Disturbance divergence suppression method for flight speed control of aviation piston supercharged engine

Abstract

The invention provides a disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine. The disturbance divergence suppression method comprises the following steps: step 1, designing a speed and throttle control law; 2, designing a rotating speed time sequence tracking differential; 3, designing a throttle differential dead zone device; 4, designing a time sequence to track a differentiator control quantity; 5, combining a time sequence tracking differentiator control quantity with a control law; step 6, automatically controlling the rotating speed without disturbance; step 7, speed divergence suppression under rotation speed jump disturbance; and step 8, speed divergence suppression under rotation speed jump drop disturbance is carried out. According to the method, the engine rotating speed serves as the main observed quantity and is matched with the air throttle variable quantity, the time sequence tracking differentiator is designed, the influences of noise and outliers are avoided, rotating speed jump is accurately captured, the feedforward negative compensation control quantity is designed according to the jump quantity, the speed-rotating speed positive feedback phenomenon is predicted and restrained in advance, and the flight safety of the aircraft can be guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation engines, and in particular to a method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine. Background Art

[0002] Flight speed is a very important aircraft motion parameter. Its size determines the motion state of the aircraft, determines important indicators such as the aircraft's flight time and ceiling, and affects the aircraft's economic indicators. At the same time, there is a coupling relationship between the maintenance and control of flight speed and the stability and control of altitude, which is a necessary prerequisite for track control. In order to reduce the requirements and dependence on flight operators, most aircraft use a flight speed control system. The throttle automatic control system is the most commonly used speed control method for cruise flight. It mainly changes the throttle size according to the speed deviation, adjusts the total amount of mixture entering the engine combustion cylinder, and then determines the engine's output power and speed to change the engine thrust to control the flight speed. The block diagram of the speed-throttle automatic control system is as follows Figure 1 As shown:

[0003] Flight speed is the automatic controller's given value, and the observed flight speed is used as feedback. Error information drives the controller to generate the throttle control variable, which in turn controls the engine speed, thereby varying the thrust to achieve closed-loop flight speed control. Vertical altitude and pitch angle control are interconnected with speed and are controlled by the corresponding autopilot, but will not be elaborated on here. The relationship is as follows:

[0004] e=V g -V;

[0005] δ T =f(e);

[0006] δ e =g(H,θ);

[0007] Among them, V g is the speed given, V is the speed, e is the speed error, δ T is the throttle setting, δ e is the elevator given, H is the height, and θ is the pitch angle.

[0008] Piston aircraft engines are the mainstream powerplant for low- and medium-altitude, long-endurance UAVs, with propellers serving as the primary propulsion system. Two-stroke aircraft piston engines, with their high power-to-weight ratio, simple structure, low cost, and easy maintenance, have established a significant position in the powertrain for small and medium-sized UAVs. However, as altitude increases, atmospheric pressure, air density, and oxygen content decrease. The output power and torque of naturally aspirated two-stroke aircraft piston engines decrease significantly, fuel consumption increases, and engine performance rapidly deteriorates, making them unable to meet the aircraft's power requirements and limiting the aircraft's practical ceiling range.

[0009] Supercharging technology is a crucial and effective means of enhancing and restoring engine power, and can be used to restore power at high altitudes for two-stroke engines. Exhaust gas turbocharging utilizes turbocharging to achieve this. By utilizing direct injection, wastegate valve control, and exhaust tuning, it harnesses the engine's own exhaust energy to increase intake pressure and increase airflow per cycle, thereby improving engine performance. However, the engineering implementation of supercharging for two-stroke aircraft engines is immature, hindering flight speed control.

[0010] The available power of the engine exhaust and the power required by the turbine increase exponentially at a certain stage as the engine speed increases, so the speed and boost pressure show a positive increasing relationship. Therefore, at a certain stage (or stages) when the speed increases rapidly, the turbocharger will directly switch from the non-operating state to the boosting state, and the engine power and speed will increase dramatically; conversely, the turbocharger will also directly switch from the operating state to the non-operating state at a certain stage (or stages) when the speed decreases, and the power and speed will decrease dramatically (such as Figure 2 shown).

[0011] During flight, aircraft are subject to drastic changes in propeller airflow direction and speed, influenced by factors such as flight path changes, atmospheric turbulence, gusts, and wind shear. This can cause propeller speed fluctuations. When speed fluctuations occur near the engine's boost speed transition point, the supercharger's operating state can be significantly impacted.

[0012] When the propeller airflow suddenly increases (such as a gust of wind against the aircraft's direction of travel), propeller drag decreases, speed increases, and the turbocharger goes into operation from its inactive state. This causes a sudden increase in engine speed, power, and torque, leading to an increase in engine thrust. This increase in thrust further increases the aircraft's speed, exacerbating the increase in propeller airflow and speed, creating a positive feedback loop.

[0013] Conversely, when the airflow to the propeller suddenly decreases (such as a gust of wind in the direction of the aircraft's travel), propeller resistance increases and speed decreases. The supercharger, which was previously in operation, will stop working, causing the engine speed, power, and torque to drop sharply, resulting in a decrease in engine thrust. This reduction in thrust exacerbates the decrease in engine speed, forming a positive feedback loop.

[0014] In both cases, the positive feedback loop dramatically changes the aircraft's speed. While the autopilot typically follows a given altitude trajectory during cruise flight, altitude control can exacerbate speed fluctuations and destabilize the aircraft. In particular, if the speed drops dramatically, conventional control can cause the aircraft to stall, jeopardizing flight safety.

[0015] In summary, it is necessary to make further innovations to the existing technologies. Summary of the Invention

[0016] In response to the technical problems existing in the above-mentioned background technology, the present invention proposes a disturbance divergence suppression method for the flight speed control of an aviation piston supercharged engine. The method has a reasonable design and can ensure the flight safety of such aircraft. It has the important advantages of identifying engine speed jumps and feedforward compensation before speed control divergence to ensure flight speed safety.

[0017] To solve the above technical problems, the present invention provides a method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine, which comprises the following steps:

[0018] Step 1: Design the speed and throttle control law; the specific process is:

[0019] Based on the aircraft cruise operating point, ignoring the influence of the engine jump operating point, the speed and throttle control law is designed as follows:

[0020]

[0021] δ Ttrim =A(V g );

[0022] Among them, δ T is the throttle setting, e(t) is the speed error, K p is the proportional control coefficient, K i is the integral coefficient, K d is the differential coefficient; δ Ttrim V is the speed reference g The corresponding throttle trim is given, and A is the symbol for the trim correspondence;

[0023] Step 2: Design the speed time series tracking differential; the specific process is:

[0024] Design a time series tracking differentiator, set the sequence number w according to the engine communication frequency, obtain the speed jump threshold Δ based on ground tests, set the jump judgment number k, and perform calculation judgment and sequence update in each communication cycle:

[0025]

[0026] Where n is the rotation speed; i = 1 to w / 2;

[0027] When the absolute value of each differential component of the time series tracking differential |Δ(i)|>Δ Th When the number of exceeds k, the tracking differentiator captures the jump signal;

[0028] Step 3: Design the throttle differential dead zone device;

[0029] Step 4: Design the time series tracking differentiator control quantity;

[0030] Step 5: Combine the time series tracking differentiator control quantity with the control law;

[0031] Step 6: Automatic speed control without speed disturbance;

[0032] Step 7: Suppress speed divergence under speed jump disturbance;

[0033] Step 8: Suppress speed divergence under speed jump disturbance.

[0034] The method for suppressing the disturbance divergence of the flight speed control of the aviation piston supercharged engine, wherein: the step 3 is specifically to increase the dead zone processing of the differential given by the throttle: if dδ T If / dt is greater than or less than the design threshold for multiple consecutive beats, the throttle differential dead band device outputs 1, otherwise it outputs 0.

[0035] The method for suppressing the disturbance divergence of the flight speed control of the aviation piston supercharged engine, wherein the specific process of step 4 is: for the condition satisfying |Δ(i)|>Δ Th Δ(i) is calculated as the average value adv(Δ), if adv(Δ)>Δ max Then the time series tracks the differential limiting output Δ max Otherwise, output adv(Δ); after multiplying the result of step 3, multiply the negative gain control parameter -K n Output, quickly adjust the throttle setting, determine the engine intake volume, affect the exhaust available power, suppress the supercharger jump, return to the original state, and control in advance before the aircraft acceleration accumulates.

[0036] The disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine, wherein: step 5 specifically adds the speed-throttle control law calculation output, the balancing setting, and the time series tracking differentiator control quantity of step 1 to form a throttle control quantity output to the engine, thereby achieving flight speed control under disturbance-free, speed jump, and speed jump conditions.

[0037] The disturbance divergence suppression method for the flight speed control of the aviation piston supercharged engine, wherein the specific process of step 6 is: when the atmospheric conditions are relatively stable, the engine speed has no external disturbance and is stable, the speed error is eliminated by the speed-throttle control law of step 1, and the wild value is identified and eliminated by the time series tracking differentiator in the above step 2, and the speed-throttle control law of step 1 is used to achieve zero-static-error speed automatic control.

[0038] The disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine, wherein the specific process of step 7 is as follows: when atmospheric conditions are poor and disturbance factors exist, the air flow suddenly increases, causing the propeller speed to increase. If the supercharger does not jump, the speed increases, the absolute value of the error increases, and the error is eliminated by the speed-throttle control law of step 1, thereby achieving zero-static-difference speed automatic control; if the supercharger jumps and the speed jumps, the speed increases, the absolute value of the error increases, and the speed jump is identified by the time series tracking differentiator in step 2. The feedforward control amount is calculated by the speed time series tracking differential, the throttle differential dead band device, and the time series tracking differentiator in steps 2 to 4, and the speed-throttle control law of step 1 is superimposed to complete speed divergence suppression.

[0039] The disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine, wherein the specific process of step 8 is: when the air flow suddenly decreases, causing the propeller speed to decrease, if the supercharger does not jump, the speed increases, the absolute value of the error increases, and the error is eliminated by the speed-throttle control law of step 1, thereby achieving zero-static-difference speed automatic control; if the supercharger jumps and the speed drops, the speed decreases, the absolute value of the error increases, and the speed drop is identified by the time series tracking differentiator in step 2, and the feedforward control amount is calculated by the speed time series tracking differential, throttle differential dead band device and time series tracking differentiator in steps 2 to 4, and the speed-throttle control law of step 1 is superimposed to complete speed divergence suppression.

[0040] By adopting the above technical solution, the present invention has the following beneficial effects:

[0041] Conventional airspeed closed-loop mode coefficients are too large, reducing the life of supercharged piston engines and potentially causing self-excited oscillation divergence at speed jump points. Too small coefficients make it difficult to suppress the airspeed positive feedback caused by speed jumps. The speed time series tracking differential of the present invention can identify engine speed jumps. By combining the control quantity of the time series tracking differentiator with the control law, feedforward compensation is provided to compensate for the airspeed adverse factors caused by the jump, achieving automatic speed control in no-disturbance, jump-disturbance, and jump-disturbance scenarios, improving aircraft platform stability and resolving the problem of airspeed closed-loop control divergence caused by jump characteristics. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0043] Figure 1This is the block diagram of the speed-throttle automatic control system;

[0044] Figure 2 This is a graph showing the relationship between the available exhaust energy of an engine, the energy required by the turbine, and the engine speed;

[0045] Figure 3 This is a block diagram of a speed feedforward control of a measurement time series tracking differentiator involved in the disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine according to the present invention;

[0046] Figure 4 This is a corresponding relationship diagram of the speed observation signal of the time series tracking differentiator involved in the disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine of the present invention;

[0047] Figure 5 This is a schematic diagram of a throttle differential dead zone device involved in the disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine according to the present invention;

[0048] Figure 6 This is a schematic diagram of the control quantity of the time series tracking differentiator involved in the disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine according to the present invention;

[0049] Figure 7 This is a schematic diagram of a disturbance divergence suppression controller for flight speed control involved in the disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine of the present invention;

[0050] Figure 8 This is a block diagram of the principle of speed divergence suppression under speed jump disturbance involved in the disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine of the present invention;

[0051] Figure 9 Block diagram of the speed divergence suppression principle under speed jump disturbance. DETAILED DESCRIPTION

[0052] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0053] The present invention will be further explained below with reference to specific embodiments.

[0054] This embodiment provides a disturbance divergence suppression method for flight speed control of an aviation piston supercharged engine. The method uses engine speed as the main observable variable, combines it with the throttle change, and designs a time series tracking differentiator to avoid the influence of noise and wild values ​​and accurately capture speed jumps. The feedforward negative compensation control variable is designed based on this jump variable to predict and suppress the positive feedback phenomenon of speed-speed in advance.

[0055] like Figure 3 As shown in Figure 2, the process of measuring time series tracking differentiator speed feedforward control is:

[0056] Flight speed is the controller's given value, and the flight speed observation is used as feedback. The error information drives the controller to generate the throttle control variable. The speed is used as the time series tracking differentiator observation to provide feedforward compensation. Together, they drive the throttle to control engine speed, changing the thrust to achieve closed-loop flight speed control. Longitudinal altitude and pitch angle control are somewhat interconnected with speed and are controlled by the corresponding autopilot, so we will not elaborate on them here. The boost control system is completed by the engine and will not be elaborated on here. The relationship is as follows:

[0057] e=V g -V;

[0058] δ T =f(e)+F(n,δ T );

[0059] δ e =g(H,θ);

[0060] n=G(δ T ,p);

[0061] Among them, V g is the speed given, V is the speed, e is the speed error, δ T is the throttle setting, δ e is the elevator given, H is the altitude, θ is the pitch angle, p is the boost, and n is the rotational speed.

[0062] The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine of the present invention specifically comprises the following steps:

[0063] (1) Design speed-throttle control law

[0064] Based on the aircraft cruise operating point, ignoring the effect of the engine jump operating point, the speed-throttle control law is designed:

[0065]

[0066] δ Ttrim =A(V g );

[0067] Among them, δT is the throttle setting, e(t) is the speed error, K p is the proportional control coefficient, K i is the integral coefficient, K d is the differential coefficient; δ Ttrim V is the speed reference g The corresponding throttle trim is given, and A is the trim correspondence symbol.

[0068] Avoid excessive control parameters that are overly sensitive to speed errors, which may cause the throttle mechanism to operate frequently, resulting in a sharp reduction in engine life and in-flight failures.

[0069] (2) Design speed time series tracking differential

[0070] To prevent the adverse effects of harmful signals such as noise and outliers on the speed signal, a time series tracking differentiator is designed. The number of sequences w (an even number) is set according to the engine communication frequency. The speed jump threshold Δ is obtained from ground tests, and the number of jump judgments k is set. Calculation, judgment, and sequence updates are performed in each communication cycle:

[0071]

[0072] …

[0073]

[0074] Where n is the rotational speed.

[0075] When the absolute value of each differential component of the time series tracking differential |Δ(i)|>Δ Th When the number of exceeds k, the tracking differentiator captures the jump signal.

[0076] The corresponding relationship of the speed observation signal is as follows: n(w) represents the speed observation value at the current moment, n(i) represents the speed observation value wi acquisition cycles ago, and n(1) represents the speed observation value w acquisition cycles ago. The schematic diagram is as follows Figure 4 As shown in the figure; the vertical lines of different colors represent speed sampling, the horizontal axis represents the sampling time, n(i) is the speed at time i, T1 and Ti are the starting times of the 1st and i-th observation cycles, and the horizontal axis scales such as T1+1 and Ti+w / 2 represent the sampling time.

[0077] (3) Design of throttle differential dead zone device

[0078] In order to avoid mishandling of engine speed changes due to throttle position changes, a dead zone is added to the differential given by the throttle:

[0079] If dδ T If / dt is greater than or less than the design threshold for multiple consecutive beats, the throttle differential dead zone device outputs 1, otherwise it outputs 0 (such as Figure 5 shown).

[0080] (4) Design the time series tracking differentiator control quantity (such as Figure 6 , where d / dt represents the differential calculation) for |Δ(i)|>Δ Th Δ(i) is calculated as the average value adv(Δ), if adv(Δ)>Δ max Then the time series tracks the differential limiting output Δ max , otherwise output adv(Δ); after multiplying with the result of step (3), multiply the negative gain control parameter -K n Output, quickly adjust the throttle setting, determine the engine intake volume, affect the exhaust available power, suppress the supercharger jump, return to the original state, and control in advance before the aircraft acceleration accumulates.

[0081] (5) Combination of time series tracking differentiator control quantity and control law

[0082] The output of the control law calculation in step (1), the trim setting and the time series tracking differentiator control quantity are added together to form the throttle control quantity output to the engine to achieve flight speed control under no disturbance, speed jump and speed jump conditions. (For example Figure 7 )

[0083] (6) Automatic speed control without speed disturbance

[0084] When the atmospheric conditions are relatively stable, the engine speed is free of external disturbances and is stable. The speed error will be eliminated by the control law in step 1, and the wild value will be identified and eliminated by the time series tracking differentiator in step (2). The speed-throttle control law in step (1) above will be used to achieve automatic speed control without static error.

[0085] (7) Suppression of speed divergence under speed jump disturbance

[0086] When the atmospheric conditions are poor and there are disturbance factors such as turbulence, gusts, and wind shear, the air flow suddenly increases, causing the propeller speed to increase. If the supercharger does not jump, the speed increases, the absolute value of the error increases, and the error is eliminated by the control law in step (1), achieving automatic speed control without static difference; if the supercharger jumps, the speed jumps, the speed increases, and the absolute value of the error increases, the speed jump is identified by the time series tracking differentiator in the above step (2), and the feedforward control amount is calculated by the speed time series tracking differential, throttle differential dead zone device and time series tracking differentiator in the above steps (2) to (4), and the speed-throttle control law of step (1) is superimposed to complete the speed divergence suppression (such as Figure 8 ).

[0087] (8) Suppression of speed divergence under speed jump disturbance

[0088] When the air flow suddenly decreases (tailwind) and causes the propeller speed to decrease, if the supercharger does not jump, the speed increases and the absolute value of the error increases, the error is eliminated by the control law of step (1), and the speed automatic control without static difference is realized; if the supercharger jumps and the speed drops, the speed decreases and the absolute value of the error increases, the speed drop is recognized by the time series tracking differentiator of step (2), and the feedforward control amount is calculated by the speed time series tracking differential, throttle differential dead zone device and time series tracking differentiator in steps (2) to (4), and the speed-throttle control law of step (1) is superimposed to complete the speed divergence suppression (such as Figure 9 ).

[0089] The present invention has a reasonable concept and can ensure the flight safety of such aircraft. It has the important advantages of identifying engine speed jumps and feedforward compensation before speed control diverges to ensure flight speed safety.

[0090] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine, characterized in that , including the following steps: Step 1: Design the speed and throttle control law; the specific process is: Based on the aircraft cruise operating point, ignoring the influence of the engine jump operating point, the speed and throttle control law is designed as follows: d Ttrim =A(V g ); Among them, δ T is the throttle setting, e(t) is the speed error, K p is the proportional control coefficient, K i is the integral coefficient, K d is the differential coefficient; δ Ttrim V is the speed reference g The corresponding throttle trim is given, and A is the symbol for the trim correspondence; Step 2: Design the speed time series tracking differential; the specific process is: Design a time series tracking differentiator, set the sequence number w according to the engine communication frequency, obtain the speed jump threshold Δ based on ground tests, set the jump judgment number k, and perform calculation judgment and sequence update in each communication cycle: Where n is the rotation speed; i = 1 to w / 2; When the absolute value of each differential component of the time series tracking differential |Δ(i)|>Δ Th When the number of exceeds k, the tracking differentiator captures the jump signal; Step 3: Design the throttle differential dead zone device; Step 4: Design the time series tracking differentiator control quantity; Step 5: Combine the time series tracking differentiator control quantity with the control law; Step 6: Automatic speed control without speed disturbance; Step 7: Suppress speed divergence under speed jump disturbance; Step 8: Suppress speed divergence under speed jump disturbance.

2. The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine according to claim 1, characterized in that: The step 3 is specifically to increase the dead zone processing of the differential given by the throttle: if dδ T If / dt is greater than or less than the design threshold for multiple consecutive beats, the throttle differential dead band device outputs 1, otherwise it outputs 0.

3. The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine according to claim 1, characterized in that: The specific process of step 4 is: Th The Δ(i) is calculated as the average value adv(Δ), if adv(Δ)>Δ max Then the time series tracks the differential limiting output Δ max Otherwise, output adv(Δ); after multiplying the result of step 3, multiply the negative gain control parameter -K n Output, quickly adjust the throttle setting, determine the engine intake volume, affect the exhaust available power, suppress the supercharger jump, return to the original state, and control in advance before the aircraft acceleration accumulates.

4. The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine according to claim 1, characterized in that: The step 5 specifically adds the speed-throttle control law calculation output, the balancing setting and the time series tracking differentiator control quantity of the step 1 to form a throttle control quantity output to the engine, thereby realizing flight speed control under disturbance-free, speed jump and speed jump conditions.

5. The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine according to claim 1, characterized in that: The specific process of step 6 is as follows: when the atmospheric conditions are relatively stable, the engine speed is free of external disturbances and is stable, the speed error is eliminated by the speed-throttle control law of step 1, and the wild value is identified and eliminated by the time series tracking differentiator in step 2 above, and the speed-throttle control law of step 1 is used to achieve automatic speed control without static error.

6. The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine according to claim 1, characterized in that: The specific process of step 7 is as follows: when the atmospheric conditions are poor and there are disturbance factors, the air flow suddenly increases, causing the propeller speed to increase. If the supercharger does not jump, the speed increases and the absolute value of the error increases. The error is eliminated by the speed-throttle control law of step 1, and automatic speed control without static difference is achieved. If the supercharger jumps and the speed jumps, the speed increases and the absolute value of the error increases. The speed jump is identified by the time series tracking differentiator in step 2, and the feedforward control amount is calculated by the speed time series tracking differentiator, the throttle differential dead band device and the time series tracking differentiator in steps 2 to 4, and the speed-throttle control law of step 1 is superimposed to complete speed divergence suppression.

7. The method for suppressing disturbance divergence in flight speed control of an aviation piston supercharged engine according to claim 1, characterized in that: The specific process of step 8 is as follows: when the air flow suddenly decreases, causing the propeller speed to decrease, if the supercharger does not jump, the speed increases and the absolute value of the error increases, and the error is eliminated by the speed-throttle control law of step 1, thereby achieving automatic speed control without static difference; if the supercharger jumps and the speed drops, the speed decreases and the absolute value of the error increases, and the speed drop is identified by the time series tracking differentiator in step 2, and the feedforward control amount is calculated by the speed time series tracking differentiator, the throttle differential dead band device and the time series tracking differentiator in steps 2 to 4, and the speed-throttle control law of step 1 is superimposed to complete speed divergence suppression.

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