A high bandwidth control method for short takeoff vertical landing aircraft hover and vertical landing phase propulsion system

Abstract

The patent gives a kind of short take-off vertical landing aircraft hover and vertical landing stage propulsion system high bandwidth control method, based on the short vertical propulsion system configuration characteristics of shaft drive load lift fan, thrust and thrust ratio are taken as the control variables of the propulsion system, the unique physical mechanism caused by its special configuration is analyzed, the feedforward controller is designed through the redundant geometric variable actuator to suppress the low pressure rotor dynamics and improve the thrust response speed of the propulsion system, on the basis of the feedforward controller, the incremental model predictive feedback controller is designed to ensure that the dynamic process of the propulsion system follows the expected trajectory, thereby ensuring the independence of the height channel and attitude channel control, eliminating the error in the feedforward process to ensure the stability of the control. The method can realize the high bandwidth fast multi-source thrust control of short vertical propulsion system in hover and vertical landing mode, help short vertical aircraft to realize the rapid adjustment of height and attitude at low flight speed through the propulsion system.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, specifically a high-bandwidth control method for the propulsion system of a short takeoff and vertical landing (STOVL) aircraft during hovering and vertical landing phases. Background Technology

[0002] For short takeoff and vertical landing (STOVL) aircraft and their propulsion systems, aerodynamic control surfaces are ineffective in low-speed flight modes such as hovering and vertical landing. Altitude and attitude control rely entirely on the multi-source thrust generated by the two lift nozzles at the front and rear of the propulsion system. However, the propulsion system's rotor inertia and actuator delays reduce thrust response speed, making its response slower than that of other aerodynamic control surfaces. Therefore, traditional propulsion system control strategies struggle to meet the high-bandwidth control requirements of aircraft attitude channels. Furthermore, since the total thrust of the propulsion system also affects altitude control, failure to decouple the multi-source thrust can easily lead to aircraft attitude instability and even a crash risk. Currently, there is no fast multi-source thrust response control method for STOVL propulsion systems.

[0003] This patent, through a multi-source rapid thrust control scheme based on feedforward-incremental model predictive feedback, not only improves system response speed and accuracy but also enhances overall system performance under limited bandwidth conditions through feedforward control. Furthermore, the model predictive controller in the feedback system displays and represents the control increment and output increment constraints, maintaining the control objectives of the feedforward control design. This strategy, combining feedforward and feedback control, achieves significant results in the control of complex propulsion systems and enables multi-source rapid thrust response. Summary of the Invention

[0004] To address the challenge of high-precision, high-bandwidth, multi-source decoupling control in short vertical and vertical descent propulsion systems at low flight speeds, this invention proposes a control method for the propulsion system during the hovering and vertical landing phases of short vertical and vertical descent aircraft.

[0005] The objective of this invention is achieved through the following technical solution.

[0006] This invention discloses a high-bandwidth control method for a propulsion system during the hovering and vertical landing phases of a short-range vertical landing vehicle, comprising the following steps:

[0007] Step 1: Based on the control requirements of the stub vertical and vertices propulsion system, adjust the thrust T of the lift fan at the front end of the stub vertical and vertices propulsion system. LiftFan and main engine nozzle thrust T main Decoupling is achieved by using thrust and TT with thrust ratio TS, which are then tracked as control variables in the control system. The decoupling method is as follows:

[0008] TT = Tm ain +T LiftFan

[0009] TS=T main / T LiftFan

[0010] Step 2: Based on the redundant actuators of the short vertical propulsion system, select different control channels corresponding to different actuators, and control them via fuel W. f Thrust and TT are controlled, and the thrust ratio TS is controlled by the throat area A8 of the tail nozzle. During the above process, the inlet guide vane angle IGV of the lift fan is adjusted to ensure that the low-pressure shaft speed NL remains unchanged, so that the rotor dynamics do not participate in the control process, thereby enabling the response of the short vertical propulsion system to avoid the participation of the rotor's slow dynamics.

[0011] Step 3: Based on the operating mechanism of the geometrically adjustable mechanism, in the propulsion system, the lift fan connected to the low-pressure rotor bears part of the low-pressure turbine power consumption. After the low-pressure turbine power changes by adjusting the throat area A8 of the exhaust nozzle, to prevent the speed of components such as the fan on the low-pressure shaft from increasing, the excess low-pressure turbine power can be distributed to the lift fan by adjusting the inlet guide vane angle IGV, allowing it to bear more power output, thus ensuring that the low-pressure rotor speed NL remains constant. The formula is as follows:

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

[0013] In the formula, P Turbine It is the power generated by the low-pressure turbine, P Fan It is the power required by the fan, P LiftFan This is the power required by the lift fan, ΔP Turbine The increased low-pressure turbine output power (ΔP) is due to the increased throat area of ​​the exhaust nozzle in A8. LiftFan The lift fan load is increased by adjusting the IGV angle.

[0014] Step 4: By adjusting the IGV size, the load is made to bear the change in low-pressure turbine power caused by the change in A8, thus achieving TS adjustment under constant speed, and different thrust ratio commands TS are selected. cmd And thrust and command TT cmd By adjusting the IGV to fix the low-pressure shaft speed N L =N L，const This allows us to obtain the following input-output correspondence for the short vertical propulsion system:

[0015]

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

[0017] Step 5: By changing different thrusts and constants TT cmd This allows us to obtain the correspondence between different thrusts and TT and thrust ratio TS at a fixed speed. Based on this correspondence, a feedforward controller is designed to allocate control quantities according to the required thrust and thrust ratio commands.

[0018]

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

[0020] Step 6: Linearize the correspondence between the above inputs and outputs using the small perturbation method. The state variable 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 The structure is as follows: [TT;TS]

[0021]

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

[0023] Step 7: Apply all thrust and command TT within the range cmd With thrust ratio command TS cmd After linearizing the propulsion system model, we can obtain a set of state-space equations based on thrust and the thrust-to-thrust ratio, as shown below:

[0024]

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

[0026] Select the corresponding state-space equation coefficients A, B, C, and D based on the specific thrust and thrust ratio command;

[0027] Step 8: After determining the state variable model, discretize the state-space equations. After discretization, extend the control variables of the discretized continuous state-space equations into the state variables, obtaining...

[0028]

[0029] In the formula, A k B k C k and D k Let be the coefficients of the discrete state-space equations. After formal transformation, for ease of writing, the above incremental state-space equations can be transformed into...

[0030]

[0031] Step 9: Construct the objective function using the state-space equations obtained in Step 8. Taking one of the incremental state-space equations as an example, without adding scheduling, the predicted time domain can be N at time k. p The control time domain is N u A series of equations, and N u ≤N p The result is in the following form:

[0032]

[0033] …

[0034]

[0035] …

[0036]

[0037] By integrating the above information, we obtain:

[0038]

[0039] The formula satisfies:

[0040]

[0041] Step 10: The objective function for model predictive control can be designed using the matrix obtained in Step 9. Since this process is incremental, the output for control is always the low-pressure shaft speed increment ΔN. L High-pressure shaft speed increment ΔN HThe total thrust increment ΔTT and thrust ratio increment ΔTS. To achieve the feedforward control process, the low-pressure shaft speed N... L The increment of its reference command should be 0, and the reference commands for thrust and increment ΔTT and thrust ratio increment ΔTS are the target thrust and TT. cmd Thrust ratio TS cmd Subtract the thrust and TT obtained from the current sensor sen Thrust ratio TS sen Its optimized performance indicators can be expressed in the following form:

[0042]

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

[0044]

[0045] Step 121: Using the matrix obtained in Step 9, the constraint equations for model predictive control can be designed, which need to satisfy:

[0046]

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

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

[0049] Similarly, using u(k) = u(k-1) + Δu(k), we can obtain:

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

[0051] Combining the above equations, we get:

[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] In the formula, Y min and Y max These are the output quantities [N] L N H The minimum and maximum values ​​of [TT;TS], Y t,ss (k) is the output of the short 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 be added to the steady-state output Y. t,ss (k) is the actual output of the short vertical propulsion system.

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

[0059]

[0060] Step 12: Obtain the altitude channel fuel control increment ΔW by calculating the objective function from Step 10 and the constraint equations from Step 11. f The attitude channel geometrically adjustable mechanism controls the incremental Δu geo =[A 8,F iGV F [W] and the feedforward control increment in step 5 f,F h 8,F IGV F After accumulating the dynamic data from the actuator, the final control quantity u of the component-level nonlinear model is obtained. act It enables high-precision, high-bandwidth, and rapid decoupled tracking of the control target. Attached Figure Description

[0061] In the accompanying figures of the abstract, Figure 1 The specific implementation steps of the present invention, "A high-bandwidth control method for a propulsion system during the hovering and vertical landing phases of a short-range vertical landing vehicle," are described. Figure 2 A schematic diagram of the "Dynamic Feedforward Controller" described in this invention is shown. Detailed Implementation

[0062] This embodiment proposes a fast multi-source thrust response control method for a short vertical propulsion system. Figure 1 For the high-bandwidth control framework of the propulsion system for the hovering and vertical landing phases of short-range vertical landing vehicles, such as Figure 1 As shown, it includes the following steps:

[0063] Step 1: Based on the control requirements of the stub vertical and vertices propulsion system, adjust the thrust T of the lift fan at the front end of the stub vertical and vertices propulsion system. LiftFan and main engine nozzle thrust T mainDecoupling is achieved by using thrust and TT with thrust ratio TS, which are then tracked as control variables in the control system. The decoupling method is as follows:

[0064] TT=T main +T LiftFan

[0065] TS=T main / T LiftFan

[0066] Step 2: Based on the redundant actuators of the short vertical propulsion system, select different control channels corresponding to different actuators, and control them via fuel W. f Thrust and TT are controlled, and the thrust ratio TS is controlled by the throat area A8 of the tail nozzle. During the above process, the inlet guide vane angle IGV of the lift fan is adjusted to ensure that the low-pressure shaft speed NL remains unchanged, so that the rotor dynamics do not participate in the control process, thereby enabling the response of the short vertical propulsion system to avoid the participation of the rotor's slow dynamics.

[0067] Step 3: Based on the operating mechanism of the geometrically adjustable mechanism, in the propulsion system, the lift fan connected to the low-pressure rotor bears part of the low-pressure turbine power consumption. After the low-pressure turbine power changes by adjusting the throat area A8 of the exhaust nozzle, to prevent the speed of components such as the fan on the low-pressure shaft from increasing, the excess low-pressure turbine power can be distributed to the lift fan by adjusting the inlet guide vane angle IGV, allowing it to bear more power output, thus ensuring that the low-pressure rotor speed NL remains constant. The formula is as follows:

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

[0069] In the formula, P Turbine It is the power generated by the low-pressure turbine, P Fan It is the power required by the fan, P LiftFan This is the power required by the lift fan, ΔP Turbine The increased low-pressure turbine output power (ΔP) is due to the increased throat area of ​​the exhaust nozzle in A8. LiftFan The lift fan load is increased by adjusting the IGV angle.

[0070] Step 4: By adjusting the IGV size, the load is made to bear the change in low-pressure turbine power caused by the change in A8, thus achieving TS adjustment under constant speed, and different thrust ratio commands TS are selected. cmd And thrust and command TT cmd By adjusting the IGV to fix the low-pressure shaft speed N L =N L，constThis allows us to obtain the following input-output correspondence for the short vertical propulsion system:

[0071]

[0072] In the formula, fuel W f Used to fix thrust and TT, therefore thrust and TT are commands. cmd Similarly, the inlet guide vane angle IGV of the lift fan is used to fix the low-pressure shaft speed N. L Therefore, the low-pressure shaft speed is a constant N. L,const Ultimately, the thrust ratio command TS is tracked by adjusting the throat area A8 of the tail nozzle. cmd f(*) is the nonlinear equation of the short-pump propulsion system. This equation allows us to obtain the model's output under defined input conditions, ultimately revealing the relationship between thrust and TT versus thrust ratio TS within the physical boundaries at a fixed low-pressure shaft speed. Figure 2 As shown;

[0073] Step 5: Figure 2 It is a dynamic feedforward controller, where Figure 2 Each point within the physical boundary represents a thrust and a thrust ratio, which correspond to a set of feedforward control variables [W]. f,F A 8,F IGV F By changing different thrusts and constants TT cmd A fixed low-pressure shaft speed N can be obtained. L Below is the correspondence between different thrusts and TT and thrust ratio TS. Based on this correspondence, a feedforward controller is designed to allocate control quantities according to the required thrust and thrust ratio commands.

[0074]

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

[0076] Step 6: Linearize the correspondence between the above inputs and outputs using the small perturbation method. The state variable 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 The structure is as follows: [TT;TS]

[0077]

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

[0079] Step 7: Apply all thrust and command TT within the range cmd With thrust ratio command TS cmd After linearizing the propulsion system model, we can obtain a set of state-space equations based on thrust and the thrust-to-thrust ratio, as shown below:

[0080]

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

[0082] Select the corresponding state-space equation coefficients A, B, C, and D based on the specific thrust and thrust ratio command;

[0083] Step 8: After determining the state variable model, discretize the state-space equations. After discretization, extend the control variables of the discretized continuous state-space equations into the state variables, obtaining...

[0084]

[0085] In the formula, A k B k C k and D k Let be the coefficients of the discrete state-space equations. After formal transformation, for ease of writing, the above incremental state-space equations can be transformed into...

[0086]

[0087] Step 9: Construct the objective function using the state-space equations obtained in Step 8. Taking one of the incremental state-space equations as an example, without adding scheduling, the predicted time domain can be N at time k. p The control time domain is N u A series of equations, and N u ≤N p The result is in the following form:

[0088]

[0089] …

[0090]

[0091] …

[0092]

[0093] By integrating the above information, we obtain:

[0094]

[0095] The formula satisfies:

[0096]

[0097] Step 10: The objective function for model predictive control can be designed using the matrix obtained in Step 9. Since this process is incremental, the output for control is always the low-pressure shaft speed increment ΔN. L High-pressure shaft speed increment ΔN H The total thrust increment ΔTT and thrust ratio increment ΔTS. To achieve the feedforward control process, the low-pressure shaft speed N... L The increment of its reference command should be 0, and the reference commands for thrust and increment ΔTT and thrust ratio increment ΔTS are the target thrust and TT. cmd Thrust ratio TS cmd Subtract the thrust and TT obtained from the current sensor sen Thrust ratio TS sen Its optimized performance indicators can be expressed in the following form:

[0098]

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

[0100]

[0101] Step 11: Using the matrix obtained in Step 9, the constraint equations for model predictive control can be designed, which need to satisfy:

[0102]

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

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

[0105] Similarly, using u(k) = u(k-1) + Δu(k), we can obtain:

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

[0107] Combining the above equations, we get:

[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] In the formula, Y min and Y max These are the output quantities [N] L N H The minimum and maximum values ​​of [TT;TS], Y t,ss (k) is the output of the short 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 be added to the steady-state output Y. t,ss (k) is the actual output of the short vertical propulsion system.

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

[0115]

[0116] Step 12: Obtain the altitude channel fuel control increment ΔW by calculating the objective function from Step 10 and the constraint equations from Step 11. f The attitude channel geometrically adjustable mechanism controls the incremental Δu geo =[A 8,F IGV F [W] and the feedforward control increment in step 5 f,F A 8,F IGV F After accumulating the dynamic data from the actuator, the final control quantity u of the component-level nonlinear model is obtained. act It enables high-precision, high-bandwidth, and rapid decoupled tracking of the control target.

[0117] Compared with existing technologies, the short vertical landing propulsion system obtained in this embodiment has high bandwidth and fast multi-source thrust control in hovering and vertical landing modes, which can help short vertical landing vehicles achieve rapid altitude and attitude adjustment at low flight speeds through the propulsion system.

Claims

1. A high-bandwidth control method for the propulsion system of a short takeoff and vertical landing (STOVL) aircraft during the hovering and vertical landing phases, characterized in that... Includes the following steps: Step 1: Based on the control requirements of the stub vertical and vertices propulsion system, adjust the thrust of the lift fan at the front end of the stub vertical and vertices propulsion system. and main engine nozzle thrust Through thrust and thrust ratio The decoupling is achieved by using a method that tracks the control quantity of the control system. The decoupling method is as follows: = + = / Step 2: Based on the redundant actuators of the short vertical propulsion system, select different control channels corresponding to different actuators, and control them via fuel. Controlling thrust and Through the throat area of ​​the tailpipe Controlling thrust ratio Adjust the angle of the lift fan inlet guide vanes during the above process. Ensure low pressure shaft speed The rotor dynamics remain unchanged, thus preventing them from participating in the control process, thereby enabling the short vertical propulsion system to respond without the involvement of the rotor's slow dynamics. Step 3: Based on the operating mechanism of the geometrically adjustable mechanism, in the propulsion system, the lift fan connected to the low-pressure rotor undertakes part of the low-pressure turbine's power consumption. This is achieved by adjusting the throat area of ​​the exhaust nozzle. To prevent the fan components on the low-pressure shaft from rotating at higher speeds after a change in the low-pressure turbine power, the angle of the lift fan inlet guide vanes can be adjusted. Excess power from the low-pressure turbine can be redistributed to the lift fan, allowing it to handle more power output and ensuring the low-pressure rotor speed. The formula remains unchanged and is as follows: In the formula, It is the power generated by the low-pressure turbine. That is the power required by the fan. That is the power required by the lift fan. It increases the throat area of ​​the tailpipe. Increased low-pressure turbine output power, By adjusting Increased lift fan load due to increased angle; Step 4: By adjusting The size allows the load to be borne by... The change in low-pressure turbine power brought about by the change achieves the effect of constant speed. Adjust and select different thrust ratio commands. And thrust and command By adjusting Fixed low-pressure shaft speed This allows us to obtain the following input-output correspondence for the short vertical propulsion system: In the formula, fuel oil Used for fixed thrust and Therefore, thrust and command are Similarly, the angle of the inlet guide vanes of the lift fan Used to fix the low-pressure shaft speed Therefore, the low-pressure shaft speed is constant. Ultimately, this is achieved by adjusting the throat area of ​​the tailpipe. Tracking thrust ratio command , It is the nonlinear equation of the short vertical propulsion system, and the output of the model can be obtained under certain input conditions through this equation; Step 5: By changing different thrusts and constants It is possible to obtain different thrusts and at a fixed rotational speed. thrust ratio Based on the correspondence, a feedforward controller is designed, which allocates control quantities according to the required thrust and the command and thrust-to-command ratio. ； In the formula, Represents current thrust and command. With thrust ratio command The corresponding feedforward control quantity [ ; ]; Step 6: Linearize the correspondence between the above inputs and outputs using the small perturbation method, with the state variable being the low-pressure shaft speed. and high-pressure shaft speed The control quantity is [ ; The output quantity is [ The structure is as follows: In the formula, , , and These are the coefficients of the continuous state-space equations; Step 7: After linearizing the propulsion system model for thrust and thrust ratio commands across all ranges, we can obtain the state-space equations for scheduling based on thrust and thrust ratio, as shown below: Select the corresponding state-space equation coefficients based on the specific thrust and thrust ratio command; Step 8: After determining the state variable model, discretize the state-space equations. After discretization, extend the control variables of the discretized continuous state-space equations into the state variables to obtain... In the formula, , , and Let be the coefficients of the discrete state-space equations. After formal transformation, for ease of writing, the incremental state-space equations can be transformed into: Step 9: Construct the objective function using the two equations from the state-space equation set obtained in Step 8; Step 9 further includes: for the previous incremental state-space equation, without adding a scheduling form, when in... At time t, the predicted time domain can be obtained as Control time domain is The series of equations, and The result is in the following form: By integrating the above information, we obtain: The formula satisfies: Step 10: The objective function of the model predictive control can be designed using the matrix obtained in Step 9. Since this process is incremental, the output for control is always the incremental speed of the low-pressure shaft. High-pressure shaft speed increment Total thrust increment Thrust Ratio Increment During feedforward control, the low-pressure shaft speed Its reference command increment should be 0, while thrust and increment... Compared with thrust ratio increment The reference command is the target thrust and thrust ratio Subtract current thrust and thrust ratio Its optimized performance indicators can be expressed in the following form: In the formula, , In the formula, and Given the corresponding coefficient matrix, the final objective function takes the following compact form: Step 11: Using the matrix obtained in Step 9, the constraint equations for model predictive control can be designed, which need to satisfy: In the formula, For the control quantity of the discretized state variable model, and These are the control quantities [ ;IGV The minimum and maximum values ​​of ] can be obtained, therefore: use Similarly, we can obtain: Combining the above equations, we get: There are also control increment constraints, namely: And there is an output increment constraint, namely: In the formula, and These are the output quantities [ The minimum and maximum values ​​of ] This is the output of the short vertical propulsion system at the current steady-state point, because the entire state-space equation is an incremental state-space equation. The steady-state output needs to be added. This is the actual output of the short vertical propulsion system, which, in summary, can be converted into the following form: Step 12: Obtain the altitude channel fuel control increment by calculating the objective function from Step 10 and the constraint equations from Step 11. Incremental control of attitude channel geometrically adjustable mechanism ; Compared with the feedforward control increment in step 5 [ ; After accumulating the dynamic data from the actuator, the final control quantity of the component-level nonlinear model is obtained. It enables high-precision, high-bandwidth, and rapid decoupled tracking of the control target.

2. The high-bandwidth control method for the propulsion system during the hovering and vertical landing phases of a short takeoff and vertical landing aircraft according to claim 1, characterized in that... The feedforward controller in step 5 performs control trajectory planning, characterized in that: the input quantities of the feedforward controller include the current thrust and the command. With thrust ratio command Output includes fuel control quantity Initial tailpipe throat area control amount and the initial lift fan inlet guide vane angle When the short vertical propulsion system control system is performing hovering mode control or vertical landing control, the feedforward controller uses the current thrust and command. With thrust ratio command Set the current control quantity and The trajectory represents the steady-state operating conditions of different control quantities under different commands. Each steady-state operating condition has been combined by adjusting the geometrically adjustable mechanism. and This achieved a constant shaft speed under low pressure, and was achieved by adjusting... To ensure a constant total thrust, the bandwidth of the short vertical and vertical propulsion system's closed-loop control system is increased using a feedforward controller, thereby enabling a multi-source rapid thrust response for the short vertical and vertical propulsion system.

3. The high-bandwidth control method for the propulsion system during the hovering and vertical landing phases of a short takeoff and vertical landing aircraft according to claim 1, characterized in that... The feedback controller design in steps 8 to 11 is characterized by: using fuel increment Δ Thrust and variation are controlled incrementally via a geometrically adjustable mechanism. Controlling thrust ratio variation Transient control quantity is achieved through fuel increment Δ and geometrically adjustable mechanism increment Control quantity obtained from the feedforward controller and Adding them together achieves the thrust and command of the dynamic process. With thrust ratio command The dynamic tracking, while moving along the geometrically adjustable mechanism with constant rotational speed, ensures that the low-pressure shaft speed remains constant, thereby reducing the dynamic error of the multi-source rapid thrust response process of the short vertical propulsion system.

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