backstepping controller is applied to the following aircraft engine. At the same time, the system operating status is monitored in real time through the pilot-follower communication network. By confirming whether the status of each following aircraft engine has stably converged to the reference state of the pilot aircraft engine, it is determined whether the system meets the consistent tracking control target. If the consistent tracking control target is met, the control is terminated. If not, the control loop returns to step SS2 to continue executing.

[0094] Figure 3 The figure shows the control effect of tracking a step command using the consistent tracking control method for the aviation power matrix of the present invention. The curves in the figure represent the speed response of the pilot aircraft engine and multiple follower aircraft engines over time. As can be seen from the figure, at t = 1 second, the system is given a step speed command of 500 rpm. Under the control of the controller, the pilot aircraft engine is able to quickly track the given command and reach steady state in approximately 1.5 seconds. Meanwhile, although the five follower aircraft engines have different initial speeds, they are able to achieve state consistency within 0.5 seconds through the coordinated action of the distributed fixed-time observer and the non-smooth anti-interference backstepping controller, ultimately accurately tracking the speed command of the pilot aircraft engine. The entire control process exhibits excellent dynamic response characteristics, with minimal overshoot and a steady-state error close to zero, fully verifying the effectiveness of the consistent tracking control method for the aviation power matrix proposed by the present invention.

[0095] Figure 4 Shown is a diagram showing the control effect of tracking sinusoidal commands using the aviation power matrix consistent tracking control method of the present invention. The curves in the figure represent the dynamic responses of the lead aircraft engine and multiple follower aircraft engines to the sinusoidal commands. As can be seen from the figure, when the lead aircraft engine tracks a sinusoidal command with an amplitude of 100 rpm and a period of 2 seconds, the five follower aircraft engines achieve state consistency within 0.8 seconds, despite significant initial speed differences, and accurately track the periodic motion trajectory of the lead aircraft engine with no significant overshoot. This demonstrates the efficiency and robustness of the present method in dynamically tracking complex commands.

[0096] The above embodiments 1 and 2 provide a detailed description of the aviation power matrix consistent tracking control system and method proposed in the present invention. Compared with the prior art, the aviation power matrix consistent tracking control system and method proposed in the present invention have significant technical effects such as independence from precise models, closed-loop stability, and good control performance. At the same time, it also has the following innovations: ① In response to the needs of collaborative work of multiple aircraft engines, an aviation power matrix consistent tracking control scheme is designed. By establishing a leader-follower aircraft engine system, the aviation power matrix consistent tracking control problem is solved, so that multiple small-thrust aircraft engines can be combined into a large-thrust aviation power matrix; ② An aviation power matrix consistent tracking control method is proposed, which utilizes network communication between aircraft engines to design a distributed collaborative control algorithm, and at the same time performs real-time estimation and compensation for the system's lumped interference, taking into account the dynamic and static characteristics of the system.

[0097] The above embodiments fully and effectively achieve the objectives of the present invention. Those skilled in the art will appreciate that the present invention includes, but is not limited to, the contents described in the accompanying drawings and the above specific embodiments. Although the present invention has been described with reference to the embodiments currently considered to be the most practical and preferred, it should be understood that the present invention is not limited to the disclosed embodiments, and any modifications that do not deviate from the functional and structural principles of the present invention are intended to be included within the scope of the claims.

Claims

1. An aviation power matrix consensus tracking control system comprising at least a pilot-follower communication network, a pilot aircraft engine unit, and a plurality of follower aircraft engine units, characterized in that: The pilot-follower communication network performs information exchange between the pilot aircraft engine unit and each follower aircraft engine unit based on the network topology and communication protocol; The pilot aircraft engine unit includes at least a command generator and a backstepping controller, wherein: the command generator is used to generate dynamic commands based on the overall mission requirements of the aircraft; the backstepping controller is used to receive the dynamic commands output by the command generator and generate a control signal based on the state vector of the pilot aircraft engine, so that the pilot aircraft engine outputs a target speed according to the dynamic command requirements; Each of the following aircraft engine units includes at least a distributed fixed-time observer, a fixed-time disturbance observer, and a non-smooth anti-disturbance backstepping controller, wherein: The distributed fixed-time observer receives and observes the output state of the pilot aircraft engine based on the pilot-follower communication network, uses a fixed-time state observation method to provide a speed observation value of the pilot aircraft engine, and uses it as the expected speed of the follower aircraft engine; The fixed-time disturbance observer observes and estimates the lumped disturbance in the following aircraft engine unit based on the fixed-time extended state observation method, and transmits the lumped disturbance estimation value to the non-smooth anti-disturbance backstepping controller; The non-smooth anti-interference backstepping controller is based on the output of the distributed fixed-time observer and the lumped interference estimate provided by the fixed-time interference observer. It generates a closed-loop control law and outputs a control signal through the backstepping method, the dynamic inversion method and the non-smooth control strategy to achieve state tracking of the leading aircraft engine by the following aircraft engine.

2. The aviation power matrix consistent tracking control system according to claim 1, characterized in that: In the aviation power matrix consistent tracking control system, the affine nonlinear dynamic models of the lead aircraft engine and each follower aircraft engine are respectively constructed by the system identification method, and then the control model of the aviation power matrix is ​​established, wherein: The constructed dynamic model of the pilot aircraft engine is used to describe the relationship between the state vector and control input of the pilot aircraft engine. The state vector includes the shaft speed and shaft acceleration. The control input is the control signal output by the backstepping controller. The algorithm formula of the model is: Where, x 0 represents the state vector of the pilot aircraft engine and , x 01 Indicates the shaft speed of the pilot aircraft engine, x 02 represents the shaft acceleration of the pilot aircraft engine, They are x 01 、 x 02 Differentiation with respect to time and , f 0( x 0), g 0( x 0) are all about the state vector x 0 nonlinear function, y 0. u 0 represents the output value of the pilot aircraft engine, the control input and ; The dynamic model of the following aircraft engine is constructed to describe the relationship between the state vector, control input, and lumped disturbance of the following aircraft engine. The state vector includes shaft speed and shaft acceleration. The lumped disturbance includes unmodeled dynamics, uncertainty, and external disturbances. The control input is the output signal of the non-smooth anti-interference backstepping controller. The algorithm formula of the model is: Where, , N is the number of following aircraft engines in the aviation power matrix, x i 、 x i1 、 x i2 、 d i Respectively represent i The state vector, shaft speed, shaft acceleration, and lumped disturbance of the aircraft engine are followed. , They are x i1 、 x i2 Differentiation with respect to time and , f i ( x i ), g i ( x i ) are all about the state vector x i The nonlinear function of y i 、 u i Respectively represent i The output value of the aircraft engine, the control input and .

3. The aviation power matrix consistent tracking control system according to claim 2, characterized in that: In each of the following aircraft engine units, when the distributed fixed-time observer observes and dynamically updates the shaft speed and shaft acceleration of the pilot aircraft engine in real time, the algorithm formula is: in, Respectively represent i 、 j The state observation value of the following aircraft engine to the leading aircraft engine and 、 , Respectively i The observation values ​​of the shaft speed and shaft acceleration of the pilot aircraft engine by the following aircraft engine, Respectively j The observation values ​​of the shaft speed and shaft acceleration of the pilot aircraft engine by the following aircraft engine, They are Differentiation with respect to time, They are Differentiation with respect to time, i ≠ j and i 、 j = 1,2,…,N ; Respectively i 、 j The first follower aircraft engine to the leading aircraft engine m The observed values ​​of the state components and m =1,2; For the pilot aircraft engine The nonlinear dynamic characteristic function of α 1. β 1. γ 1. α 2. β 2. γ 2 are appropriately selected parameters to ensure that the observation error converges to zero within a fixed time. μ is the adjustment parameter of the non-smooth term index and , ; a ij For the first time in the pilot-follow communication network i The first and j The communication weight between the following aircraft engines, if the two communicate, then ,otherwise , Indicates the i A follower aircraft engine cannot communicate externally with itself; b i For the i The communication weight between the follower aircraft engine and the pilot aircraft engine, if the two communicate, then ,otherwise .

4. The aviation power matrix consistent tracking control system according to claim 3, characterized in that: In each of the following aircraft engine units, when the fixed-time interference observer performs real-time estimation for the aggregated interference, the algorithm formula is specifically designed as follows: in, x i2 、 d i Respectively i The shaft acceleration and lumped disturbance of the following aircraft engine, Corresponding to x i2 、 d i The observed value of Indicates the i The observation error of the shaft acceleration of the following aircraft engine; ρ 1. ρ 2 and δ 1. δ 2 are all exponential terms of non-smooth terms, and , ; Represents the observer gain, and all parameters are positive; f i ( x i ), g i ( x i ) are all about x i Nonlinear function of .

5. The aviation power matrix consistent tracking control system according to claim 4, characterized in that: In each of the following aircraft engine units, the non-smooth anti-interference controller performs control calculations in two steps: determining the desired state and actual control input of the following aircraft engine to cope with unmodeled dynamics, uncertainties, and external disturbances in the system. Specifically, The first step is to design the desired state. This is done by designing the desired value of the aero engine's shaft acceleration and using error feedback to achieve dynamic adjustment. The relevant algorithm formula is: in, x i1d 、 x i2d Respectively i Follows the shaft speed of the aircraft engine x i1 , shaft acceleration x i2 The expected value of for x i1d Differentiation with respect to time; K i1 、 K i2 、 K i3 are gain parameters used to adjust the error convergence speed and accuracy and are all positive numbers; u 1. u 2 is the exponential term of the non-smooth term and , ; e i1 For the i The shaft speed error of the following aircraft engine and ; In order to solve the problem of "differential explosion" in actual systems, a non-smooth command filter is designed to generate smooth control commands to avoid direct use x i2d Possible instabilities: in, are filter gain parameters and are all positive numbers. x i2c is the filter output value, i.e. the smoothed expected shaft acceleration, τ i2 is the time constant used to adjust the filter response speed; In the second step, based on the dynamic inversion method, the control law is designed by combining the outputs of the distributed fixed-time observer, the fixed-time disturbance observer, and the non-smooth anti-interference backstepping controller to achieve consistent tracking control of the aviation power matrix. The relevant algorithm formula is: in, For the i The following aero engine shaft acceleration x i2 The tracking error, K i4 、 K i5 、 K i6 are gain parameters used to ensure rapid error convergence and are all positive numbers. g i ( x i ) is about x i The nonlinear function of for x i2c Differentiation with respect to time, .

6. An aviation power matrix consistent tracking control method, based on the aviation power matrix consistent tracking control system according to any one of claims 1 to 5, characterized in that: The control method comprises at least the following steps when implemented: SS1. Aerodynamic Matrix Control Model Establishment: Utilizing the input and output data of the lead and follower aircraft engines, system identification methods are used to construct affine nonlinear dynamic models for each of the lead and follower aircraft engines. This model is then used to establish the aerodynamic matrix control model. Furthermore, the topology of the lead-follower communication network is established, taking into account the collaborative relationship between multiple aircraft engines. This allows for state transfer and information exchange between the lead and follower aircraft engines. SS2. Tracking command generation: Based on the overall mission requirements of the aircraft, the command generator in the pilot aircraft engine unit generates a given reference command based on the given reference command. r d , through a transfer function G ( s ) to generate dynamic instructions that meet the index requirements during the arrangement process x 0d , and find the dynamic instruction x 0d Differentiation with respect to time The pilot aero engine realizes its own state adjustment based on the backstepping controller and adjusts according to the dynamic instructions. x 0d and its time derivative Output corresponding speed signal; SS3. Distributed Fixed-Time Observation: A distributed fixed-time observer in each follower aircraft engine unit utilizes the leader-follower communication network to acquire real-time status information from the leader aircraft engine and adjacent follower aircraft engines. Based on the distributed fixed-time state observation method, the observer estimates and outputs the leader aircraft engine's shaft speed and shaft acceleration in real time. The observed shaft speed serves as the tracking command for the follower aircraft engine, and the observed shaft acceleration is provided as a reference signal to subsequent dynamic control steps. SS4. Fixed-Time Disturbance Observation: A fixed-time disturbance observer in each follower aero-engine unit uses the fixed-time extended state disturbance observation method to estimate the lumped disturbance in real time. By incorporating a synergistic effect of nonsmooth and dynamic compensation terms, the observer achieves efficient error convergence within a fixed time. The lumped disturbance includes the effects of unmodeled dynamics, uncertainty, and external disturbances. The lumped disturbance estimate is then fed back to the nonsmooth anti-disturbance backstepping controller. SS5. Non-smooth anti-interference backstepping control calculation: The non-smooth anti-interference controller in each following aircraft engine unit is designed based on backstepping design, dynamic inversion method and non-smooth anti-interference method to generate the closed-loop control law of the following aircraft engine: As the first step in the backstepping design, based on the dynamic characteristics of the following aircraft engine unit and the shaft speed tracking error feedback, the expected value of the following aircraft engine's shaft acceleration is designed as the intermediate target state of the recursive design. This value is then smoothed using a non-smooth command filter to achieve dynamic and consistent tracking of the lead aircraft engine's output state. As the second step of the backstepping design, a non-smooth anti-interference backstepping control law is constructed based on the dynamic inversion method, using the error between the current shaft acceleration of the following aircraft engine and the filtered desired shaft acceleration. This non-smooth anti-interference backstepping control law achieves dynamic tracking through linear and nonlinear error feedback, and introduces the lumped disturbance estimate output by a fixed-time disturbance observer for compensation. The control signal is adjusted in real time to address the impact of unmodeled dynamics and external disturbances on system performance. At the same time, the boundedness and disturbance rejection capability of the control signal are ensured through the design of non-smooth functions. SS6. Closed-loop operation and control process judgment: The control signal generated by the non-smooth anti-interference backstepping controller is applied to the follower aircraft engine. Simultaneously, the system operating status is monitored in real time through the pilot-follower communication network. The system is judged to meet the consistent tracking control objective by confirming whether the state of each follower aircraft engine has stably converged to the reference state of the pilot aircraft engine. If so, control is terminated. If not, the control loop returns to step SS2 to continue.

7. The aviation power matrix consistent tracking control method according to claim 6, characterized in that: In step SS1, the dynamic model of the pilot aircraft engine is constructed to describe the relationship between the state vector and the control input of the pilot aircraft engine. The state vector includes the shaft speed and shaft acceleration. The control input is the control signal output by the backstepping controller. The algorithm formula of the model is: Where, x 0 represents the state vector of the pilot aircraft engine and , x 01 Indicates the shaft speed of the pilot aircraft engine, x 02 represents the shaft acceleration of the pilot aircraft engine, They are x 01 、 x 02 Differentiation with respect to time and , All are about the state vector x 0 nonlinear function, y 0. u 0 represents the output value of the pilot aircraft engine, the control input and ; The dynamic model of the following aircraft engine is constructed to describe the relationship between the state vector, control input, and lumped disturbance of the following aircraft engine. The state vector includes shaft speed and shaft acceleration. The lumped disturbance includes unmodeled dynamics, uncertainty, and external disturbances. The control input is the output signal of the non-smooth anti-interference backstepping controller. The algorithm formula of the model is: Where, , N is the number of following aircraft engines in the aviation power matrix, x i 、 x i1 、 x i2 、 d i Respectively represent i The state vector, shaft speed, shaft acceleration, and lumped disturbance of the aircraft engine are followed. , They are x i1 、 x i2 Differentiation with respect to time and , All are about the state vector x i The nonlinear function of y i 、 u i Respectively represent i The output value of the aircraft engine, the control input and .

8. The aviation power matrix consistent tracking control method according to claim 7, characterized in that: In step SS3, when the distributed fixed-time observers in each follower aircraft engine unit observe and dynamically update the shaft speed and shaft acceleration of the pilot aircraft engine in real time, the specific algorithm formula is: in, Respectively represent i 、 j The state observation value of the following aircraft engine to the leading aircraft engine and 、 , Respectively i The observation values ​​of the shaft speed and shaft acceleration of the pilot aircraft engine by the following aircraft engine, Respectively j The observation values ​​of the shaft speed and shaft acceleration of the pilot aircraft engine by the following aircraft engine, They are Differentiation with respect to time, They are Differentiation with respect to time, i ≠ j and i 、 j = 1,2,…,N ; Respectively i 、 j The first follower aircraft engine to the leading aircraft engine m The observed values ​​of the state components and m =1,2; For the pilot aircraft engine The nonlinear dynamic characteristic function of α 1. β 1. γ 1. α 2. β 2. γ 2 are appropriately selected parameters to ensure that the observation error converges to zero within a fixed time. μ is the adjustment parameter of the non-smooth term index and , ; a ij For the first time in the pilot-follow communication network i The first and j The communication weight between the following aircraft engines, if the two communicate, then ,otherwise , Indicates the i A follower aircraft engine cannot communicate externally with itself; b i For the i The communication weight between the follower aircraft engine and the pilot aircraft engine, if the two communicate, then ,otherwise .

9. The aviation power matrix consistent tracking control method according to claim 8, characterized in that: In step SS4, when the fixed-time interference observer in each follower aircraft engine unit performs real-time estimation for the aggregate interference, its algorithm formula is specifically designed as follows: in, x i2 、 d i Respectively i The shaft acceleration and lumped disturbance of the following aircraft engine, Corresponding to x i2 、 d i The observed value of Indicates the i The observation error of the shaft acceleration of the following aircraft engine; ρ 1. ρ 2 and δ 1. δ 2 are all exponential terms of non-smooth terms, and , ; Represents the observer gain, and all parameters are positive; f i ( x i ), g i ( x i ) are all about x i Nonlinear function of .

10. The aviation power matrix consistent tracking control method according to claim 9, characterized in that: In step SS5, the non-smooth anti-interference backstepping control calculation is divided into two steps, which respectively determine the desired state and actual control input of the following aircraft engine to cope with the unmodeled dynamics, uncertainties and external disturbances in the system. Specifically: The first step is to design the desired state. This is done by designing the desired value of the aero engine's shaft acceleration and using error feedback to achieve dynamic adjustment. The relevant algorithm formula is: in, x i1d 、 x i2d Respectively i Follows the shaft speed of the aircraft engine x i1 , shaft acceleration x i2 The expected value of for x i1d Differentiation with respect to time; K i1 、 K i2 、 K i3 are gain parameters used to adjust the error convergence speed and accuracy and are all positive numbers; u 1. u 2 is the exponential term of the non-smooth term and ; e i1 For the i The shaft speed error of the following aircraft engine and ; In order to solve the problem of "differential explosion" in actual systems, a non-smooth command filter is designed to generate smooth control commands to avoid direct use x i2d Possible instabilities: in, are filter gain parameters and are all positive numbers. x i2c is the filter output value, i.e. the smoothed expected shaft acceleration, τ i2 is the time constant used to adjust the filter response speed; In the second step, based on the dynamic inversion method, the control law is designed by combining the outputs of the distributed fixed-time observer, the fixed-time disturbance observer, and the non-smooth anti-interference backstepping controller to achieve consistent tracking control of the aviation power matrix. The relevant algorithm formula is: in, For the i The following aero engine shaft acceleration x i2 The tracking error, K i4 、 K i5 、 K i6 are gain parameters used to ensure rapid error convergence and are all positive numbers. g i ( x i ) is about x i The nonlinear function of for x i2c Differentiation with respect to time, .

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