Robust parameterization control method for active load shedding loop of vehicle

Abstract

The invention discloses a robust parameterization control method for an active load shedding loop of a vehicle. The robust parameterization control method comprises the steps that the flight height, the pitch angle, the expected pitch angle instruction, the pitch angle rate and the apparent acceleration of the vehicle at the current moment are obtained; judging whether the vehicle is in a deloading flight stage at the current moment, and if not, implementing attitude control according to an original control law; if yes, determining a typical sequence value at the current moment; calculating to obtain an angular deviation gain coefficient, an angular rate gain coefficient and an overload gain coefficient at the current moment; and calculating to obtain a vehicle engine swing angle instruction at the current moment, and carrying out load shedding control. According to the method, for a load shedding loop constructed according to a practical apparent acceleration information measurement equation, complete design of degree-of-freedom parameterization representation is achieved, through double-layer comprehensive iterative optimization, the designable capacity of the loop is utilized to the maximum degree, efficient solving of control gain is achieved, and the reliability of the system is improved. And comprehensive realization of multiple control targets such as system stability, interference suppression and the like is considered while the loop load shedding requirement is met.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft dynamics and control, and particularly relates to a robust parametric control method for an active load reduction loop of a carrier vehicle. Background Art

[0002] Aerodynamic load is a common challenge in the flight process of carrier vehicles. Especially for future flight-based transportation missions, load reduction design is a major issue in the control system design of flight-based carrier vehicles. Active load reduction control is to introduce angle of attack information or overload information in the design of the carrier vehicle body attitude control, and reduce the aerodynamic load of the carrier vehicle and the influence of wind on the carrier vehicle by means of real-time compensation, so as to ensure its safe and reliable flight under the influence of wind disturbance. Compared with traditional wind correction methods, active load reduction control reduces the demand for meteorological measurement data, has strong control real-time performance, especially has strong suppression ability for abnormal wind disturbance, has obvious technical advantages, and is more suitable as a general technology for different types of carrier vehicles in flight-based transportation scenarios.

[0003] Regarding the design problem of active load reduction control, in the early stage of research, an angle of attack sensor was mainly used to implement angle of attack suppression through feedback by directly measuring the combined angle of attack during the flight of the rocket, so as to achieve the load reduction effect. However, there are application problems in the accuracy and use of the angle of attack sensor, and it is difficult to apply. To improve the technical usability, the overload information measured by an accelerometer is further used to indirectly introduce the angle of attack information to achieve the load reduction purpose, and good application results have been obtained. However, this method can currently meet the load reduction requirements, but it is difficult to fully consider other control objectives. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a robust parametric control method for an active load reduction loop of a carrier vehicle. For the load reduction loop constructed based on the practical visual acceleration information measurement equation, a complete design freedom parameterization representation is realized, and through double-layer comprehensive iterative optimization, the design ability of the loop is maximally utilized to efficiently solve the control gain, which not only meets the load reduction requirements of the loop, but also comprehensively realizes multiple control objectives such as system stability and disturbance suppression.

[0005] To solve the above technical problem, the present invention discloses a robust parametric control method for an active load reduction loop of a carrier vehicle, including:

[0006] Step 1, obtain the flight altitude H(t m ) of the carrier vehicle, the pitch angle m of the carrier vehicle, the desired pitch angle command , the pitch rate , and the visual acceleration at the current moment t, where m = 0, 1, 2,...;

[0007] Step 2: According to H(t m ), determine the current time t m Whether the carrier is in the deload flight phase; if the current time t m If the carrier is in the deload flight phase, go to step 3; otherwise, go to step 6;

[0008] Step 3: Determine the current time t m The corresponding typical sequence value k * ;

[0009] Step 4: According to the determined k * , calculate the current time t m Angular deviation gain factor Angular rate gain coefficient a ω (t m ) and overload gain factor a W (t m );

[0010] Step 5, according to a ω (t m ) and a W (t m ), calculate the current time t m Vehicle engine swing angle command based on Perform load reduction control and return to step 2;

[0011] Step 6: Do not update the calculation of the carrier engine swing angle command, implement attitude control according to the original control law, and return to step 2.

[0012] In the above-mentioned robust parameterized control method for the active load reduction loop of the vehicle, if H(1)≤H(t m )≤H(n), then determine the current time t m The carrier is in the deloaded flight phase; if H(1)≤H(t m )≤H(n), then determine the current time t m The carrier is not in the deload flight phase; wherein H(1) and H(n) represent the first and nth sequence elements in the typical flight altitude sequence {H(k)}, respectively; k = 1, 2, ..., n, and n represents the sequence length.

[0013] In the above-mentioned robust parameterized control method for the active load reduction loop of the vehicle, if k * Satisfy H(k * )≤H(t m )≤H(k * +1), then determine k * is the current time tm The corresponding typical sequence value; where H(k * ) and H(k * +1) respectively represent the k * -th and the (k * +1)-th sequence elements in the typical flight altitude sequence {H(k)}.

[0014] In the above robust parameterization control method for the active load reduction loop of the vehicle, a ω (t m ) and a W (t m ) are calculated as follows:

[0015]

[0016] Where, respectively represent the k -th and the (k * +1)-th sequence elements in the angular deviation gain coefficient sequence * +1), a ω (k * ) and a ω (k * +1) respectively represent the k ω -th and the (k * +1)-th sequence elements in the angular rate gain coefficient sequence {a * (k)}, a W (k * ) and a W (k * +1) respectively represent the k W -th and the (k * +1)-th sequence elements in the inner-layer overload gain coefficient sequence {a * +1).

[0017] In the above robust parameterization control method for the active load reduction loop of the vehicle, is calculated as follows:

[0018]

[0019] In the above robust parameterization control method for the active load reduction loop of the vehicle, it also includes: calculating the inner-layer overload gain coefficient sequence {a W (k)}, the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)}.

[0020] In the above robust parameterization control method for the active load reduction loop of the vehicle, the inner-layer overload gain coefficient sequence {aW (k)}:

[0021] Obtain the load - reduction design vehicle system parameters, including: the characteristic cross - sectional area S of the rocket body M , the engine thrust P, the rocket body length l K , the distance X from the engine swing point to the rocket body tip R and the distance X from the accelerometer installation position to the rocket body tip a ;

[0022] Select a typical flight altitude sequence {H(k)}, and determine the typical mission parameter sequence corresponding to {H(k)} for the vehicle's load - reduction flight segment, including: the lift coefficient sequence the control force coefficient sequence {C δ (k)}, the dynamic pressure change sequence {q(k)}, the change sequence {X Z (k)} of the distance from the vehicle's center of mass to the rocket body tip, the mass change sequence {M(k)}, the longitudinal axis moment of inertia sequence {J Z (k)}, the flight speed sequence {v(k)}, the change sequence {X d (k)} of the distance from the aerodynamic center of pressure to the rocket body tip, and the pitch moment coefficient sequence

[0023] Based on S M , P, l K , X R , X a , {C δ (k)}, {q(k)}, {X Z (k)}, {M(k)}, {J Z (k)}, {v(k)}, {X d (k)} and calculate the key parameter sequence of the vehicle's load - reduction loop; among them, the key parameter sequence of the vehicle's load - reduction loop includes: the damping coefficient sequence {b1(k)}, the aerodynamic damping coefficient sequence {b2(k)}, the control coefficient sequence {b3(k)}, the aerodynamic normal overload coefficient sequence {g α (k)}, the control force normal overload coefficient sequence {g δ (k)}, and the accelerometer installation entrainment overload coefficient sequence {l a (k)};

[0024] According to the key parameter sequence of the vehicle's load - reduction loop, solve the following inner - layer overload gain optimization problem successively by sequence to obtain the inner - layer overload gain coefficient sequence {a W (k)}:

[0025]

[0026] Among them, b1(k), b2(k), b3(k), g α (k), g δ (k), l a (k) and a W (k) represent the k-th sequence elements in the sequences {b1(k)}, {b2(k)}, {b3(k)}, {g α (k)}, {g δ (k)}, {l a (k)} and {a W (k)} respectively; η represents the inner-layer optimization weight coefficient.

[0027] In the above-mentioned robust parameterized control method for the active load reduction loop of the carrier, {b1(k)}, {b2(k)}, {b3(k)}, {g α (k)}, {g δ (k)} and {l a (k)} are calculated as follows:

[0028]

[0029]

[0030] l a (k) = X Z (k) - X a

[0031] Among them, C δ (k), q(k), X Z (k), M(k), J Z (k), v(k), X d (k) and respectively represent the k-th sequence elements in the sequences {C δ (k)}, {q(k)}, {X Z (k)}, {M(k)}, {J Z (k)}, {v(k)}, {X d (k)} and respectively.

[0032] In the above-mentioned robust parameterized control method for the active load reduction loop of the carrier, the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)} are calculated through the following method:

[0033] According to the inner-layer overload gain coefficient sequence {a W(k)} and the key parameter sequences of the vehicle load reduction loop, and successively calculate the zero-order coefficient matrix sequence {N0(k)}, the first-order coefficient matrix sequence {N1(k)}, the zero-order coefficient matrix sequence {D0(k)} of the adjoint polynomial of the load reduction loop, and the first-order coefficient matrix sequence {D1(k)} of the adjoint polynomial of the load reduction loop:

[0034]

[0035] Among them, N0(k), N1(k), D0(k), and D1(k) respectively represent the k-th sequence element in the sequences {N0(k)}, {N1(k)}, {D0(k)}, and {D1(k)};

[0036] According to {N0(k)}, {N1(k)}, {D0(k)}, and {D1(k)}, calculate the load reduction loop characteristic matrix sequence {V(k)} and the load reduction loop adjoint matrix sequence {W(k)}:

[0037] V(k) = N0(k)Z(k) + N1(k)Z(k)F(k)

[0038] W(k) = D0(k)Z + D1(k)Z(k)F(k) + Z(k)(F(k)) 2

[0039] Among them, V(k) and W(k) respectively represent the k-th sequence element in the sequences {V(k)} and {W(k)}; Z(k) and F(k) respectively represent the k-th sequence element in the load reduction loop parameterization matrix sequence {Z(k)} and the load reduction loop characteristic parameterization matrix sequence {F(k)}; Z(k) = [z a (k)z b (k)], z a (k) and z b (k) respectively represent the first element and the second element of Z(k); s a (k) and s b (k) are any two different real numbers, and s a (k) < 0;

[0040] Based on {V(k)} and {W(k)}, solve the following outer layer feedback gain coefficient optimization problem to obtain the optimal load reduction loop characteristic matrix sequence {V * (k)} and the optimal load reduction loop adjoint matrix sequence {W * (k)}:

[0041]

[0042] Among them, σ represents the outer layer optimization weight coefficient; A1(k), A2(k), B(k) and respectively represent the first intermediate matrix, the second intermediate matrix, the third intermediate matrix and the fourth intermediate matrix; e1 and e2 respectively represent the first unit vector and the second unit vector.

[0043] According to {V * (k)} and {W * (k)}, the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)} are obtained:

[0044]

[0045] Among them, a ω (k), V * (k) and W * (k) respectively represent the k-th sequence element in the sequences {a ω (k)}, {V * (k)} and {W * (k)}.

[0046] In the above-mentioned robust parameterized control method for the active load reduction loop of the vehicle, the expressions of A1(k), A2(k), B(k) and are as follows:

[0047]

[0048]

[0049] The present invention has the following advantages:

[0050] (1) The present invention discloses a robust parameterized control method for the active load reduction loop of a vehicle, which adopts a double-layer comprehensive iterative optimization design. The inner layer focuses on high-priority optimization with control requirements such as interference suppression, active load reduction, and loop stability as the key points, and the outer layer focuses on secondary optimization with design requirements such as low sensitivity of closed-loop poles and low control cost as the key points. Through the double-layer comprehensive iterative optimization design, the overall design efficiency is effectively improved, and the comprehensive realizability of multiple control objectives of the system is satisfied.

[0051] (2) The present invention discloses a robust parametric control method for the active load reduction loop of a vehicle. For the active load reduction loop constructed based on the practical visual acceleration information measurement equation, based on the idea of closed-loop system eigenstructure assignment, and using the complete parametric solution method of the Sylvester equation, the parametric characterization of the complete design freedom of the active load reduction loop is realized, significantly enhancing the design space of the load reduction loop and ensuring the feasibility of multi-objective design.

[0052] (3) The present invention discloses a robust parametric control method for the active load reduction loop of a vehicle. According to the source of system uncertainty, for the closed-loop matrix form of the load reduction loop, using the eigenstructure of the parametrically characterized closed-loop system, the functional analytical characterization of the closed-loop pole sensitivity with respect to the design freedom of the load reduction loop is realized, which is beneficial to improving the efficiency of comprehensive multi-objective iterative optimization design and the solvability of the optimization problem. Brief Description of the Drawings

[0053] Figure 1 is a flowchart of a robust parametric control method for the active load reduction loop of a vehicle in an embodiment of the present invention. Detailed Embodiments

[0054] To make the objectives, technical solutions, and advantages of the present invention clearer, the following will further describe in detail the disclosed embodiments of the present invention with reference to the accompanying drawings.

[0055] Refer to Figure 1 , in this embodiment, the robust parametric control method for the active load reduction loop of the vehicle includes:

[0056] Step 1, obtain the flight altitude H(t m ) of the vehicle, the pitch angle m of the vehicle, the desired pitch angle command , the pitch rate , and the visual acceleration at the current moment t, where m = 0, 1, 2,....

[0057] Step 2, according to H(t m ), determine whether the vehicle is in the load reduction flight stage at the current moment t m .

[0058] In this embodiment, if H(1) ≤ H(t m ) ≤ H(n) is satisfied, it is determined that the vehicle is in the load reduction flight stage at the current moment t m , and step 3 is entered; if H(1) ≤ H(t m ) ≤ H(n) is not satisfied, it is determined that the vehicle is at the current moment t mThe vehicle is not in the load - reduction flight phase, and proceed to Step 6. Here, H(1) and H(n) represent the first and the nth sequence elements in the typical flight altitude sequence {H(k)} respectively; k = 1, 2,..., n, and n represents the sequence length.

[0059] Step 3, determine the current time t m The corresponding typical sequence value k * .

[0060] In this embodiment, if k * satisfies H(k * ) ≤ H(t m ) ≤ H(k * + 1), then determine k * as the typical sequence value corresponding to the current time t m ; where H(k * ) and H(k * + 1) represent the kth * and the (k * + 1)th sequence elements in the typical flight altitude sequence {H(k)} respectively.

[0061] Step 4, according to the determined k * , calculate the angular deviation gain coefficient m , the angular rate gain coefficient a a(t ω ) and the overload gain coefficient a m a(t W ) at the current time t m .

[0062] In this embodiment, a ω a(t m ) and a W a(t m ) are calculated as follows:

[0063]

[0064] Among them, and represent the kth and the (k * + 1)th sequence elements in the angular deviation gain coefficient sequence * respectively, a ω a(k * ) and a ω a(k * + 1) represent the kth ω and the (k * + 1)th sequence elements in the angular rate gain coefficient sequence {a * a(k)}, W (k * ) and a W (k * + 1) respectively represent the k W -th and the (k * + 1)-th sequence elements in the inner-layer overload gain coefficient sequence {a * (k)}.

[0065] Furthermore, the robust parametric control method for the active load reduction loop of the vehicle further includes: calculating the inner-layer overload gain coefficient sequence {a W (k)}, the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)}.

[0066] Preferably, the inner-layer overload gain coefficient sequence {a W (k)} can be calculated in the following manner:

[0067] Obtain the system parameters of the load reduction design vehicle, including: the characteristic cross-sectional area S M of the rocket body, the engine thrust P, the length l K of the rocket body, the distance X R from the engine swing point to the tip of the rocket body, and the distance X a from the accelerometer installation position to the tip of the rocket body.

[0068] Select a typical flight altitude sequence {H(k)}, and determine the typical mission parameter sequence corresponding to {H(k)} for the vehicle's load reduction flight segment, including: the lift coefficient sequence the control force coefficient sequence {C δ (k)}, the dynamic pressure change sequence {q(k)}, the change sequence {X Z (k)} of the distance from the vehicle's center of mass to the tip of the rocket body, the mass change sequence {M(k)}, the longitudinal axis moment of inertia sequence {J Z (k)}, the flight speed sequence {v(k)}, the change sequence {X d (k)} of the distance from the aerodynamic center of pressure to the tip of the rocket body, and the pitch moment coefficient sequence

[0069] Based on S M , P, l K , X R , X a , {C δ (k)}, {q(k)}, {X Z (k)}, {M(k)}, {J Z (k)}, {v(k)}, {X d (k)} and The key parameter sequences of the vehicle load reduction loop are calculated, including: the damping coefficient sequence {b1(k)}, the aerodynamic damping coefficient sequence {b2(k)}, the control coefficient sequence {b3(k)}, the aerodynamic normal overload coefficient sequence {g α (k)}, the control force normal overload coefficient sequence {g δ (k)}, and the accelerometer installation entrainment overload coefficient sequence {l a (k)}:

[0070]

[0071]

[0072] g δ (k) = v(k)C δ (k)

[0073] l a (k) = X Z (k) - X a

[0074] Where C δ (k), q(k), X Z (k), M(k), J Z (k), v(k), X d (k) and respectively represent the k-th sequence element in the sequences {C δ (k)}, {q(k)}, {X Z (k)}, {M(k)}, {J Z (k)}, {v(k)}, {X d (k)} and in

[0075] According to the key parameter sequences of the vehicle load reduction loop, the following inner-layer overload gain optimization problem is solved successively by sequence to obtain the inner-layer overload gain coefficient sequence {a W (k)}:

[0076]

[0077] Where, b1(k), b2(k), b3(k), g α (k), g δ (k), l a (k) and a W (k) respectively represent the sequences {b1(k)}, {b2(k)}, {b3(k)}, {g α (k)}, {g δ (k)}, {l a(k)} and {a W The k-th sequence element in {a(k)}; η represents the inner-layer optimization weight coefficient, and any value within [0, 1] can be assigned to it.

[0078] Preferably, the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)} can be calculated in the following way:

[0079] According to the inner-layer overload gain coefficient sequence {a W (k)} and the key parameters sequence of the vehicle load reduction loop, successively calculate the zero-order coefficient matrix sequence {N0(k)}, the first-order coefficient matrix sequence {N1(k)}, the zero-order coefficient matrix sequence {D0(k)} of the adjoint polynomial of the load reduction loop, and the first-order coefficient matrix sequence {D1(k)} of the adjoint polynomial of the load reduction loop:

[0080]

[0081]

[0082] Among them, N0(k), N1(k), D0(k), and D1(k) respectively represent the k-th sequence elements in the sequences {N0(k)}, {N1(k)}, {D0(k)}, and {D1(k)}.

[0083] According to {N0(k)}, {N1(k)}, {D0(k)}, and {D1(k)}, calculate the load reduction loop characteristic matrix sequence {V(k)} and the load reduction loop adjoint matrix sequence {W(k)}:

[0084] V(k) = N0(k)Z(k) + N1(k)Z(k)F(k)

[0085] W(k) = D0(k)Z + D1(k)Z(k)F(k) + Z(k)(F(k)) 2

[0086] Among them, V(k) and W(k) respectively represent the k-th sequence elements in the sequences {V(k)} and {W(k)}; Z(k) and F(k) respectively represent the k-th sequence elements in the load reduction loop parameterization matrix sequence {Z(k)} and the load reduction loop characteristic parameterization matrix sequence {F(k)}; Z(k) = [z a (k)z b (k)], z a (k) and z b (k) respectively represent the first element and the second element of Z(k). For the elements z a (k) and z b(k), if it is set for the first time, any value can be assigned to it; otherwise, the value obtained from the previous step of optimization and solution is adopted. s a (k) and s b (k) are any two different real numbers, and s a (k) < 0.

[0087] Based on {V(k)} and {W(k)}, solve the following outer-layer feedback gain coefficient optimization problem to obtain the optimal load reduction loop characteristic matrix sequence {V * (k)} and the optimal load reduction loop adjoint matrix sequence {W * (k)}:

[0088]

[0089] Among them, σ represents the outer-layer optimization weight coefficient, and any value can be assigned to it within [0, 1].

[0090] A1(k), A2(k), B(k) and respectively represent the first intermediate matrix, the second intermediate matrix, the third intermediate matrix and the fourth intermediate matrix, and the specific expressions are as follows:

[0091]

[0092] e1 and e2 respectively represent the first unit vector and the second unit vector, and the specific expressions are as follows:

[0093]

[0094] According to {V * (k)} and {W * (k)}, obtain the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)}:

[0095]

[0096] Among them, a ω (k), V * (k) and W * (k) respectively represent the k-th sequence elements in the sequences {a ω (k)}, {V * (k)} and {W * (k)}.

[0097] Step 5, according to a ω (t m ) and a W(t m ), the current moment t is calculated m Carrier engine swing angle command Based on Perform load reduction control and return to step 2.

[0098] In this embodiment The calculation formula is as follows:

[0099]

[0100] Step 6, do not update and calculate the carrier engine swing angle command, implement attitude control according to the original control law, and return to step 2.

[0101] In summary, the present invention discloses a robust parameterized control method for the active load reduction loop of a carrier. First, obtain the carrier system parameters, the typical mission parameter sequence of the load reduction flight segment, and the key parameter sequence of the load reduction loop. Then, through the inner-layer overload gain optimization, obtain the inner-layer overload gain coefficient sequence. Then, calculate the zero-order and first-order coefficient matrix sequences of the load reduction loop characteristic polynomial, and the zero-order and first-order coefficient sequences of the adjoint polynomial. Then, set the load reduction loop parameterized matrix sequence and the characteristic parameterized matrix sequence. Then, calculate the load reduction loop characteristic matrix sequence and the load reduction loop adjoint matrix sequence. Then, through the outer-layer feedback gain coefficient optimization, obtain the angle deviation gain coefficient sequence and the angular rate gain coefficient sequence. Then, obtain the carrier flight altitude, pitch angle, angular rate, apparent acceleration, and desired pitch angle command at the current moment. Then, judge whether it is currently in the load reduction flight stage. If not, the algorithm of the carrier engine swing angle command is not adjusted, and attitude control is implemented according to the original control law; if so, obtain the corresponding typical sequence value at the current moment, then calculate the angle deviation gain coefficient, angular rate gain coefficient, and overload gain coefficient at the current moment, then calculate the carrier engine swing angle command, and implement load reduction control. The present invention constructs a load reduction loop for the practical apparent acceleration information measurement equation, realizes the parameterized characterization of the complete design freedom, and through the double-layer comprehensive iterative optimization, makes the most of the loop design ability, realizes the efficient solution of the control gain, not only meets the loop load reduction requirements, but also takes into account the comprehensive realization of multiple control objectives such as system stability and interference suppression.

[0102] Although the present invention has been disclosed above with preferred embodiments, it is not used to limit the present invention. Any person skilled in the art can make possible changes and modifications to the technical solutions of the present invention without departing from the spirit and scope of the present invention. Therefore, any simple modifications, equivalent changes, and decorations made to the above embodiments based on the technical essence of the present invention without departing from the technical solutions of the present invention all belong to the protection scope of the technical solutions of the present invention.

[0103] The content not described in detail in the specification of the present invention belongs to the well-known technology of those skilled in the art.

Claims

1. A robust parametric control method for the active load reduction loop of a vehicle, characterized in that, Including: Step 1, obtain the current time t m The flight altitude H(t m ) of the carrier, the pitch angle of the carrier Desired pitch angle command Pitch rate And visual acceleration where m = 0, 1, 2,...; Step 2, according to H(t m ), determine whether the vehicle is in the stage of load reduction flight at the current moment t m ; where, if it is determined that the vehicle is in the stage of load reduction flight at the current moment t m , then go to Step 3; otherwise, go to Step 6; Step 3, determine the current time t m The corresponding typical sequence value k * ; Step 4, according to the determined k * , calculate the angular deviation gain coefficient m of the current moment t angular rate gain coefficient a ω (t m ) and overload gain coefficient a W (t m ); Step 5, according to and a W (t m ), calculate the swing angle command of the carrier engine at the current moment t m Based on Perform load reduction control and return to step 2;​ Step 6: Do not update and calculate the gimbal angle command of the vehicle engine, implement attitude control according to the original control law, and return to Step 2.

2. The robust parametric control method for the active load reduction loop of a vehicle according to claim 1, characterized in that If H(1) ≤ H(t m ) ≤ H(n) is satisfied, then it is determined that the current time t m the vehicle is in the flight phase of load reduction; if H(1) ≤ H(t m ) ≤ H(n) is not satisfied, then it is determined that the current time t m the vehicle is not in the flight phase of load reduction; where H(1) and H(n) respectively represent the 1st and nth sequence elements in the typical flight altitude sequence {H(k)}; k = 1, 2,..., n, and n represents the sequence length.

3. The robust parametric control method for the active load reduction loop of a vehicle according to claim 2, wherein If k * satisfies H(k * ) ≤ H(t m ) ≤ H(k * + 1), then determine k * as the typical sequence value corresponding to the current time t m ; where H(k * ) and H(k * + 1) respectively represent the k * -th and the (k * + 1)-th sequence elements in the typical flight altitude sequence {H(k)}.

4. The robust parameterized control method for the active load reduction loop of a vehicle according to claim 3, characterized in that a ω (t m ) and a W (t m ) are calculated as follows: Among them, respectively represent the k -th and (k * + 1)-th sequence elements in the angular deviation gain coefficient sequence * , a ω (k * ) and a ω (k * + 1) respectively represent the k ω -th and (k * + 1)-th sequence elements in the angular rate gain coefficient sequence {a * (k)}, and a W (k * ) and a W (k * + 1) respectively represent the k W -th and (k * + 1)-th sequence elements in the inner layer overload gain coefficient sequence {a * (k)}.

5. The robust parametric control method for the active load reduction loop of a vehicle according to claim 4, characterized in that The calculation formula is as follows:

6. The robust parametric control method for the active load reduction loop of a vehicle according to claim 5, characterized in that Also including: The calculated inner-layer overload gain coefficient sequence {a W (k)}, angular deviation gain coefficient sequence and angular rate gain coefficient sequence {a ω (k)}.

7. The robust parametric control method for the active load reduction loop of a vehicle according to claim 6, characterized in that The inner-layer overload gain coefficient sequence {a W (k)} is calculated as follows: Obtain the parameters of the load-reducing design vehicle system, including: the characteristic cross-sectional area S of the rocket body M , the thrust P of the engine, the length l of the rocket body K , the distance X from the engine swing point to the tip of the rocket body R and the distance X from the accelerometer installation position to the tip of the rocket body a ; Select a typical flight altitude sequence {H(k)}, and determine the typical mission parameter sequence of the vehicle load reduction flight segment corresponding to {H(k)}, including: the lift coefficient sequence The control force coefficient sequence {C δ (k)}, the dynamic pressure change sequence {q(k)}, the change sequence of the distance from the vehicle center of mass to the tip of the rocket body {X Z (k)}, the mass change sequence {M(k)}, the longitudinal axis moment of inertia sequence {J Z (k)}, the flight speed sequence {v(k)}, the change sequence of the distance from the aerodynamic center of pressure to the tip of the rocket body {X d (k)}, and the pitch moment coefficient sequence Based on S M 、P, l K 、X R 、X a 、 {C δ (k)}, {q(k)}, {X Z (k)}, {M(k)}, {J Z (k)}, {v(k)}, {X d (k)} and calculate the key parameter sequence of the vehicle load reduction loop; among them, the key parameter sequence of the vehicle load reduction loop includes: damping coefficient sequence {b1(k)}, aerodynamic damping coefficient sequence {b2(k)}, control coefficient sequence {b3(k)}, aerodynamic normal overload coefficient sequence {g α (k)}, control force normal overload coefficient sequence {g δ (k)} and accelerometer installation entrainment overload coefficient sequence {l a (k)}; According to the key parameter sequence of the vehicle load reduction loop, the following inner-layer overload gain optimization problem is solved successively according to the sequence to obtain the inner-layer overload gain coefficient sequence {a W (k)}: where b1(k), b2(k), b3(k), g α (k), g δ (k), l a (k) and a W (k) represent the k-th sequence elements in the sequences {b1(k)}, {b2(k)}, {b3(k)}, {g α (k)}, {g δ (k)}, {l a (k)} and {a W (k)} respectively; η represents the inner-layer optimization weight coefficient.

8. The robust parametric control method for the active load alleviation loop of a vehicle according to claim 7, characterized in that, {b1(k)}, {b2(k)}, {b3(k)}, {g α (k)}, {g δ (k)} and {l a (k)} are calculated as follows: g δ (k) = v(k)C δ (k) l a (k) = X Z (k) - X a Among them, C δ (k), q(k), X Z (k), M(k), J Z (k), v(k), X d (k) and respectively represent the {C δ (k)}, {q(k)}, {X Z (k)}, {M(k)}, {J Z (k)}, {v(k)}, {X d (k)} and k-th sequence element in 9. The robust parametric control method for the active load reduction loop of a vehicle, as claimed in claim 8, wherein The angular deviation gain coefficient sequence is calculated as follows and the angular rate gain coefficient sequence {a ω (k)}: According to the inner-layer overload gain coefficient sequence {a W (k)} and the key parameter sequence of the carrier load reduction loop, the zero-order coefficient matrix sequence {N0(k)}, the first-order coefficient matrix sequence {N1(k)}, the zero-order coefficient matrix sequence {D0(k)} of the adjoint polynomial of the load reduction loop, and the first-order coefficient matrix sequence {D1(k)} of the adjoint polynomial of the load reduction loop are successively calculated as follows: Where N0(k), N1(k), D0(k), and D1(k) respectively represent the k-th sequence element in the sequences {N0(k)}, {N1(k)}, {D0(k)}, and {D1(k)}; According to {N0(k)}, {N1(k)}, {D0(k)}, and {D1(k)}, calculate the load reduction loop characteristic matrix sequence {V(k)} and the load reduction loop adjoint matrix sequence {W(k)}: V(k) = N0(k)Z(k) + N1(k)Z(k)F(k) W(k) = D0(k)Z + D1(k)Z(k)F(k) + Z(k)(F(k)) 2 where, V(k) and W(k) respectively represent the k-th sequence element in the sequences {V(k)} and {W(k)}; Z(k) and F(k) respectively represent the k-th sequence element in the load shedding loop parameterization matrix sequence {Z(k)} and the load shedding loop characteristic parameterization matrix sequence {F(k)}; Z(k) = [z a (k) z b (k)], z a (k) and z b (k) respectively represent the first element and the second element of Z(k); s a (k) and s b (k) are any two different real numbers, and s a (k) < 0; Based on {V(k)} and {W(k)}, solve the following outer-layer feedback gain coefficient optimization problem to obtain the optimal load shedding loop eigenmatrix sequence {V * (k)} and the optimal load shedding loop adjoint matrix sequence {W * (k)}: Among them, σ represents the outer optimization weight coefficient; A1(k), A2(k), B(k), and V(k) respectively represent the first intermediate matrix, the second intermediate matrix, the third intermediate matrix, and the fourth intermediate matrix; e1 and e2 respectively represent the first unit vector and the second unit vector. According to and obtain the angular deviation gain coefficient sequence and the angular rate gain coefficient sequence {a ω (k)}: Among them, a ω (k), V * (k), and W * (k) respectively represent the {a ω (k)}, {V * (k)}, and {W * (k)} of the k-th sequence element.

10. The robust parametric control method for the active load reduction loop of a vehicle according to claim 9, characterized in that, A1(k), A2(k), B(k) and are expressed as follows:

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