A rudderless high-dynamic mass eccentric self-adaptive control method and system

Abstract

The application discloses a kind of high dynamic mass eccentric self-adaptive control method and system without rudder surface, belong to the field of guidance and control technology, this method is by real-time sensing aircraft state, combined with feedforward interference compensation and adaptive feedback control, drive internal eccentric mass block to realize micron-level accurate positioning, to generate accurate control moment without the need for exposed rudder surface.System includes two-dimensional eccentric mass execution system, non-contact position sensing system and intelligent control and processing unit, with fast response, high precision, full airspace application, good stealth, etc.Advantages, suitable for high-precision attitude control in various high-demand civil and scientific research tasks of high-speed rotating aircraft.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of guidance and control technology, and in particular to a high-dynamic mass eccentricity self-adaptive control method and system without a control surface. BACKGROUND

[0002] In the field of modern aviation, aerospace and high-end equipment, precise guidance aircraft such as high-speed rotating unpowered aircraft play an increasingly important role in meteorological detection, geographic mapping, emergency rescue, scientific experiments and other civil and scientific research tasks. High-speed rotating unpowered aircraft often have high speed, high spin (spin frequency is usually higher than 50 Hz), high dynamic and other characteristics, and the terminal trajectory maneuvering capability and control accuracy are the core indicators that determine the success of the task.

[0003] Currently, the mainstream attitude control technology of high-speed rotating unpowered aircraft takes aerodynamic control surface as the core carrier, covering typical structural schemes such as canard rudder and grid rudder. This technology adjusts the phase difference of the rudder relative to the roll angle of the missile body within a single rotation period to build an asymmetric aerodynamic force distribution, and then forms a controllable correction moment to achieve trajectory regulation.

[0004] Although the aerodynamic control surface technology has been mature through long-term engineering iteration and has achieved the expected application effect in conventional guidance scenarios, in the application scenarios facing future high dynamic, full airspace and high concealment requirements, the contradiction between its inherent physical limitations and the demand for precise guidance is increasingly prominent, and the core defects are mainly reflected in the following three dimensions:

[0005] 1. Concealment performance is inherently limited: as an additional mechanical structure protruding from the smooth shape of the missile body, the aerodynamic control surface inevitably destroys the continuous and integrated design of the aircraft's aerodynamic shape, forming a strong electromagnetic wave scattering source. For example, in atmospheric environment sampling, electromagnetic silent zone detection and other tasks, the exposed rudder structure will destroy the aerodynamic shape of the aircraft, causing unnecessary radar scattering and air dynamic interference, affecting the concealment of the task or the accuracy of the detection data.

[0006] 2. High-altitude environment control efficiency significantly decreases: the control moment of the aerodynamic control surface directly depends on the flight dynamic pressure, which is positively related to air density and flight speed squared. When the aircraft enters the high-altitude thin atmosphere environment, the air density decreases exponentially, and the dynamic pressure decreases sharply, resulting in a non-linear decline in the control efficiency of the aerodynamic control surface. This effect causes the output moment of the traditional aerodynamic control scheme to be insufficient when operating at high altitudes, making it difficult to support the high-precision attitude regulation and control requirements of the full trajectory and full airspace. For example, when performing near-space exploration, high-altitude scientific experiments and other tasks, as the flight altitude increases, the atmospheric density decreases sharply, and the efficiency of the aerodynamic rudder decreases significantly, making it difficult to achieve uniform attitude regulation throughout the flight.

[0007] 3. Dynamic response has inherent delay: Aerodynamic control is essentially an indirect regulation mode relying on fluid medium to transfer energy. From the action of rudder deflection to the establishment of steady flow field and the output of stable aerodynamic torque, there is an inherent aerodynamic delay of tens of milliseconds. This delay limits the upper limit of the control system bandwidth, making it difficult to effectively suppress high-frequency attitude disturbances or quickly respond to maneuvering instructions. For high-dynamic and high-spin aircraft, it will directly reduce control accuracy and flight stability. For example, for scenes that require rapid trajectory correction, active obstacle avoidance, or response to sudden instructions (such as disaster reconnaissance and rapid delivery), the response delay of tens of milliseconds of aerodynamic rudders limits the agility of the system and may miss the best control opportunity.

[0008] To overcome the above-mentioned inherent defects of the aerodynamic rudder scheme, the spatial position of the eccentric mass inside the aircraft is actively regulated to make the center of mass deviate from the geometric center. A continuously controllable inertia correction torque is constructed by the centrifugal force field formed by high-speed rotation, and finally the aircraft attitude control is realized. From a theoretical point of view, this scheme has three major advantages: no additional external structure, which can ensure the stealth performance of the aircraft; the control torque is independent of atmospheric density, which adapts to the full air domain operation requirement; the torque output is directly driven by the inertia force, which has fast response speed and good dynamic following performance.

[0009] However, there are key technical barriers in the process of applying this technology from theory to engineering. The core challenge is: how to achieve micron-level precise positioning and rapid response driving of the eccentric mass in the composite extreme mechanical environment of 10000g above launch overload and thousands of g equivalent centrifugal acceleration. The existing actuator schemes (such as servo motor and ball screw, electromagnetic direct drive, etc.) generally have problems such as structural deformation, insufficient driving force, and sensor failure in such extreme environments, resulting in control accuracy and reliability far from meeting the engineering practical requirements. Specifically, the transmission scheme using a servo motor coupled with a ball screw nut pair is prone to plastic deformation under ultra-high launch overload, resulting in positioning errors exceeding the engineering allowable threshold; the electromagnetic coil driving scheme is limited by the driving force density and cannot resist the load disturbance in the high centrifugal force field, making it difficult to meet the position holding accuracy; traditional incremental optical encoders are prone to signal loss after strong impact, which cannot support the high-precision position feedback requirements of closed-loop control systems. Limited by the lack of reliable actuators in extreme environments, the mass eccentric control technology has been stuck in the concept verification stage for a long time and has not been able to realize large-scale engineering applications.

[0010] Therefore, there is an urgent need in this field for a mass eccentricity adaptive control system for precision-guided aircraft that can operate stably in extreme mechanical environments. This system should not only inherit the theoretical and technical advantages of mass eccentricity control, but also solve the problems of structural survivability, positioning precision, and response timeliness in extreme mechanical environments from the underlying design level. This would allow for the construction of a new technical paradigm for rudderless precision guidance, supporting its reliable application in various demanding civilian and scientific research missions. Summary of the Invention

[0011] The purpose of this invention is to overcome the inherent defects of high-dynamic rotating aircraft in attitude control, such as poor stealth performance, reduced high-altitude control efficiency, and lag in dynamic response, as well as the core bottleneck of existing mass eccentricity control technology being unable to achieve engineering applications in extreme mechanical environments. This invention provides a control-free high-dynamic mass eccentricity adaptive control method and system, constructing a closed-loop control system that can stably survive in a combined field of extremely high overload and strong centrifugal force, and achieve micron-level precise positioning and millisecond-level fast response. This completely solves the key technical problem of moving mass eccentricity control theory into engineering practice, and realizes high-precision, fast-response, and high-stealth attitude control of controlless aircraft in the entire ballistic and airspace.

[0012] The objective of this invention is achieved through the following technical solution:

[0013] Firstly, a method for adaptive control of high dynamic mass eccentricity without rudder surfaces is provided, including the following steps:

[0014] S1. Real-time acquisition of the aircraft's attitude angle, angular velocity, and spin frequency;

[0015] S2. Receive the attitude correction command issued by the guidance system, and calculate the attitude correction command into the desired centroid offset vector;

[0016] S3. Based on the current spin frequency of the aircraft and the centroid offset vector, calculate and generate feedforward control components in real time to counteract nonlinear disturbances according to the centroid dynamics model.

[0017] S4. Receive the position coordinates of the eccentric mass block in the two-dimensional plane obtained by the non-contact position sensing system, compare the position coordinates with the target position, and generate a position error;

[0018] S5. Based on the position error, the rate of change of position error, and the dynamic characteristics of the aircraft, adaptively adjust the parameters of the feedback controller to generate adaptive feedback control components;

[0019] S6. The feedforward control component and the adaptive feedback control component are superimposed, and the driving command is output to the two-dimensional eccentric mass execution system.

[0020] In some embodiments, the feedforward control component is calculated by the following formula:

[0021]

[0022] in, Indicates feedforward driving force. Indicates centrifugal force. It represents Coriolis force.

[0023] In some embodiments, the adaptive adjustment of the parameters of the feedback controller to generate adaptive feedback control components includes:

[0024] A PID controller is used, and the proportional, integral, and derivative parameters of the PID controller are adjusted by gain scheduling based on the spin frequency and the magnitude of the position error.

[0025] In some embodiments, the driving command is the sum of a feedforward control component and an adaptive feedback control component.

[0026] In some embodiments, it also includes:

[0027] Monitor whether the output of the two-dimensional eccentric mass actuator has reached the physical limit; if so, perform amplitude limiting and anti-saturation processing.

[0028] Secondly, a rudderless high dynamic mass eccentricity adaptive control system is provided, including:

[0029] A two-dimensional eccentric mass actuator is used to drive the movement of an eccentric mass block in a plane perpendicular to the aircraft axis.

[0030] A non-contact position sensing system is used to detect the two-dimensional position of the eccentric mass block in real time;

[0031] The intelligent control and processing unit is used to execute the adaptive control method for high dynamic mass eccentricity without rudder surfaces described in the first aspect.

[0032] In some embodiments, the two-dimensional eccentric mass actuation system includes an eccentric mass block, a carrier platform capable of two-dimensional independent motion in a plane perpendicular to the aircraft axis, and at least two sets of actuators; the eccentric mass block is located inside the aircraft; the actuators drive the carrier platform to move via differential drive.

[0033] In some embodiments, the eccentric mass block is made of a high-density alloy; the actuator is a solid-state actuator or a micro electromagnetic actuator, with a force density of not less than 10 N / cm³ and a bandwidth of not less than 100 Hz.

[0034] In some embodiments, the non-contact position sensing system includes a permanent magnet fixed to an eccentric mass block and a magnetic field sensing array fixed to a base, the magnetic field sensing array being arranged non-collinearly in space.

[0035] In some embodiments, the magnetic field sensing array consists of at least three linear magnetic field sensors, which are Hall effect sensors or magnetoresistive sensors.

[0036] It should be further noted that the technical features corresponding to the above-mentioned options and embodiments can be combined or substituted with each other to form new technical solutions without conflict.

[0037] Compared with the prior art, the beneficial effects of the present invention are:

[0038] 1. This invention constructs a strong anti-interference control architecture based on a physical model. Unlike traditional simple feedback control, this invention introduces a feedforward compensation mechanism based on the center of mass dynamics model. Specifically, based on the current spin frequency of the aircraft and the center of mass offset vector, the feedforward control components used to offset nonlinear interference are calculated and generated in real time according to the center of mass dynamics model. This mechanism can actively predict and offset the main nonlinear interferences such as centrifugal force and Coriolis force generated by the aircraft spin, fundamentally improving the control accuracy and dynamic response performance of the system, and realizing precise operation in a strong disturbance environment.

[0039] 2. The control algorithm of this invention can adjust the gain parameters of the feedback controller online according to the dynamic characteristics of the aircraft (especially the spin frequency) and the real-time control error. This adaptive mechanism ensures that the control system can maintain the optimal stability margin and control bandwidth in different flight phases such as launch, cruise, and maneuver, and realize the full trajectory adaptation of the control parameters, overcoming the limitations of the fixed parameter controller in terms of performance trade-offs across the entire trajectory.

[0040] 3. The aircraft of this invention generates control torque through the offset of the center of mass of an internal eccentric mass block, completely eliminating the exposed aerodynamic control surface structure. This fundamentally eliminates radar wave scattering caused by control surfaces, resulting in an order-of-magnitude reduction in the aircraft's radar cross-section (RCS). The control-free design reduces the aircraft's RCS by more than 80%, significantly enhancing its stealth survivability and providing an ideal stealth control platform for operational scenarios with high stealth requirements. Furthermore, the control method based on inertial torque is independent of atmospheric density, exhibiting no energy attenuation in the thin atmosphere of high altitudes, achieving uniform control across the entire trajectory and improving all-space control capabilities.

[0041] 4. This invention pioneers a micrometer-level precision actuation paradigm under extreme mechanical environments. Its actuators employ solid-state actuators or micro-electromagnetic actuators. By utilizing high-force-density solid-state or electromagnetic actuation principles, combined with an integrated high-rigidity substrate and pre-tightened damping design, it achieves two-dimensional precision motion control in a combined field of high overload impact and high-intensity centrifugal force, solving the hardware challenges of mass eccentricity control technology. Specifically, the actuator's high bandwidth and feedforward compensation ensure a system step response time ≤10ms and a control bandwidth ≥50Hz, effectively suppressing high-frequency disturbances, achieving rapid maneuvering, and significantly improving dynamic response performance.

[0042] 5. This invention superimposes the feedforward control component and the adaptive feedback control component, and outputs the driving command to the two-dimensional eccentric mass execution system to achieve micron-level positioning and composite control. This improves the attitude control accuracy from the angular level to the arcsecond level, and reduces the circular probability error (CEP) from tens of meters to within the meter level, greatly improving the control accuracy.

[0043] 6. The system of this invention has no complex mechanical transmission structure, adopts solid-state devices and non-contact sensing design, and after reinforcement, it can withstand extreme emission overload and wide temperature range environment, meeting the requirements of use in complex operation scenarios. Attached Figure Description

[0044] Figure 1 This is a flowchart of a rudderless high dynamic mass eccentricity adaptive control method according to the present invention;

[0045] Figure 2 This is a schematic diagram of a rudderless high dynamic mass eccentricity adaptive control system according to the present invention.

[0046] Figure 3 This is a schematic diagram illustrating the functional principle of the two-dimensional eccentric mass execution system of the present invention;

[0047] Figure 4 This is a schematic diagram illustrating the measurement principle of the non-contact position sensing system of the present invention.

[0048] Figure 5 This is a performance comparison diagram of the control effect of the present invention. Detailed Implementation

[0049] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] It should be noted that the defects in the solutions in the prior art are all the results of the inventors' practice and careful research. Therefore, the discovery process of the above problems and the solutions proposed by the embodiments of this application in the following text should be the inventors' contributions to this application in the process of invention and creation, and should not be understood as technical content known to those skilled in the art.

[0051] In view of the technical problems pointed out in the background art, the present invention provides the following embodiments:

[0052] In one exemplary embodiment, a method for adaptive control of high dynamic mass eccentricity without rudder surfaces is provided, such as... Figure 1 As shown, it includes the following steps:

[0053] S1. State perception and calculation: Key kinematic parameters such as the aircraft's attitude angle, angular velocity, and spin frequency are acquired in real time through the onboard inertial measurement unit;

[0054] S2. Control command generation: Receive attitude correction commands issued by the guidance system and calculate the attitude correction commands into the desired centroid offset vector (including offset distance and azimuth angle).

[0055] S3. Feedforward disturbance compensation: Based on the current spin frequency of the aircraft and the centroid offset vector, feedforward control components are calculated and generated in real time according to the centroid dynamics model to counteract nonlinear disturbances (centrifugal force, Coriolis force, etc.).

[0056] S4. Closed-loop position control: Receives the position coordinates of the eccentric mass block in a two-dimensional plane obtained by a non-contact position sensing system, compares the position coordinates with the target position, and generates a position error;

[0057] S5. Adaptive parameter adjustment: Based on the position error, the rate of change of position error, and the dynamic characteristics of the aircraft (such as spin frequency changes), the parameters of the feedback controller are adaptively adjusted to generate adaptive feedback control components; ensuring the stability and speed of the system in different flight phases;

[0058] S6. Composite control output: The feedforward control component and the adaptive feedback control component are superimposed to generate the final drive command. The drive command is output to the two-dimensional eccentric mass execution system to drive the eccentric mass block to move accurately and quickly to the target position, thereby generating the required control torque.

[0059] In another exemplary embodiment, based on the inventive concept of the above method, a rudderless high dynamic mass eccentricity adaptive control system is provided, such as... Figure 2 As shown, it includes:

[0060] A two-dimensional eccentric mass actuation system is used to drive the movement of an eccentric mass block in a plane perpendicular to the aircraft axis. This system is the physical execution basis of this invention and is integrated inside the aircraft. It includes a high-density mass unit, a support platform capable of two-dimensional independent movement in a plane perpendicular to the aircraft axis, and at least two sets of actuators with high force density and fast response characteristics. The system is specially ruggedized to withstand extremely high overloads during launch and resist the effects of strong centrifugal forces during flight, ensuring motion accuracy and structural integrity.

[0061] A non-contact position sensing system is used to detect the two-dimensional position of the eccentric mass in real time. This system enables precise, real-time, and non-contact measurement of the spatial position of the eccentric mass. It consists of a magnetic field generating unit fixed to the supporting platform and a magnetic field gradient sensing array fixed to the projectile base. By analyzing the signal output from the sensing array, the two-dimensional coordinates of the mass unit can be calculated with micrometer-level accuracy.

[0062] The intelligent control and processing unit is used to execute the aforementioned adaptive control method for high dynamic mass eccentricity without control surfaces. This system is the decision-making core of the invention and is typically implemented using a radiation-hardened microprocessor or programmable logic device. It is responsible for executing all steps of the control method, including inertial data processing, control command calculation, feedforward compensation calculation, adaptive feedback control law generation, and final drive signal output, such as... Figure 2 As shown, inertial measurement data (attitude, angular velocity) is input to the intelligent control and processing unit, which outputs drive commands to the two-dimensional eccentric mass execution system. At the same time, the non-contact position sensing system feeds back the detected actual position of the mass block to the intelligent control and processing unit, forming a closed-loop control.

[0063] The control method and system described in this invention are typically integrated inside a high-speed rotating aircraft, preferably installed near its center of gravity, such as in the fuse compartment or control section. The entire system is powered by an onboard power supply and communicates with the aircraft's guidance computer via a bus to receive attitude correction commands and simultaneously feed back the system's health status to the flight control computer.

[0064] In a typical application scenario, this system is activated once the aircraft enters a stable flight phase after leaving the barrel. The intelligent control and processing unit continuously receives data from the onboard inertial measurement unit, calculating the aircraft's pitch angle, yaw angle, and roll rate (i.e., spin frequency ω) in real time. When the guidance computer determines that attitude correction is needed based on the trajectory calculation results, it sends a desired control torque command to this system. Upon receiving this command, the intelligent control and processing unit activates the adaptive control algorithm described in this invention, converting it into the target displacement vector of the eccentric mass element, and driving the execution system to complete precise and rapid motion.

[0065] The core of a two-dimensional eccentric mass actuator system is to realize a two-dimensional precision motion platform that can reliably operate in extreme environments. Its functionality does not depend on a specific hardware configuration, but rather on meeting a series of key performance indicators. For example... Figure 3 As shown, the two-dimensional eccentric mass actuator system includes a high-density mass unit (eccentric mass block), preferably made of a high-density alloy, to provide a sufficiently large mass offset within a finite volume, thereby generating the required control torque. This eccentric mass block is mounted on a two-dimensional support platform. The figure shows a coordinate system located inside the aircraft (schematically a circular projectile cross-section) (Z-axis is the flight direction, Y and X axes are the cross-sectional planes), with the origin O being the geometric center of the aircraft. An eccentric mass block can move independently in the Y and X directions within this cross-sectional plane. Actuators (schematically indicated by double-headed arrows) provide driving forces Fy and Fx in the Y and X directions, respectively, to resist disturbances such as centrifugal force and drive the eccentric mass block to the target position.

[0066] Furthermore, the motion of this two-dimensional platform is driven by at least two sets of high-force-density actuators. These actuators can be solid-state actuators based on the inverse piezoelectric effect (e.g., PZT-8 piezoelectric ceramic material, single-crystal silicon wafer size of 10mm×10mm×5mm, maximum thrust of 500N, force density of 10N / cm³, step response time ≤50μs), or miniature electromagnetic actuators based on the Lorentz force principle (e.g., 1000 coil turns, 0.2mm air gap, rated current of 2A, force density ≥12N / cm³, bandwidth ≥150Hz). The selection criteria are that they must have extremely high thrust-to-volume ratio and thrust-to-weight ratio, as well as millisecond-level or even microsecond-level response speeds, with a force density of no less than 10N / cm³ and a bandwidth of no less than 100Hz. The actuators in the Y and X directions operate independently, achieving arbitrary vector motion of the platform in the two-dimensional plane through differential drive.

[0067] Furthermore, to ensure survivability and accuracy under launch impacts exceeding 10,000g and the strong centrifugal force field generated by rotation exceeding 200Hz, the actuator system must employ a high-stiffness integrated matrix and a pre-tensioned damping design. The matrix structure is designed using methods such as topology optimization to ensure maximum bending and torsional stiffness with minimal mass. Pre-tensioning mechanisms are used between moving parts to eliminate gaps and prevent collisions and permanent deformation under impact. Simultaneously, high-performance damping materials or structures are introduced at critical connection interfaces to dissipate high-frequency vibration energy and ensure the system's dynamic stability.

[0068] For example, the position measurement of a non-contact position sensing system is based on the principle of magnetic fields, achieving non-contact, highly reliable, and highly accurate sensing. Figure 4As shown, a permanent magnet (P) serves as the magnetic field source, rigidly connected to the eccentric mass block, and moves with it, generating a specific magnetic field distribution in space. The permanent magnet is designed to generate a magnetic field with a defined spatial gradient, preferably with its magnetic moment direction perpendicular to the plane of motion. The figure shows a sensor array (preferably four sensors) fixed to the projectile base, positioned at fixed locations within a coordinate system and arranged non-collinearly in space. The sensor array measures the magnetic field strength (e.g., the component of magnetic induction B) at its location in real time and transmits these measurements to the intelligent control and processing unit for calculating the two-dimensional coordinates of the eccentric mass block. The sensor type can be a high-precision Hall effect sensor (e.g., AD22152 model, magnetic induction intensity measurement range ±13.5mT, sensitivity 1.18mV / G, noise ≤0.06μT / √Hz) or a magnetoresistive sensor (e.g., TMR2302 model, resolution 0.08μT, response time ≤0.8μs), requiring high sensitivity, low noise and wide operating temperature range (-55℃~70℃) to ensure measurement stability in extreme environments.

[0069] Furthermore, the theoretical model for position calculation is as follows:

[0070] Simplifying a permanent magnet as a magnetic dipole, the component of the magnetic induction intensity B produced by it at a point P(x,y) in space can be expressed as:

[0071]

[0072] In the formula: , , These are the components of the magnetic induction intensity produced by a permanent magnet (simplified as a magnetic dipole) at a spatial point P(x,y) along the x, y, and z axes, respectively. ρ is the permeability of free space; m is the magnetic moment vector of the permanent magnet. , , , respectively, are the components of the magnetic moment vector along the x, y, and z axes; r is the magnitude of the distance vector from point P to the center of the permanent magnet.

[0073] In practical applications, sensors are typically positioned near the plane of motion (z≈0), allowing for the use of a simplified two-dimensional magnetic field model. Calibration establishes a precise mapping between sensor readings and the position of the permanent magnet. The intelligent control and processing unit acquires the output values ​​of each sensor in real time, and then solves a system of nonlinear equations (using numerical algorithms such as Newton's iteration method) to accurately and in real-time derive the two-dimensional coordinates of the permanent magnet (i.e., the mass element). The resolution of this method depends on the sensor's signal-to-noise ratio and the number of bits in the ADC, making it easy to achieve micrometer-level or even sub-micrometer-level measurement accuracy.

[0074] For example, the intelligent control and processing unit runs the adaptive control algorithm described in this invention. This algorithm is executed on a real-time operating system, and the specific steps are as follows:

[0075] Step 1: State Awareness and Solving

[0076] IMU data is read cyclically at a frequency of not less than 200Hz, and the attitude angles of the aircraft are calculated using quaternions or the direction cosine method. , ) angular velocity And the spin frequency ω.

[0077] Step 2: Control command generation

[0078] Receive the desired control torque from the guidance system According to the torque formula (in Centrifugal acceleration, (representing the distance vector from point P to the center of the permanent magnet). Given the mass m and spin frequency ω, the required centroid offset vector can be solved inversely. (Includes target location) , ).

[0079] Step 3: Calculation of feedforward interference compensation

[0080] Based on the currently calculated target position Given the spin frequency ω, calculate the main disturbance force:

[0081] Centrifugal force:

[0082] Coriolis force: (where v is the velocity of the mass element).

[0083] To counteract these forces, the actuator needs to provide a feedforward driving force of equal magnitude and opposite direction:

[0084] This feedforward control component is an active, model-based compensation that can greatly reduce the burden on feedback control.

[0085] Step 4: Generation of Adaptive Feedback Control Law

[0086] A PID controller is used as the feedback core. Its control law is:

[0087]

[0088] In the formula: For positional error, This refers to the actual location; This is the feedback control quantity for the PID controller; This is a proportionality coefficient (time-varying); The integral coefficient (time-varying); is the differential coefficient (time-varying); t is the time variable.

[0089] The core of this invention lies in the online adaptive adjustment of PID parameters. An effective implementation method is gain scheduling:

[0090]

[0091] in, , , For the designed nonlinear function, This represents the baseline value of the PID proportional parameter. This represents the baseline value of the PID integral parameter. This represents the baseline value of the PID differential parameter. For example, the nonlinear function is defined as follows: (Value range: 0.8~1.5); (Value range: 0.3~0.8); (Value range 0.1~0.5); When the spin frequency ω increases, the equivalent stiffness of the system increases, through... function decrease When the error |e| is large, it is achieved by... function increase This accelerates response speed and ensures optimal control performance under different operating conditions. This adaptive mechanism guarantees optimal system performance under various operating conditions.

[0092] Step 5: Composite control output and anti-saturation treatment

[0093] The final driving command is the sum of the feedforward and feedback commands:

[0094]

[0095] The intelligent control and processing unit converts the instruction into a corresponding voltage or current signal to drive the actuator. At the same time, the system monitors whether the actuator output has reached its physical limit (saturation). Once saturation is detected, an anti-saturation algorithm (such as inverse calculation of the integral term) is activated to limit and prevent saturation, thus preventing performance degradation caused by integral saturation.

[0096] Furthermore, based on theoretical calculations and simulations, the control effect of the present invention is compared with that of existing technologies, such as... Figure 5As shown in (a), under high-altitude, low-dynamic-pressure conditions, the method of this invention can still achieve rapid, overshoot-free, and precise attitude control, while traditional control surfaces fail severely due to insufficient dynamic pressure, and simple mass eccentricity control suffers performance degradation due to uncompensated disturbances. Figure 5 As shown in (b), when faced with sudden changes in large-angle commands, the method of this invention achieves near-delay-free and overshoot-free tracking through feedforward and adaptive mechanisms. Traditional control surfaces have inherent delays, while simple mass eccentricity control produces severe oscillations. Figure 5 As shown in (c), the method of the present invention exhibits extremely strong robustness in the presence of high-frequency continuous disturbances, suppressing attitude angle fluctuations to an extremely low level, which is significantly better than the other two methods.

[0097] In a specific example, suppose an aircraft of a certain caliber has a spin frequency ω of 153Hz (approximately 9000rpm) and integrates the system of this invention inside, with an eccentric mass block mass m of 0.083kg.

[0098] Task: The guidance system is required to generate a control torque of 204 N·m, directed towards the positive X-axis.

[0099] Target position calculation: based on The required offset distance can be obtained.

[0100]

[0101] Therefore, the target location is mm.

[0102] Feedforward compensation calculation: At the target position, centrifugal force (Along the positive X-axis), the brake needs to provide a feedforward force. .

[0103] Feedback control: Assuming the current actual position is (2.73, 0) mm, the error... The feedback force is calculated by adaptive PID. To eliminate errors, a force of +4.8N may be provided.

[0104] Final output: Total driving force The command is sent to the actuator in the X direction, driving the mass block to move precisely and stabilize at the target position, thereby generating the required control torque of 204.3 N·m. The actuator completes positioning in about 6.5 ms after response, with a steady-state error of 0.01 mm and generating control torque with an error of <0.2%, meeting the usage requirements.

[0105] The above detailed embodiments are a description of the present invention. It should not be considered that the specific embodiments of the present invention are limited to these descriptions. For those skilled in the art, several simple deductions and substitutions can be made without departing from the concept of the present invention, and all of these should be considered to fall within the protection scope of the present invention.

Claims

1. A method for adaptive control of high dynamic mass eccentricity without rudder surfaces, characterized in that, Includes the following steps: S1. Real-time acquisition of the aircraft's attitude angle, angular velocity, and spin frequency; S2. Receive the attitude correction command issued by the guidance system, and calculate the attitude correction command into the desired centroid offset vector; The calculation of the centroid offset vector specifically includes: The desired control torque is received from the guidance system. Based on the torque formula, and given the mass m and spin frequency ω, the required centroid offset vector is solved inversely. S3. Based on the current spin frequency of the aircraft and the centroid offset vector, a feedforward control component for offsetting nonlinear disturbances is calculated and generated in real time according to the centroid dynamics model; the feedforward control component is calculated by the following formula: ,in, Indicates feedforward driving force. Indicates centrifugal force. It represents Coriolis force; S4. Receive the position coordinates of the eccentric mass block in the two-dimensional plane obtained by the non-contact position sensing system, compare the position coordinates with the target position, and generate a position error; S5. Based on the position error, the rate of change of position error, and the dynamic characteristics of the aircraft, adaptively adjust the parameters of the feedback controller to generate adaptive feedback control components; the adaptive adjustment of the parameters of the feedback controller to generate adaptive feedback control components includes: A PID controller is employed, and its proportional, integral, and derivative parameters are adjusted through gain scheduling based on the spin frequency and the magnitude of the position error. The control law of the PID controller is as follows: In the formula: For positional error, This refers to the actual location; This is the feedback control quantity for the PID controller; This is the proportionality coefficient; The integral coefficient; The differential coefficients are denoted by t, which is a time variable. The gain scheduling specifically includes: ,in, , , For the designed nonlinear function, This represents the baseline value of the PID proportional parameter. This represents the baseline value of the PID integral parameter. The baseline value of the PID derivative parameter is represented by the following nonlinear function: ; ; As the spin frequency ω increases, the system's equivalent stiffness increases, through... function decrease When the error |e| is large, it is achieved by... function increase To accelerate response speed and ensure optimal control performance under different operating conditions; S6. The feedforward control component and the adaptive feedback control component are superimposed, and the driving command is output to the two-dimensional eccentric mass execution system.

2. The adaptive control method for high dynamic mass eccentricity without control surfaces according to claim 1, characterized in that, The driving command is the sum of the feedforward control component and the adaptive feedback control component.

3. The adaptive control method for high dynamic mass eccentricity without control surfaces according to claim 1, characterized in that, Also includes: Monitor whether the output of the two-dimensional eccentric mass actuator has reached the physical limit; if so, perform amplitude limiting and anti-saturation processing.

4. A rudderless high dynamic mass eccentricity adaptive control system, characterized in that, include: A two-dimensional eccentric mass actuator is used to drive the movement of an eccentric mass block in a plane perpendicular to the aircraft axis. A non-contact position sensing system is used to detect the two-dimensional position of the eccentric mass block in real time; The intelligent control and processing unit is used to execute the adaptive control method for high dynamic mass eccentricity without rudder surfaces as described in any one of claims 1-3.

5. The adaptive control system for high dynamic mass eccentricity without rudder surfaces according to claim 4, characterized in that, The two-dimensional eccentric mass actuation system includes an eccentric mass block, a support platform capable of two-dimensional independent motion in a plane perpendicular to the aircraft axis, and at least two sets of actuators; the eccentric mass block is located inside the aircraft; the actuators drive the support platform to move via differential drive.

6. The adaptive control system for high dynamic mass eccentricity without control surfaces according to claim 5, characterized in that, The actuator is a solid-state actuator or a miniature electromagnetic actuator, with a force density of not less than 10 N / cm³ and a bandwidth of not less than 100 Hz.

7. The adaptive control system for high dynamic mass eccentricity without control surfaces according to claim 4, characterized in that, The non-contact position sensing system includes a permanent magnet fixed to an eccentric mass block and a magnetic field sensing array fixed to a base, wherein the magnetic field sensing array is arranged non-collinearly in space.

8. The adaptive control system for high dynamic mass eccentricity without rudder surfaces according to claim 7, characterized in that, The magnetic field sensing array consists of at least three linear magnetic field sensors, which are Hall effect sensors or magnetoresistive sensors.

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