High-bandwidth control method for propulsion system in hovering and vertical landing stages of short-distance takeoff and vertical landing aircraft

Abstract

According to the high-bandwidth control method for the propulsion system in the hovering and vertical landing stages of the short-distance takeoff and vertical landing aircraft, based on the configuration characteristics of the short vertical propulsion system of a shaft-driven load lift fan, the thrust sum and the thrust ratio serve as the control quantity of the propulsion system, and the unique physical mechanism caused by the special configuration of the propulsion system is analyzed; a feed-forward controller is designed through a redundant geometric variable execution mechanism to restrain the dynamic state of a low-pressure rotor so as to improve the thrust response speed of the propulsion system, and on the basis of the feed-forward controller, an incremental model prediction feedback controller is designed to ensure that the dynamic process of the propulsion system is along an expected track. Therefore, the independence of the control of the height channel and the attitude channel is ensured, errors occurring in the feedforward process are eliminated, and the stability of the control is ensured. According to the method, high-bandwidth rapid multi-source thrust control of the short vertical propulsion system in hovering and vertical landing modes can be realized, and the short vertical aircraft is helped to realize rapid height and attitude adjustment at a low flight speed through the propulsion system.

Description

Technical Field

[0001] The invention relates to the technical field of aeroengines, and in particular to a high-bandwidth control method for a propulsion system of a short take-off and vertical landing aircraft during hovering and vertical landing stages. Background Art

[0002] For short takeoff and vertical landing aircraft and their propulsion systems, in low-speed flight modes such as hovering and vertical landing modes, aerodynamic control surfaces cannot play a role, and their altitude and attitude control can only rely entirely on the multi-source thrust generated by the two lift source nozzles in front and behind the propulsion system. However, in this process, due to the rotor inertia and actuator delay of the propulsion system, the response speed of the thrust is reduced, resulting in the propulsion system as the actuator of the aircraft. The response speed is usually not as fast as that of other actuators such as aerodynamic control surfaces. Therefore, the control strategy of the traditional propulsion system is difficult to meet the high-bandwidth control requirements of the aircraft for the attitude channel. At the same time, since the total thrust of the propulsion system also takes into account the altitude control of the aircraft, if the multi-source thrust is not decoupled, it is easy to cause the aircraft attitude instability, and may even cause the risk of crashing. At present, there is no fast multi-source thrust response control method for short-to-vertical propulsion systems.

[0003] This patent uses a multi-source rapid thrust control solution based on feedforward-incremental model prediction feedback, which can not only improve the system response speed and accuracy, but also improve the overall system performance through feedforward control under limited bandwidth conditions, and at the same time, it can also express the control increment and output increment constraints through the model predictive controller in the feedback system to maintain the control target of the feedforward control design. This strategy of combining feedforward and feedback control can achieve significant results in the control of complex propulsion systems and realize multi-source rapid thrust response. Summary of the invention

[0004] In order to solve the control problem of high-precision, high-bandwidth and multi-source decoupling of a short-to-vertical propulsion system under low flight speed conditions, the present invention proposes a propulsion system control method for a short-to-vertical aircraft in the hovering and vertical landing stages.

[0005] The purpose of the present invention is achieved through the following technical solutions.

[0006] The present invention discloses a high-bandwidth control method for a propulsion system of a short-to-vertical aircraft during hovering and vertical landing, comprising the following steps:

[0007] Step 1: According to the control requirements of the short vertical propulsion system, the thrust of the lift fan at the front end of the short vertical propulsion system is increased to LiftFan and main engine nozzle thrust T main The decoupling is performed by means of thrust and TT and thrust ratio TS, and is tracked as the control quantity of the control system. The decoupling method is as follows:

[0008] TT=Tm ain +T LiftFan

[0009] TS=T main / T LiftFan

[0010] Step 2: According to the redundant actuators of the short vertical propulsion system, different actuators are selected to correspond to different control channels, and the fuel W f Control thrust and TT, control thrust ratio TS through tail nozzle throat area A8, adjust lift fan inlet guide vane angle IGV in the above process to ensure low pressure shaft speed NL remains unchanged, so that rotor dynamics do not participate in the control process, so that the response of short vertical propulsion system can avoid the participation of rotor slow dynamics;

[0011] Step 3: According to the actuation mechanism of the geometrically adjustable mechanism, in the propulsion system, the lift fan is connected to the low-pressure rotor to bear part of the low-pressure turbine power consumption. After the low-pressure turbine power changes by adjusting the tail nozzle throat area A8, if you want to avoid the increase in the speed of the fan and other components on the low-pressure shaft, you can adjust the lift fan inlet guide vane angle IGV to distribute the excess low-pressure turbine power to the lift fan so that it bears more power output, so as to ensure that the low-pressure rotor speed NL remains unchanged. The formula is as follows:

[0012] P Turbine +ΔP Turbine =P Fan +P LiftFan +ΔP LiftFan

[0013] Where P Turbine is the power generated by the low-pressure turbine, P Fan is the power required by the fan, P LiftFan is the power required by the lift fan, △P Turbine The increase in tail nozzle throat area A8 increases the low-pressure turbine output power, △P LiftFan The lift fan load is increased by adjusting the IGV angle.

[0014] Step 4: By adjusting the size of IGV, the load is made to bear the change in low-pressure turbine power caused by the change in A8, so as to adjust TS without changing the speed, and select different thrust ratio command TS cmd and thrust and command TT cmd , by adjusting the IGV to fix the low pressure shaft speed N L =N L，const , so that the input-output correspondence of the short-to-vertical propulsion system is obtained as follows:

[0015]

[0016] In the formula, fuel W f Used to fix thrust and TT, so thrust and is the command TT cmd Similarly, the lift fan inlet guide vane angle IGV is used to fix the low-pressure shaft speed N L , so the low pressure shaft speed is a constant N L,const Finally, the thrust ratio instruction TS is tracked by adjusting the tail nozzle throat area A8 cmd , f(*) is the nonlinear equation of the short hammer propulsion system, through which the output of the model can be obtained under certain input conditions;

[0017] Step 5: By changing different thrust and constant TT cmd , the corresponding relationship between different thrusts and TT and thrust ratio TS under fixed speed can be obtained. According to the corresponding relationship, a feedforward controller is designed to allocate the control amount according to the required thrust and command and thrust ratio command, that is,

[0018]

[0019] Where g(*) represents the current thrust and command TT cmd TS cmd The corresponding feedforward control quantity [W f,F ; A 8,F IGV F ].

[0020] Step 6: Linearize the corresponding relationship between the above input and output by the small perturbation method. The state quantity is the low-pressure shaft speed N L and high pressure shaft speed N H , the control quantity is [W f ; A8; IGV], the output is [N L ; N H ;TT;TS], the structure is as follows:

[0021]

[0022] Where A, B, C, and D are the coefficients of the continuous state space equation.

[0023] Step 7: Set all ranges of thrust and command TT cmd TS cmd After the propulsion system model is linearized, the state space equations for scheduling based on thrust and thrust ratio can be obtained, and the structure is as follows:

[0024]

[0025] y=C(TT cmd TS cmd )x+D(TTcmd , TSS cmd )

[0026] According to the specific thrust and thrust ratio instructions, select the corresponding state space equation coefficients A, B, C and D;

[0027] Step 8: After determining the state variable model, discretize the state space equation. After discretization, expand the control quantity of the discretized continuous state space equation into the state quantity to obtain

[0028]

[0029] In the formula, A k , B k , C k and D k is the coefficient of the discrete state space equation. After the form transformation, for the convenience of writing, the above incremental state space equation can be transformed into

[0030]

[0031] Step 9: Construct the objective function through the state space equations obtained in step 8. Take one of the incremental state space equations as an example. Without adding the scheduling form, the prediction domain N can be obtained at time k. p , the control time domain is N u A series of equations, and N u ≤N p , and the form is as follows:

[0032]

[0033] …

[0034]

[0035] …

[0036]

[0037] Integrate the above content to obtain:

[0038]

[0039] The formula satisfies:

[0040]

[0041] Step 10: The objective function of the model predictive control can be designed by using the matrix obtained in step 9. Since the process is incremental, the output for control is the low-pressure shaft speed increment ΔN L , High-pressure shaft speed increment ΔN H, total thrust increment ΔTT and thrust ratio increment ΔTS. In the process of feedforward control, the low pressure shaft speed N L The increment of its reference instruction should be 0. At the same time, the reference instructions of thrust and increment ΔTT and thrust ratio increment ΔTS are target thrust and TT. cmd Thrust ratio TS cmd Subtract the thrust and TT obtained by the current sensor sen Thrust ratio TS sen , its optimization performance index can be expressed as follows:

[0042]

[0043] Where Q and R are the corresponding coefficient matrices. Finally, the compact form of the objective function is as follows:

[0044]

[0045] Step 121: The matrix obtained in step 9 can be used to design the constraint equations of the model predictive control, which need to satisfy:

[0046]

[0047] Where u(k) is the control quantity of the discretized state variable model, U min and U max They are the control quantities [W f ; A8; IGV] minimum and maximum values. Therefore, we can obtain:

[0048] U min -u(k)≤Δu(k+1)≤U max -u(k)

[0049] Using u(k)=u(k-1)+Δu(k), we can get:

[0050] U min -u(k-1)≤Δu(k+1)+Δu(k)≤U max -u(k-1)

[0051] Integrating the above formula gives:

[0052]

[0053] There are also control increment constraints, namely:

[0054] U min -u(k-1)≤Δu(k+1)+Δu(k)≤U max -u(k-1)

[0055] And there is an output increment constraint, namely:

[0056]

[0057] Where Y min and Y max They are the output [N L ; N H ;TT;TS], Y t,ss (k) is the output of the short-to-vertical propulsion system at the current steady-state point. Because the entire state space equation is an incremental state space equation, Y t (k+1|k) needs to add the output Y of the steady-state point t,ss (k) is the actual output of the short-to-vertical propulsion system.

[0058] In summary, it is transformed into the following form:

[0059]

[0060] Step 12: Calculate the altitude channel fuel control increment ΔW by combining the objective function of step 10 with the constraint equation of step 11 f and attitude channel geometry adjustable mechanism control increment Δu geo =[A 8,F ;iGV F ] and the feedforward control increment [W f,F ;h 8,F IGV F ] is accumulated through the dynamics of the actuator to obtain the final control quantity u of the component-level nonlinear model act , completing high-precision, high-bandwidth, fast decoupling tracking of the control target. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In the accompanying abstract, Figure 1 The specific implementation steps of the invention content "a high-bandwidth control method for a propulsion system of a short-to-vertical aircraft in the hovering and vertical landing phases" are described. Figure 2 The schematic diagram of the "dynamic feedforward controller" of the present invention is described. DETAILED DESCRIPTION

[0062] This embodiment proposes a fast multi-source thrust response control method for a short-to-vertical propulsion system. Figure 1 A high-bandwidth control framework for the propulsion system of a short-to-vertical vehicle during hovering and vertical landing phases is proposed. Figure 1 As shown, the following steps are included:

[0063] Step 1: According to the control requirements of the short vertical propulsion system, the thrust of the lift fan at the front end of the short vertical propulsion system is increased to LiftFan and main engine nozzle thrust T mainThe decoupling is performed by means of thrust and TT and thrust ratio TS, and is tracked as the control quantity of the control system. The decoupling method is as follows:

[0064] TT=T main +T LiftFan

[0065] TS=T main / T LiftFan

[0066] Step 2: According to the redundant actuators of the short vertical propulsion system, different actuators are selected to correspond to different control channels, and the fuel W f Control thrust and TT, control thrust ratio TS through tail nozzle throat area A8, adjust lift fan inlet guide vane angle IGV in the above process to ensure low pressure shaft speed NL remains unchanged, so that rotor dynamics do not participate in the control process, so that the response of short vertical propulsion system can avoid the participation of rotor slow dynamics;

[0067] Step 3: According to the actuation mechanism of the geometrically adjustable mechanism, in the propulsion system, the lift fan is connected to the low-pressure rotor to bear part of the low-pressure turbine power consumption. After the low-pressure turbine power changes by adjusting the tail nozzle throat area A8, if you want to avoid the increase in the speed of the fan and other components on the low-pressure shaft, you can adjust the lift fan inlet guide vane angle IGV to distribute the excess low-pressure turbine power to the lift fan so that it bears more power output, so as to ensure that the low-pressure rotor speed NL remains unchanged. The formula is as follows:

[0068] P Turbine +ΔP Turbine =P Fan +P LiftFan +ΔP LiftFan

[0069] Where P Turbine is the power generated by the low-pressure turbine, P Fan is the power required by the fan, P LiftFan is the power required by the lift fan, △P Turbine The increase in tail nozzle throat area A8 increases the low-pressure turbine output power, △P LiftFan The lift fan load is increased by adjusting the IGV angle.

[0070] Step 4: By adjusting the size of IGV, the load is made to bear the change in low-pressure turbine power caused by the change in A8, so as to adjust TS without changing the speed, and select different thrust ratio command TS cmd and thrust and command TT cmd , by adjusting the IGV to fix the low pressure shaft speed N L =N L，const, so that the input-output correspondence of the short-to-vertical propulsion system is obtained as follows:

[0071]

[0072] In the formula, fuel W f Used to fix thrust and TT, so thrust and is the command TT cmd Similarly, the lift fan inlet guide vane angle IGV is used to fix the low-pressure shaft speed N L , so the low pressure shaft speed is a constant N L,const Finally, the thrust ratio instruction TS is tracked by adjusting the tail nozzle throat area A8 cmd , f(*) is the nonlinear equation of the short-thump propulsion system. Through this equation, the output of the model can be obtained under certain input conditions, and finally the corresponding relationship between the thrust and TT and the thrust ratio TS at a fixed low-pressure shaft speed within the physical boundary can be obtained, such as Figure 2 As shown;

[0073] Step 5: Figure 2 is a dynamic feedforward controller, where Figure 2 Each point within the physical boundary represents the thrust and thrust ratio, which corresponds to a set of feedforward control quantities [W f,F ; A 8,F IGV F ], by changing different thrust and constant TT cmd , we can get the fixed low-pressure shaft speed N L Under the corresponding relationship between different thrusts and TT and thrust ratio TS, a feedforward controller is designed according to the corresponding relationship, and the control amount is allocated according to the required thrust and command and thrust ratio command, that is,

[0074]

[0075] Where g(*) represents the current thrust and command TT cmd TS cmd The corresponding feedforward control quantity [W f,F ; A 8,F IGV F ].

[0076] Step 6: Linearize the corresponding relationship between the above input and output by the small perturbation method. The state quantity is the low-pressure shaft speed N L and high pressure shaft speed N H , the control quantity is [E f ; A8; IGV], the output is [N L ; N H ;TT;TS], the structure is as follows:

[0077]

[0078] Where A, B, C, and D are the coefficients of the continuous state space equation.

[0079] Step 7: Set all ranges of thrust and command TT cmd TS cmd After the propulsion system model is linearized, the state space equations for scheduling based on thrust and thrust ratio can be obtained, and the structure is as follows:

[0080]

[0081] y=C(TT cmd , TS cmd )x+D(TT cmd , TS cmd )

[0082] According to the specific thrust and thrust ratio instructions, select the corresponding state space equation coefficients A, B, C and D;

[0083] Step 8: After determining the state variable model, discretize the state space equation. After discretization, expand the control quantity of the discretized continuous state space equation into the state quantity to obtain

[0084]

[0085] In the formula, A k , B k , C k and D k is the coefficient of the discrete state space equation. After the form transformation, for the convenience of writing, the above incremental state space equation can be transformed into

[0086]

[0087] Step 9: Construct the objective function through the state space equations obtained in step 8. Take one of the incremental state space equations as an example. Without adding the scheduling form, the prediction domain N can be obtained at time k. p , the control time domain is N u A series of equations, and N u ≤N p , and the form is as follows:

[0088]

[0089] …

[0090]

[0091] …

[0092]

[0093] Integrate the above content to obtain:

[0094]

[0095] The formula satisfies:

[0096]

[0097] Step 10: The objective function of the model predictive control can be designed by using the matrix obtained in step 9. Since the process is incremental, the output for control is the low-pressure shaft speed increment ΔN L , High-pressure shaft speed increment ΔN H , total thrust increment ΔTT and thrust ratio increment ΔTS. In the process of feedforward control, the low pressure shaft speed N L The increment of its reference instruction should be 0. At the same time, the reference instructions of thrust and increment ΔTT and thrust ratio increment ΔTS are target thrust and TT. cmd Thrust ratio TS cmd Subtract the thrust and TT obtained by the current sensor sen Thrust ratio TS sen , its optimization performance index can be expressed as follows:

[0098]

[0099] Where Q and R are the corresponding coefficient matrices. Finally, the compact form of the objective function is as follows:

[0100]

[0101] Step 11: The matrix obtained in step 9 can be used to design the constraint equations of model predictive control, which need to satisfy:

[0102]

[0103] Where u(k) is the control quantity of the discretized state variable model, U min and U max They are the control quantities [W f ; A8; IGV] minimum and maximum values. Therefore, we can obtain:

[0104] U min -u(k)≤Δu(k+1)≤U max -u(k)

[0105] Using u(k)=u(k-1)+Δu(k), we can get:

[0106] U min-u(k-1)≤Δu(k+1)+Δu(k)≤U max -u(k-1)

[0107] Integrating the above formula gives:

[0108]

[0109] There are also control increment constraints, namely:

[0110] U min -u(k-1)≤Δu(k+1)+Δu(k)≤U max -u(k-1)

[0111] And there is an output increment constraint, namely:

[0112]

[0113] Where Y min and Y max They are the output [N L ; N H ;TT;TS], Y t,ss (k) is the output of the short-to-vertical propulsion system at the current steady-state point. Because the entire state space equation is an incremental state space equation, Y t (k+1|k) needs to add the output Y of the steady-state point t,ss (k) is the actual output of the short-to-vertical propulsion system.

[0114] In summary, it is transformed into the following form:

[0115]

[0116] Step 12: Calculate the altitude channel fuel control increment ΔW by combining the objective function of step 10 with the constraint equation of step 11 f and attitude channel geometry adjustable mechanism control increment Δu geo =[A 8,F IGV F ] and the feedforward control increment [W f,F ; A 8,F IGV F ] is accumulated through the dynamics of the actuator to obtain the final control quantity u of the component-level nonlinear model act , completing high-precision, high-bandwidth, fast decoupling tracking of the control target.

[0117] Compared with the prior art, the high-bandwidth rapid multi-source thrust control of the short-to-vertical propulsion system obtained in this embodiment in hovering and vertical landing modes can help the short-to-vertical aircraft to achieve rapid adjustment of altitude and attitude at low flight speeds through the propulsion system.

Claims

1. A high-bandwidth control method for a propulsion system of a short take-off and vertical landing aircraft during hovering and vertical landing phases, characterized in that The following steps are involved: Step 1: According to the control requirements of the short vertical propulsion system, the thrust of the lift fan at the front end of the short vertical propulsion system is increased to LiftFan and main engine nozzle thrust T main The decoupling is performed by means of thrust and TT and thrust ratio TS, and is tracked as the control quantity of the control system. The decoupling method is as follows: TT=T main +T LiftFan TS=T main / T LiftFan Step 2: According to the redundant actuators of the short vertical propulsion system, different actuators are selected to correspond to different control channels, and the fuel W f Control thrust and TT, control thrust ratio TS through tail nozzle throat area A8, adjust lift fan inlet guide vane angle IGV in the above process to ensure low pressure shaft speed N L The rotor dynamics do not participate in the control process, so that the response of the short vertical propulsion system can avoid the participation of the rotor slow dynamics. Step 3: According to the actuation mechanism of the geometrically adjustable mechanism, in the propulsion system, the lift fan is connected to the low-pressure rotor to bear part of the low-pressure turbine power consumption. After the low-pressure turbine power changes by adjusting the tail nozzle throat area A8, if you want to avoid the increase in the speed of the fan and other components on the low-pressure shaft, you can adjust the lift fan inlet guide vane angle IGV to distribute the excess low-pressure turbine power to the lift fan so that it bears more power output, so as to ensure that the low-pressure rotor speed NL remains unchanged. The formula is as follows: P Turbine +ΔP Turbine =P Fan +P LiftFan +ΔP LiftFan Where P Turbine is the power generated by the low-pressure turbine, P Fan is the power required by the fan, P LiftFan is the power required by the lift fan, ΔP Turbine is the increase in the tail nozzle throat area A8 to increase the low-pressure turbine output power, ΔP LiftFan It is the lift fan load that is increased by adjusting the IGV angle; Step 4: By adjusting the size of IGV, the load is made to bear the change in low-pressure turbine power caused by the change in A8, so as to adjust TS without changing the speed, and select different thrust ratio command TS cmd and thrust and command TT cmd , by adjusting the IGV to fix the low pressure shaft speed N L =N L，const , so that the input-output correspondence of the short-to-vertical propulsion system is obtained as follows: In the formula, fuel W f Used to fix thrust and TT, so thrust and is the command TT cmd Similarly, the lift fan inlet guide vane angle IGV is used to fix the low-pressure shaft speed N L , so the low pressure shaft speed is a constant N L，const Finally, the thrust ratio instruction TS is tracked by adjusting the tail nozzle throat area A8 cmd , f(*) is the nonlinear equation of the short hammer propulsion system, through which the output of the model can be obtained under certain input conditions; Step 5: By changing different thrust and constant TT cmd , the corresponding relationship between different thrusts and TT and thrust ratio TS under fixed speed can be obtained. According to the corresponding relationship, a feedforward controller is designed to allocate the control amount according to the required thrust and command and thrust ratio command, that is, Where g(*) represents the current thrust and command TT cmd TS cmd The corresponding feedforward control quantity [W f，F ; A 8，F IGV F ]; Step 6: Linearize the corresponding relationship between the above input and output by the small perturbation method. The state quantity is the low-pressure shaft speed N L and high pressure shaft speed N H , the control quantity is [W f，F ; A 8，F IGV F ], the output is [N L ; N H TT cmd TS cmd ], the structure is as follows: Where A, B, C and D are the coefficients of the continuous state space equation; Step 7: After linearizing the propulsion system model for all ranges of thrust and thrust ratio commands, the state space equations for scheduling based on thrust and thrust ratio can be obtained, with the following structure: y=C(TT cmd ,TS cmd )x+D(TT cmd ,TS cmd )u According to the specific thrust and thrust ratio instructions, the corresponding state space equation coefficients are selected; Step 8: After determining the state variable model, discretize the state space equation. After discretization, expand the control quantity of the discretized continuous state space equation into the state quantity to obtain In the formula, A k , B k , C k and D k is the coefficient of the discrete state space equation. After the form transformation, for the convenience of writing, the above incremental state space equation can be transformed into Step 9: Construct the objective function through the state space equations obtained in step 8. Take one of the incremental state space equations as an example. Without adding the scheduling form, the prediction domain N can be obtained at time k. p , the control time domain is N u A series of equations, and N u ≤N p , and the form is as follows: Integrate the above content to obtain: The formula satisfies: Step 10: The matrix obtained in step 9 can be used to design the objective function of the model predictive control. Since the process is incremental, the output for the control is the low-pressure shaft speed increment ΔN L , High-pressure shaft speed increment ΔN H , total thrust increment ΔTT and thrust ratio increment ΔTS, during feedforward control, low pressure shaft speed N L The increment of its reference instruction should be 0. At the same time, the reference instructions of thrust and increment ΔTT and thrust ratio increment ΔTS are target thrust and TT. cmd Thrust ratio TS cmd Subtract current thrust and TT sen Thrust ratio TS sen , its optimization performance index can be expressed as follows: Where Q and R are the corresponding coefficient matrices. Finally, the compact form of the objective function is as follows: Step 11: The matrix obtained in step 9 can be used to design the constraint equations of the model predictive control, which need to satisfy: Where u(k) is the control quantity of the discretized state variable model, U min and U max They are the control quantities [W f ; A8; IGV], so we can get: IN min -u(k)≤Δu(k+1)≤U max -u(k) Using u(k)=u(k-1)+Δu(k), we can get: AT min -u(k-1)≤Δu(k+1)+Δu(k)≤U max -u(k-1) Integrating the above formula gives: There are also control increment constraints, namely: AT min -u(k-1)≤Δu(k+1)+Δu(k)≤U max -u(k-1) And there is an output increment constraint, namely: Where Y min and Y max They are the output [N L ; N H ;TT;TS], Y t,ss (k) is the output of the short-to-vertical propulsion system at the current steady-state point. Since the entire state space equation is an incremental state space equation, Y t (k+1|k) needs to add the output Y of the steady-state point t,ss (k) is the actual output of the short-to-vertical propulsion system, which can be converted into the following form: Step 12: Calculate the altitude channel fuel control increment ΔW by combining the objective function of step 10 with the constraint equation of step 11 f and attitude channel geometry adjustable mechanism control increment Δu geo =[A 8，F IGV F ] and the feedforward control increment [W f，F ; A 8，F IGV F ] is accumulated through the dynamics of the actuator to obtain the final control quantity u of the component-level nonlinear model act , completing high-precision, high-bandwidth, fast decoupling tracking of the control target.

2. The high-bandwidth control method for a propulsion system of a short take-off and vertical landing vehicle during hovering and vertical landing according to claim 1, characterized in that The feedforward controller in step 5 performs control trajectory planning, wherein the input quantity in the feedforward controller includes the current thrust and the command TT cmd TS cmd , the output includes the fuel control amount W f , the initial tail nozzle throat area control amount A8, and the initial lift fan inlet guide vane angle IGV, when the short vertical propulsion system control system performs hovering mode control or vertical landing control, the current thrust and command TT of the feedforward controller are used cmd TS cmd Set the current control amount W f，F with u geo，F The trajectories represent the steady-state conditions of different control quantities under different instructions. Each steady-state condition has achieved the constant low-pressure shaft speed by adjusting the geometric adjustable mechanism combination A8 and IGV, and by adjusting W f To ensure the total thrust remains unchanged, the bandwidth of the short-vertical propulsion system closed-loop control system is improved by means of a feedforward controller, thereby achieving multi-source rapid thrust response of the short-vertical propulsion system.

3. The high-bandwidth control method for a propulsion system of a short take-off and vertical landing vehicle during hovering and vertical landing according to claim 1, characterized in that The feedback controller design in steps 8 to 11 is characterized in that: by the fuel increment ΔW f Control thrust and change, by geometrically adjustable mechanism increment Δu geo (ΔA8 and ΔIGV) control the thrust ratio change TS, and the transient control amount is determined by the fuel increase ΔW f and geometrically adjustable mechanism increment Δu geo The control quantity W obtained by the feedforward controller f，F with u geo，F Add together to achieve the thrust and command TT of the dynamic process cmd TS cmd The dynamic tracking of the short vertical propulsion system is carried out while moving along the characteristics of the geometrically adjustable mechanism with constant speed to ensure that the low-pressure shaft speed remains unchanged, thereby reducing the dynamic error of the multi-source rapid thrust response process of the short vertical propulsion system.

4. The high-bandwidth control method for a propulsion system of a short take-off and vertical landing aircraft according to claim 1 is characterized in that The incremental feedback control algorithm in step 10 is characterized by: the matrix obtained in step 9 is used to design the objective function of the model predictive control. The matrices in this process are all in the form of increments, so for the control, the output is the low-pressure shaft speed increment ΔN L , High-pressure shaft speed increment ΔN H , total thrust increment ΔTT and thrust ratio increment ΔTS, in the process of feedforward control, the low pressure shaft speed N L The increment of its reference instruction should be 0. At the same time, the reference instructions of thrust and increment ΔTT and thrust ratio increment ΔTS are target thrust and TT. cmd Thrust ratio TS cmd Subtract current thrust and TT sen Thrust ratio TS sen , its optimization performance index can be expressed as follows: At the same time, the constraint equation of the matrix design model predictive control obtained in step 7 is: According to the above formula, the altitude channel fuel control increment ΔW is obtained by calculating the objective function and the constraint equation. f and attitude channel geometry adjustable mechanism control increment Δu geo =[A 8，F IGV F ] and the feedforward control increment [W f，F ; A 8，F IGV F ] is accumulated through the dynamics of the actuator to obtain the final control quantity u of the component-level nonlinear model act , completing high-precision, high-bandwidth, fast decoupling tracking of the control target.

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