Attitude control method and system of aircraft, aircraft, medium and program product

Abstract

The embodiment of the invention provides an attitude control method and system of an aircraft, the aircraft, a medium and a program product, and relates to the technical field of flight control. The method comprises the following steps: acquiring an actual state observed quantity of an aircraft; estimating a disturbance estimation value of the aircraft dynamics model; wherein the estimation error converges within a preset observation time; generating an expected angular velocity instruction by using a preset time attitude controller; wherein the attitude tracking error converges within a preset first time; generating an expected torque instruction by using a preset time angular velocity controller; wherein the angular velocity tracking error converges within a preset second time; and solving the distribution problem of the expected torque instruction to obtain control instructions of a plurality of execution mechanisms so as to perform attitude control on the aircraft. According to the embodiment of the invention, by setting the related convergence time, the control model can realize convergence of the related state error within the preset time, so that the accuracy and the stability of aircraft attitude control are effectively improved.

Description

Technical Field

[0001] This application relates to the field of flight control technology, and more specifically, to an attitude control method, system, aircraft, medium, and program product for an aircraft. Background Technology

[0002] In the field of aircraft control, control is mainly divided into two categories: linear control and nonlinear control. Common linear control methods include PID (Proportional Integral Differential) control and LQR (Linear Quadratic Regulator) control, which are typically based on linearized models. While linear control methods perform reasonably well under small disturbances and low-maneuverability conditions, their performance significantly deteriorates under high angle-of-attack and high-maneuverability conditions due to the strong nonlinearity and coupling of aerodynamic characteristics, making it difficult to guarantee attitude tracking accuracy and flight stability.

[0003] Traditional nonlinear control methods include sliding mode control, backstepping control, and ADRC (Active Disturbance Rejection Control). Although these methods can handle nonlinear and uncertain problems to a certain extent, the convergence time of the controller and observer cannot be precisely set in advance, which affects mission planning and safety margin design. Therefore, the accuracy and stability of the aircraft attitude control are still not high. Summary of the Invention

[0004] The purpose of this application is to provide an attitude control method, system, aircraft, medium, and program product for an aircraft, so as to improve the accuracy and stability of the attitude control of the aircraft.

[0005] In a first aspect, embodiments of this application provide an attitude control method for an aircraft, including: Acquire the actual state observations of the aircraft collected by the sensors; wherein, the actual state observations include the actual attitude and the actual angular velocity; Based on the actual state observations and the controller output control quantity, the disturbance estimate of the aircraft dynamics model is estimated; wherein, the controller output control quantity includes the attitude output control quantity of the preset time attitude controller and / or the angular velocity output control quantity of the preset time angular velocity controller, and the estimation error of the disturbance estimate converges within a preset observation time. Based on the actual attitude, the desired attitude command, and the disturbance estimate, a desired angular velocity command is generated; wherein the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time period; Based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate, a desired torque command is generated; wherein the angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period; The desired torque command is allocated to obtain control commands for multiple actuators, which are used to perform attitude control on the aircraft.

[0006] In this embodiment, by setting relevant convergence times in the controller and observer respectively, the control model can achieve convergence of relevant state errors within a preset time and still have high robustness in the face of uncertainties and external disturbances, thereby effectively improving the accuracy and stability of aircraft attitude control.

[0007] In some embodiments, estimating the disturbance estimate of the aircraft dynamics model based on the actual state observations and the controller output control quantity includes: Using a preset time state observer based on the actual attitude and the attitude output control quantity of the preset time attitude controller, the first disturbance estimate of the aircraft dynamics model in relation to the preset time attitude controller is estimated. The step of generating the desired angular velocity command based on the actual attitude, the desired attitude command, and the disturbance estimate includes: Using the first disturbance estimate as feedforward compensation, the preset time attitude controller generates the desired angular velocity command based on the actual attitude and the desired attitude command.

[0008] In the embodiments of this application, by generating corresponding disturbance estimation components for the attitude controller and using them as feedforward compensation for the attitude controller, attitude-related disturbances can be accurately counteracted, thereby further improving the accuracy and robustness of the outer-loop attitude control.

[0009] In some embodiments, estimating the disturbance estimate of the aircraft dynamics model based on the actual state observations and the controller output control quantity includes: Using a preset time state observer based on the actual angular velocity and the angular velocity output control quantity of the preset time angular velocity controller, the second disturbance estimate of the aircraft dynamics model in relation to the preset time angular velocity controller is estimated; The step of generating the desired torque command based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate includes: Using the second disturbance estimate as feedforward compensation, the preset time angular velocity controller generates the desired torque command based on the actual angular velocity and the desired angular velocity command.

[0010] In this embodiment, by generating corresponding disturbance estimation components for the angular velocity controller and using them as feedforward compensation for the angular velocity controller, disturbances related to angular velocity can be accurately counteracted, thereby further improving the response speed and stability of the inner loop angular velocity control.

[0011] In some embodiments, the preset time state observer is constructed based on a preset time gain function; wherein the preset time gain function incorporates a preset observation convergence time parameter to make the estimation error converge within a preset observation time.

[0012] In this embodiment, by constructing a state observer based on a preset time gain function and explicitly introducing a preset observation convergence time parameter, the disturbance estimation error can be strictly controlled to converge within a preset time, thereby providing fast and accurate disturbance information for each controller.

[0013] In some embodiments, both the preset time attitude controller and the preset time angular velocity controller are constructed based on a preset time stability theory; The preset time attitude controller incorporates a preset first convergence time parameter to make the attitude tracking error converge within the first time period; The preset time angular velocity controller incorporates a preset second convergence time parameter to make the angular velocity tracking error converge within the second time period.

[0014] In this embodiment, by constructing a controller based on a preset time stability theory and explicitly introducing a convergence time parameter, the tracking error of each controller can be strictly controlled to converge within a preset time independent of the initial state, thereby further improving the reliability of the overall system.

[0015] In some embodiments, the estimation error of the perturbation estimate converges within a preset observation time, including: By setting a preset time gain function in the preset time state observer, the estimation error is made to converge within the observation time corresponding to the observation convergence time parameter; The preset time gain function value monotonically increases from an initial value to infinity during the period from zero to the observation convergence time parameter.

[0016] In this embodiment of the application, by setting a preset time gain function for the observer, a convergence driving force that continuously increases with time can be applied to the disturbance estimation process, and the disturbance estimation error is forced to converge within a preset observation time, thereby further improving the efficiency and accuracy of disturbance estimation.

[0017] In some embodiments, the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time period, including: By constructing a first Lyapunov function that includes the attitude tracking error, the attitude tracking error converges within a first time interval corresponding to the first convergence time parameter; The first Lyapunov function satisfies the preset time stability theoretical inequality condition during the period from zero to the first convergence time parameter.

[0018] In this embodiment of the application, by constructing a first Lyapunov function that satisfies the preset time inequality condition, it can be strictly ensured that the convergence time of the attitude tracking error is limited by the explicitly set first convergence time parameter, thereby further improving the reliability of attitude tracking error convergence.

[0019] The angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period, including: By constructing a second Lyapunov function that includes the angular velocity tracking error, the angular velocity tracking error converges within a second time interval corresponding to the second convergence time parameter; The second Lyapunov function satisfies the preset time stability theoretical inequality condition during the period from zero to the second convergence time parameter.

[0020] In this embodiment of the application, by constructing a second Lyapunov function that satisfies the preset time inequality condition, it can be strictly ensured that the convergence time of the angular velocity tracking error is limited by the explicitly set second convergence time parameter, thereby further improving the reliability of the angular velocity tracking error convergence.

[0021] Secondly, embodiments of this application provide an attitude control system for an aircraft, comprising: The data acquisition module is used to acquire the actual state observations of the aircraft collected by the sensors; wherein, the actual state observations include the actual attitude and the actual angular velocity; The disturbance estimation module is used to estimate the disturbance estimate of the aircraft dynamics model based on the actual state observations and the controller output control quantity; wherein, the controller output control quantity includes the attitude output control quantity of the preset time attitude controller and / or the angular velocity output control quantity of the preset time angular velocity controller, and the estimation error of the disturbance estimate converges within a preset observation time. The outer loop control module is used to generate a desired angular velocity command based on the actual attitude, the desired attitude command, and the disturbance estimate; wherein the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time period; The inner loop control module is used to generate a desired torque command based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate; wherein the angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period; The attitude control module is used to distribute the desired torque command to obtain control commands for multiple actuators, which are used to control the attitude of the aircraft.

[0022] Thirdly, embodiments of this application provide an aircraft including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, can implement the method described in any embodiment of the first aspect.

[0023] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, can implement the method described in any embodiment of the first aspect.

[0024] Fifthly, embodiments of this application provide a computer program product, which includes a computer program, wherein the computer program, when executed by a processor, can implement the method described in any embodiment of the first aspect. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A flowchart illustrating an attitude control method for an aircraft provided in an embodiment of this application; Figure 2 A system architecture diagram of the attitude control system of an aircraft provided in the embodiments of this application; Figure 3 This application provides a schematic diagram of the structure of an attitude control system for an aircraft. Figure 4 This is a schematic diagram of the structure of an aircraft provided in an embodiment of this application. Detailed Implementation

[0027] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0028] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] It should be noted that although traditional nonlinear control methods can handle nonlinear and uncertain problems to some extent, they still generally have the following shortcomings: 1. Most methods can only guarantee asymptotic stability or finite-time stability. The convergence time is related to the initial state, but it is difficult to accurately control the attitude response time during the mission planning stage. Since the convergence time of attitude and angular velocity errors cannot be explicitly set during the controller design stage, it affects mission timing planning and flight safety margin design.

[0030] 2. Disturbance observers (such as extended state observers and sliding mode observers) can usually only achieve exponential convergence or finite-time convergence. Their convergence time is difficult to plan in a unified manner with the controller convergence time. When faced with parameter perturbations, aerodynamic uncertainties and external disturbances, the attitude control performance of the overall system is prone to degradation and has low robustness.

[0031] 3. For overdriven fixed-wing platforms with multiple actuators such as control surfaces and thrust vectoring, traditional solutions often simply use allocation coefficients or pseudo-inverse methods for control allocation, without fully considering actuator constraints and optimization objectives. This makes it difficult to balance tracking accuracy, actuator usage, and control smoothness. As a result, control commands are prone to chattering or abrupt changes, affecting the engineering implementation of the flight control system and the lifespan of the actuators.

[0032] To address at least one technical problem existing in the prior art, this application provides an attitude control method for an aircraft. By setting convergence times in the controller and the observer respectively, the control model achieves the convergence of disturbance compensation and state error within a preset time. This method can still have high robustness in the face of uncertainties and external disturbances, thereby effectively improving the accuracy and stability of the aircraft attitude control.

[0033] like Figure 1 As shown in the figure, this application provides an attitude control method for an aircraft, which may include the following steps: S1. Acquire the actual state observations of the aircraft collected by the sensors; wherein, the actual state observations include the actual attitude and the actual angular velocity.

[0034] For example, the actual attitude and actual angular velocity of the aircraft can be collected in real time by sensors (such as inertial measurement units, airspeed gauges, GPS, etc.). Some of these actual state observations are transmitted to a preset time state observer as a basis for disturbance estimation, while the other part is transmitted to each controller (preset time attitude controller and preset time angular velocity controller) as a basis for control logic operation.

[0035] S2. Based on the actual state observations and the controller output control quantity, estimate the disturbance estimate of the aircraft dynamics model; wherein, the controller output control quantity includes the attitude output control quantity of the preset time attitude controller and / or the angular velocity output control quantity of the preset time angular velocity controller, and the estimation error of the disturbance estimate converges within the preset observation time.

[0036] For example, the controller output control quantity includes the control output quantity of the preset time attitude controller (desired angular velocity command) and the control output quantity of the preset time angular velocity controller (desired torque command).

[0037] It is understandable that the controller output control quantity is the control quantity output by each controller in the previous cycle (the previous control time). Using a preset time state observer based on the actual state observations of the current cycle and the controller output control quantity of the previous cycle, the disturbance estimate of the aircraft dynamics model in the current cycle can be estimated. Subsequently, each controller generates the control output quantity for the current cycle based on the disturbance estimate, and so on for iterative operation. In the initial stage of controller operation (such as the first cycle), since there is no controller output control quantity from the "previous cycle," a preset initial controller output control quantity can be used as the input to the preset time state observer.

[0038] It should be noted that during the estimation of the disturbance estimate of the aircraft dynamics model, the preset time state observer ensures that the estimation error of the disturbance estimate is strictly limited to convergence within the preset observation time by using a pre-set observation convergence time parameter.

[0039] S3. Based on the actual attitude, the desired attitude command, and the disturbance estimate, generate the desired angular velocity command; wherein, the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time interval.

[0040] It should be noted that the torque generated by aerodynamic torque and thrust vector can be uniformly modeled into the attitude dynamics equation (aircraft dynamics model) to obtain a general nonlinear model of angular velocity and attitude. Appropriate decoupling and linearization processing can be performed on each channel to facilitate control law design.

[0041] For example, the preset time attitude controller can be regarded as the outer loop preset time control law (outer loop Predefined Time Control Law, outer loop PTCL) of the system.

[0042] For example, the desired attitude command can be generated by a preset command generation module and processed by a tracking differentiator. The desired attitude command may include attitude angle commands (such as roll angle commands). Pitch angle command and yaw angle command ), and the derivative of the attitude angle command (e.g., including , and ).

[0043] For example, the preset time attitude controller can receive desired attitude commands (e.g., including those transmitted by the command generation module and the tracking differentiator) from the command generation module and the tracking differentiator. , and ,as well as , and ), and the actual attitude transmitted by the receiving sensor (e.g., including roll angle). Pitch angle and yaw angle ).

[0044] It should be noted that during the generation of the desired angular velocity command, the preset time attitude controller uses a pre-set first convergence time parameter to ensure that the attitude tracking error is strictly limited to convergence within a preset first time.

[0045] S4. Based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate, generate the desired torque command; wherein, the angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time interval.

[0046] For example, the preset time angular velocity controller can be regarded as the inner loop preset time control law (inner loop Predefined Time Control Law, inner loop PTCL) of the system.

[0047] For example, the preset time angular velocity controller can receive the desired angular velocity command (such as a roll angular velocity command) transmitted by the preset time attitude controller. p d Pitch angular velocity command q d and yaw rate command r d ), and the actual angular velocity (including roll angular velocity) received from the sensor. pPitch angular velocity q and yaw rate r ), and based on this, generate the desired torque command ( ),in For the desired rolling torque, For the desired pitch moment, The desired yaw moment.

[0048] It should be noted that during the generation of the desired torque command, the preset time angular velocity controller uses a pre-set second convergence time parameter to ensure that the angular velocity tracking error is strictly limited to convergence within a preset second time.

[0049] S5. Distribute the desired torque command to obtain control commands for multiple actuators, which can be used for attitude control of the aircraft.

[0050] Furthermore, the desired torque command is allocated to obtain control commands for multiple actuators, which are then used for attitude control of the aircraft, specifically: Based on the preset control performance matrix, the problem of allocating the desired torque command is solved by using the constrained control allocation optimization objective function, and control commands for multiple actuators are obtained for attitude control of the aircraft.

[0051] For example, based on the control performance matrix obtained through aerodynamic modeling and experimental data. B The desired torque vector output by the inner loop can be obtained. With actuator deflection vector Establish an approximate linear relationship between them:

[0052] in, These are the actual output vectors of roll, pitch, and yaw moments. It is an actuator command vector that includes the ailerons, elevator, rudder, and thrust vector deflection.

[0053] Based on the above linear mapping relationship, the allocation problem of each actuator can be modeled as a constrained optimization problem to approximate the desired torque vector. To solve the problem towards the objective, the following constraints need to be considered comprehensively: Deflection angle constraints and deflection rate constraints for each actuator; Priority or weight allocation relationships among the implementing agencies; When control redundancy exists, minimize the amount of actuators used or the amount of changes.

[0054] By solving this optimization problem, the deflection of the actuator that satisfies the preset constraints can be obtained. To achieve the desired torque Precise tracking and coordinated utilization of redundant actuators.

[0055] For example, the above optimization problem can be implemented using convex optimization forms such as quadratic programming. As an example, the specific objective function form, weight selection, constraint expression, and solution algorithm can be implemented in the following typical ways: The embodiments of this application set relevant convergence times in the controller and observer respectively, enabling the control model to achieve convergence of relevant state errors within a preset time, and still have high robustness in the face of uncertainties and external disturbances, thereby effectively improving the accuracy and stability of aircraft attitude control.

[0056] like Figure 2 As shown, this application exemplarily addresses the attitude control problem of overdriven fixed-wing UAVs by adopting an integrated scheme of "preset time control + preset time expansion state observation + control allocation". This scheme enables the attitude tracking error and angular velocity tracking error to converge within a preset time, and maintains good robustness even in the presence of aerodynamic uncertainties and external disturbances. Furthermore, the redundancy of multiple actuators is fully utilized through control allocation.

[0057] In some embodiments, step S2 may include: Using a preset time state observer, based on the actual attitude and the attitude output control quantity of the preset time attitude controller, the first disturbance estimate of the aircraft dynamics model in terms of the preset time attitude controller is estimated. Step S3 may include: Using the first disturbance estimate as feedforward compensation, the desired angular velocity command is generated by the preset time attitude controller based on the actual attitude and the desired attitude command.

[0058] It should be noted that the actual state observations include the actual attitude. The preset time state observer can use the actual attitude from the actual state observations as the estimation basis to perform disturbance estimation for the preset time attitude controller (outer loop PTCL), and obtain the first disturbance estimate of the aircraft dynamics model in the attitude control dimension, which is used as feedforward compensation when the preset time attitude controller generates the desired angular velocity command.

[0059] Based on this embodiment, by generating corresponding disturbance estimation components for the attitude controller and using them as feedforward compensation for the attitude controller, attitude-related disturbances can be accurately counteracted, thereby further improving the accuracy and robustness of the outer-loop attitude control.

[0060] In some embodiments, step S2 may include: Using a preset time state observer based on the actual angular velocity and the angular velocity output control quantity of the preset time angular velocity controller, the second disturbance estimate of the aircraft dynamics model in relation to the preset time angular velocity controller is estimated; Step S4 may include: Using the second disturbance estimate as feedforward compensation, the desired torque command is generated based on the actual angular velocity and the desired angular velocity command using a preset time angular velocity controller.

[0061] It should be noted that the actual state observations include the actual angular velocity. The preset time state observer can use the actual angular velocity from the actual state observations as an estimation basis to perform disturbance estimation for the preset time angular velocity controller (inner loop PTCL), and obtain the second disturbance estimate of the aircraft dynamics model in the angular velocity control dimension, which is used as feedforward compensation when the preset time angular velocity controller generates the desired torque command.

[0062] Based on this embodiment, by generating corresponding disturbance estimation components for the angular velocity controller and using them as feedforward compensation for the angular velocity controller, disturbances related to angular velocity can be accurately counteracted, thereby further improving the response speed and stability of the inner loop angular velocity control.

[0063] In some embodiments, the observation time is shorter than the second time, and the second time is shorter than the first time.

[0064] It should be noted that the observation time, the first time, and the second time can be the same value or different values.

[0065] For example, by limiting the observation time to less than the convergence time (first time and second time) of the state error of each controller, it is possible to obtain the converged and accurate disturbance information provided by the observer before each controller generates the desired instruction.

[0066] For example, by limiting the convergence time (second time) of the angular velocity tracking error to be less than the convergence time (first time), the angular velocity error can be decayed in a shorter preset time, thereby improving the response speed and stability of the attitude control system.

[0067] In some embodiments, the preset time state observer is constructed based on a preset time gain function; wherein, the preset time gain function incorporates a preset observation convergence time parameter to make the estimation error converge within a preset observation time.

[0068] Furthermore, by setting a preset time gain function in the preset time state observer, the estimation error converges within the observation time corresponding to the observation convergence time parameter; Among them, the function value of the preset time gain function monotonically increases from an initial value to infinity during the period from zero to the observation convergence time parameter.

[0069] It should be noted that by constructing an observer, the Lyapunov function of the observation error can be made to satisfy a preset time stability condition, and the observation convergence time parameter can be explicitly introduced (explicitly introducing means adding the time parameter in the solution model). This allows the disturbance estimation error to converge within a preset time. Based on this, the observed disturbance estimates are fed back to the attitude control law (outer loop PTCL) and the angular velocity control law (inner loop PTCL) as feedforward compensation for their controllers, thereby improving the robustness of the overall control system to model uncertainties and external disturbances.

[0070] It should be noted that the key to the preset time state observer lies in using a preset time gain function (represented as...). To explicitly introduce a preset observation convergence time parameter (represented as) ).

[0071] For example, the preset time gain function can be an integer function as follows:

[0072] in, For the preset time state observer in the corresponding channel i (For example The preset convergence time parameter; t It is a preset time gain function The independent variable in the equation is a clock signal that starts from 0 and continuously increases. This represents the secant function.

[0073] Based on this preset time gain function, a preset observation convergence time parameter is explicitly introduced into the preset time state observer. This ensures that no matter how large the initial estimation error is, it can be strictly guaranteed that the estimation error will converge within a preset observation time (the estimation error is driven to zero).

[0074] For example, a typical implementation of a preset time state observer is as follows: For a single channel i (like The total disturbance in nonlinear dynamics is uniformly denoted as ( The following second-order extended state observer state can be constructed: z i1 For the controlled variable (e.g.) The estimate; z i2 : Total disturbance The estimate.

[0075] Define the estimation error:

[0076] in It is a passage i The actual measured value (e.g., pitch angle directly measured by the IMU) ).

[0077] and take

[0078] in This is a design parameter (can be 1, or adjusted according to actual conditions).

[0079] The following power-law nonlinear functions can be used in the preset time-state observer:

[0080] in, It is a design parameter. It is a symbolic function. The power of the absolute value of the input variable (e.g., tracking error) determines the nonlinearity of the function.

[0081] Introduce a preset time-dependent shaping function (i.e., a preset time gain function):

[0082] in, For the preset time state observer in the corresponding channel i (For example The preset convergence time parameter; t It is a preset time gain function The independent variable in the equation is a clock signal that starts from 0 and continuously increases. This represents the secant function.

[0083] Then define a switch function:

[0084] A typical implementation of the preset time state observer can be expressed as:

[0085] in, This represents the controller output control quantity for the corresponding channel (for the attitude dimension). For channel i Angular velocity; for the dimension of angular velocity, For channel i (desired torque); These are different preset observer gain parameters.

[0086] Based on this, when hour, The preset time state observer adopts the same as The associated preset time high-gain structure ensures that the estimation error is within the preset observation time. Convergence; when hour, The preset time-state observer degenerates into one based on and A nonlinear observer structure is used to reduce chattering and improve the accuracy of steady-state estimation.

[0087] It is understandable that by adopting the above-mentioned preset time state observer form, disturbance estimation support is provided for the preset time control law of the outer / inner loop, and accurate estimation of unmodeled dynamics and external disturbances is achieved.

[0088] In some embodiments, both the preset time attitude controller and the preset time angular velocity controller are constructed based on the preset time stability theory; The preset time attitude controller incorporates a preset first convergence time parameter to ensure that the attitude tracking error converges within the first time. The preset time angular velocity controller incorporates a preset second convergence time parameter to ensure that the angular velocity tracking error converges within a second time period.

[0089] Furthermore, the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time interval, specifically including: By constructing a first Lyapunov function that includes the attitude tracking error, the attitude tracking error converges in the first time interval corresponding to the first convergence time parameter; The first Lyapunov function satisfies the preset time stability theoretical inequality condition during the period from zero to the first convergence time parameter.

[0090] The angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time interval, including: By constructing a second Lyapunov function that includes the angular velocity tracking error, the angular velocity tracking error converges in the second time interval corresponding to the second convergence time parameter; The second Lyapunov function satisfies the pre-defined time stability theoretical inequality condition during the period from zero to the second convergence time parameter.

[0091] For example, for a preset time attitude controller, a Lyapunov function can be designed based on a preset time stability theory, and an error dynamic inequality that satisfies the preset time convergence condition can be constructed.

[0092] The attitude tracking errors for roll, pitch, and yaw can be selected: , ,

[0093] in, , and These are the attitude tracking errors for the roll, pitch, and yaw angle channels, respectively. , and These are the desired roll angle command, pitch angle command, and yaw angle command, respectively. , and These are the actual attitude roll angle, pitch angle, and yaw angle transmitted by the sensors, respectively.

[0094] Based on the aforementioned preset time error dynamics, the virtual attitude control quantity (or desired angular velocity) generated by the outer loop control law is derived by reverse calculation: roll angular velocity command. p d Pitch angular velocity command q d and yaw rate command r d This ensures that the attitude tracking error converges within a set time.

[0095] In this control law, the system uncertainty and external disturbance values ​​estimated by a preset time state observer are introduced, and the controller is fed forward to reduce the impact of model mismatch.

[0096] For example, for a preset time angular velocity controller, with a roll angular velocity p Pitch angular velocity q and yaw rate r Define the angular velocity error for the controlled object: , ,

[0097] Among them, the roll angular velocity command p d Pitch angular velocity command q d and yaw rate command r d It can be given by the outer loop attitude control output or the task planning.

[0098] Based on this, a dynamic inequality of angular velocity error that satisfies preset time stability can be constructed, and the desired roll, pitch, and yaw moments can be output by the preset time angular velocity controller. By allowing the angular velocity error to decay within a shorter preset time, the response speed and stability of the attitude control system are improved.

[0099] In this control law, a preset time state observer is also used to estimate and compensate for the uncertainty and disturbance of the angular velocity channel.

[0100] Taking the pitch angle channel as an example, a typical implementation of a preset time-attitude controller is as follows: First, regarding the pitch angle channel ( )have:

[0101] in, The derivative of the pitch angle, The pitch angular velocity, It is the combined effect of gravity, lift, and thrust on this channel (pitch channel), which can be regarded as the "total disturbance" of this channel.

[0102] Let the pitch tracking error be:

[0103] in, It is the tracking differentiator that receives the desired pitch angle command. The resulting smooth desired pitch angle command is obtained through processing.

[0104] According to the pre-defined time stability theory:

[0105] in, V This represents a constructed Lyapunov function. T To preset the convergence time, c The shape parameters to be adjusted (value range is...) ), used for regulating functions V Dynamic characteristics of the convergence process; This indicates that the above inequality applies to the function V The coarse adjustment term when it is large enough, because when V When it is very large, It is also very large, and therefore the convergence rate of the inequality is very large; This indicates that the above inequality applies to the function V Sufficient hours of fine-tuning, because when V When I was very young, Compare VSmaller, the convergence rate of the inequality will therefore become very small, and due to the coefficients The existence of something does not equate to its being V Even when the size is very small, there is still a certain convergence rate (to avoid convergence stagnation); Specifically: In the state V (Regarding the function of error, see below) (For example illustration) In larger stages, the above inequality is expressed through... This provides strong convergence momentum, ensuring that large errors (such as pitch tracking errors, as exemplified below) can be reduced quickly. ); in the state V Smaller stages ( V (Approaching zero stage), the above inequality is passed through This feature provides fine-grained convergence capability, ensuring that errors (such as pitch tracking errors, as exemplified below) are minimized. It can return to zero smoothly and accurately.

[0106] The preset time attitude control law for the pitch angle channel can be written as:

[0107] The nonlinear function is defined as follows: The nonlinear function is used to replace the sign function to smooth the control input and eliminate jitter. For the preset time state observer pair The estimate is used for disturbance compensation; , These are preset time control parameters, where It directly determines the upper bound of the convergence time for the pitch angle error; It is a linear gain, used to improve steady-state accuracy; This refers to pitch angle tracking error; To smooth the derivative of the desired pitch angle command.

[0108] In Lyapunov analysis, the following can be taken:

[0109] Substituting this into the above control law derivation, we can obtain:

[0110] Based on the conditions given by the aforementioned time stability lemma, the pitch angle error is guaranteed to remain within the preset time. Convergence; among which, and It is the constructed ( ) and the settings The terms obtained after substituting into the above-mentioned preset time stability theory formula are explained in detail in the above-mentioned interpretation of the preset time stability theory formula.

[0111] In some embodiments, for roll angle Yaw angle Roll angular velocity p Pitch angular velocity q and yaw rate r All of these can employ a preset time control law with the same structure as the pitch angle channel described above (applicable to preset time attitude controllers and preset time angular velocity controllers). Based on the preset time attitude control law of the pitch angle channel described above, for other channels (such as...) The general notation for a control law can be expressed as:

[0112] in: For the corresponding channel (e.g.) Tracking error; The total disturbance estimate for the corresponding channel is the preset time state observer; , , For this channel (e.g.) The preset time control parameters, where It is a linear gain, used to improve steady-state accuracy; The first derivative of the corresponding reference instruction (e.g.) The result can be obtained from a tracking-differentiator (TD) or trajectory planning.

[0113] In some embodiments, actual attitude and actual angular velocity both include roll angle channel, pitch angle channel and yaw angle channel; The disturbance estimate includes the total disturbance estimate for each channel; the total disturbance estimate includes disturbances caused by aerodynamic uncertainties and preset external factors.

[0114] For example, the Predefined Time State Observer (PTSO) can specifically be a Predefined Time Etended State Observer (PTESO), which integrates aerodynamic parameter uncertainties, external wind disturbances, etc., into a generalized disturbance and adds it as an extended state to the system state space model.

[0115] For example, the system can handle roll ( ), pitch ( ),yaw( The three channels are controlled independently and in parallel. For each channel, a preset time state observer can estimate a corresponding total disturbance estimate, which is used as feedforward compensation for the controller.

[0116] Based on this embodiment, by incorporating disturbances caused by aerodynamic uncertainties and external factors into the total disturbance information of each channel, it is possible to achieve comprehensive quantification of complex disturbance information, thereby further improving the accuracy of disturbance compensation.

[0117] In some embodiments, the aircraft is an overdriven fixed-wing unmanned aerial vehicle; the multiple actuators include control surface actuators and thrust vectoring actuators; the control surface actuators include ailerons, elevators and rudders.

[0118] For example, the system of this application embodiment can be applied to an overdriven fixed-wing UAV, which is equipped with a control surface actuator (including an aileron for roll control, an elevator for pitch control, and a rudder for yaw control) and a thrust vector actuator (which can deflect the thrust line laterally and vertically).

[0119] Based on this, in the optimization problem solved by the control allocation module, the actuator command vector is... ,in, These are the aileron, elevator, and rudder deflection angles, respectively. These represent the lateral and vertical deflection angles of the thrust vector, respectively.

[0120] Control effectiveness matrix B This reflects the torque exerted by these actuators on the three channels ( The contribution of 3x5 matrix.

[0121] Based on this embodiment, by accurately allocating the desired torque command solved by the controller to the control components of each actuator of the overdriven fixed-wing UAV, the redundancy characteristics of the overdriven fixed-wing UAV actuators can be fully utilized, thereby further improving the accuracy and reliability of the aircraft control.

[0122] It should be noted that the embodiments of this application are for overdriven fixed-wing UAVs with multiple actuators. After obtaining the desired torque through the processing of the preset time attitude / angular velocity control law, the desired torque can be reasonably distributed to each control surface and thrust vector actuator through the constrained quadratic programming (QP) control allocation method.

[0123] For example, a typical implementation of the control allocation module is as follows: 1. Define the control effectiveness model: Let the desired torque command output by the preset time angular velocity controller be: .

[0124] in, These represent the desired moments for roll, pitch, and yaw, respectively. express It is a 3-dimensional real vector.

[0125] Let the actuator deflection vector be: .

[0126] in, These are aileron deflection, elevator deflection, and rudder deflection, respectively. These are the lateral and vertical deflection angles of the thrust vector, respectively. express It is a 5-dimensional real vector.

[0127] Under given flight conditions, a control effectiveness matrix can be constructed based on aerodynamic linearization and thrust vector model:

[0128] This makes the actual total moments of roll, pitch, and yaw approximately satisfy: .

[0129] Based on this, a control effectiveness matrix can be constructed. B The deflection of the actuator ( ) and roll, pitch, and yaw moments ( Establish a linear approximation relationship to form an overdrive control input model.

[0130] 2. Modeling of actuator constraints: Considering the physical deflection limit and maximum deflection rate limit of the actuator, let: , These are the physical minimum and maximum deflection angle vectors for each actuator; This represents the maximum deflection angular velocity vector for each actuator; This represents the actuator deflection at the previous sampling time. To control the sampling period.

[0131] Within the current sampling period, considering both the deflection amplitude and rate constraints, the following effective constraints can be constructed: ,

[0132] in, , The vector is applied element-wise to ensure that the deviation does not exceed the physical deflection limit or the maximum allowable deflection change in a single sampling period.

[0133] 3. Constrained quadratic programming control allocation: To balance torque tracking accuracy with actuator usage and smoothness, a weight matrix is ​​introduced: The torque tracking error weight matrix is ​​usually a diagonal positive definite matrix, which is used to adjust the tracking priority of the three torque channels (roll, pitch, and yaw).

[0134] The deflection weight matrix of the actuators is usually a diagonal positive definite matrix; it is used to adjust the usage cost or smoothness priority of the five actuators (ailerons, elevators, rudders, lateral thrust, and vertical thrust).

[0135] : Scalar weights for balancing torque tracking and changes in actuator parameters.

[0136] 4. Construct the objective function for control allocation (an objective function for control allocation with constraints):

[0137] The first term is used to reduce the error between the actual torque and the desired torque, and the second term is used to suppress the change in the actuator deflection relative to the previous moment, making the control command smoother.

[0138] Based on this, the control allocation problem in this example can be described as a standard quadratic programming problem with boundary constraints.

[0139] 5. Online solving and output control: In flight control systems, the aforementioned quadratic programming problem can be solved online using various methods (such as the active set algorithm, projected gradient, and interior point method) to obtain the optimal solution.

[0140] Then As input commands for servos (including ailerons, elevators, and rudders) and thrust vector servo mechanisms, it enables coordinated control among multiple actuators and precise realization of desired torque.

[0141] By using the above control allocation method, under the premise of satisfying the physical constraints and rate constraints of the actuators, the redundant actuators of the overdrive fixed-wing UAV are rationally utilized, which significantly improves the system's adaptability to high-maneuverability flight missions and the balance of actuator usage.

[0142] Compared with the prior art, the embodiments of this application have the following beneficial effects: 1. Achieve independent and precise setting of convergence time: By explicitly introducing preset time parameters into the design of preset time attitude controller, preset time angular velocity controller and preset time state observer, the convergence time of attitude and angular velocity tracking errors can be set independently and precisely during the design phase. This convergence time is independent of the initial state of the system, thereby significantly improving the predictability of task planning and the accuracy of safety margin design.

[0143] 2. Significantly enhances the system's robustness against interference: By using a preset time state observer, the total disturbance, including model uncertainty and external disturbance, is quickly estimated within a preset observation time. This disturbance estimate is then fed forward to the corresponding controller in real time, thereby effectively suppressing the impact of complex disturbances such as changes in aerodynamic parameters and gusts on control performance, enabling the system to maintain high accuracy and stability even in uncertain environments.

[0144] 3. Optimized Coordination and Utilization of Driven Actuators: Based on the control efficiency model, control allocation is performed using optimization methods such as constrained quadratic programming, which can rationally distribute the desired torque command to multiple heterogeneous actuators. This method ensures accurate torque tracking while balancing the utilization rate of each actuator, avoiding local saturation, thus fully leveraging the advantages of controlling redundancy in multiple actuators and helping to extend the service life of the actuators.

[0145] 4. Ensure the smoothness and engineering practicality of control commands: During the control allocation process, by introducing a penalty term for the change in the actuator command and a hard constraint on its deflection rate, the sudden changes in control commands and high-frequency chatter can be effectively suppressed, making the commands output to the servo and other actuators continuous and smooth, reducing mechanical shock and fatigue damage, and improving the reliability and feasibility of the entire flight control system in engineering practice.

[0146] 5. Expanding the operating range and supporting high-performance maneuverability: By designing the controller based on a nonlinear model and adopting a preset time convergence mechanism and active disturbance rejection strategy, it can adapt to complex aerodynamic conditions such as high angle of attack and high angle of attack, and maintain good attitude control performance within a wider flight envelope, thereby significantly improving the ability of fixed-wing UAVs to perform high-maneuverability flight missions.

[0147] Please refer to Figure 3 , Figure 3 A block diagram illustrating the composition of an aircraft attitude control system provided in some embodiments of this application is shown. It should be understood that the attitude control system of this aircraft is similar to that described above. Figure 1 The corresponding method embodiments are capable of executing the various steps involved in the above method embodiments. The specific functions of the attitude control system of the aircraft can be found in the description above. To avoid repetition, detailed descriptions are appropriately omitted here.

[0148] Figure 3 The attitude control system of the aircraft includes at least one software function module that can be stored in memory or embedded in the attitude control system of the aircraft in the form of software or firmware. The attitude control system of the aircraft includes: The data acquisition module 310 is used to acquire the actual state observations of the aircraft collected by the sensors; wherein, the actual state observations include the actual attitude and the actual angular velocity; The disturbance estimation module 320 is used to estimate the disturbance estimate of the aircraft dynamics model based on the actual state observations and the controller output control quantity; wherein, the controller output control quantity includes the attitude output control quantity of the preset time attitude controller and / or the angular velocity output control quantity of the preset time angular velocity controller, and the estimation error of the disturbance estimate converges within a preset observation time. The outer loop control module 330 is used to generate a desired angular velocity command based on the actual attitude, the desired attitude command, and the disturbance estimate; wherein the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time. The inner loop control module 340 is used to generate a desired torque command based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate; wherein the angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period; The attitude control module 350 is used to distribute the desired torque command and obtain control commands from multiple actuators for attitude control of the aircraft.

[0149] It is understood that the above system item embodiments are corresponding to the method item embodiments of the present invention. The attitude control system of an aircraft provided by the embodiments of the present invention can implement the attitude control method of an aircraft provided by any one of the method item embodiments of the present invention.

[0150] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the system described above can be referred to the corresponding process in the aforementioned method, and will not be elaborated further here.

[0151] like Figure 4 As shown, some embodiments of this application provide an aircraft 400, which includes a memory 410, a processor 420, and a computer program stored in the memory 410 and executable on the processor 420. When the processor 420 reads the program from the memory 410 via a bus 430 and executes the program, it can implement any of the methods included in the above-described attitude control method for aircraft.

[0152] Processor 420 can process digital signals and may include various computing architectures. For example, it may be a complex instruction set computer architecture, a reduced instruction set computer architecture, or an architecture that implements multiple instruction set combinations. In some examples, processor 420 may be a microprocessor.

[0153] Memory 410 can be used to store instructions executed by processor 420 or data related to the execution of instructions. These instructions and / or data may include code for implementing some or all of the functions of one or more modules described in the embodiments of this application. The processor 420 of this disclosure embodiment can be used to execute instructions in memory 410 to implement the methods shown above. Memory 410 includes dynamic random access memory, static random access memory, flash memory, optical memory, or other memories well known to those skilled in the art.

[0154] Some embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, describes the method described in the method embodiments.

[0155] Some embodiments of this application also provide a computer program product that, when run on a computer, causes the computer to perform the methods described in the method embodiments.

[0156] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For system-type embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0157] It should be understood, in the several embodiments provided in this application, that the disclosed systems and methods can also be implemented in other ways. The system embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0158] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0159] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0160] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0161] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0162] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. An attitude control method for an aircraft, characterized in that, include: Acquire the actual state observations of the aircraft collected by the sensors; wherein, the actual state observations include actual attitude and actual angular velocity; Based on the actual state observations and the controller output control quantity, the disturbance estimate of the aircraft dynamics model is estimated; wherein, the controller output control quantity includes the attitude output control quantity of the preset time attitude controller and / or the angular velocity output control quantity of the preset time angular velocity controller, and the estimation error of the disturbance estimate converges within a preset observation time. Based on the actual attitude, the desired attitude command, and the disturbance estimate, a desired angular velocity command is generated; wherein the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time period; Based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate, a desired torque command is generated; wherein the angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period; The desired torque command is allocated to obtain control commands for multiple actuators, which are used to perform attitude control on the aircraft.

2. The attitude control method for an aircraft according to claim 1, characterized in that, The estimation of disturbance estimates for the aircraft dynamics model based on the actual state observations and the controller output control quantity includes: Using a preset time state observer based on the actual attitude and the attitude output control quantity of the preset time attitude controller, the first perturbation estimate of the aircraft dynamics model in relation to the preset time attitude controller is estimated. The step of generating the desired angular velocity command based on the actual attitude, the desired attitude command, and the disturbance estimate includes: Using the first disturbance estimate as feedforward compensation, the preset time attitude controller generates the desired angular velocity command based on the actual attitude and the desired attitude command.

3. The attitude control method for an aircraft according to claim 1, characterized in that, The estimation of disturbance estimates for the aircraft dynamics model based on the actual state observations and the controller output control quantity includes: Using a preset time state observer based on the actual angular velocity and the angular velocity output control quantity of the preset time angular velocity controller, the second disturbance estimate of the aircraft dynamics model in relation to the preset time angular velocity controller is estimated; The step of generating the desired torque command based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate includes: Using the second disturbance estimate as feedforward compensation, the preset time angular velocity controller generates the desired torque command based on the actual angular velocity and the desired angular velocity command.

4. The attitude control method for an aircraft according to claim 2, characterized in that, The preset time state observer is constructed based on a preset time gain function; wherein, the preset time gain function incorporates a preset observation convergence time parameter to make the estimation error converge within a preset observation time.

5. The attitude control method for an aircraft according to claim 2, characterized in that, Both the preset time attitude controller and the preset time angular velocity controller are constructed based on the preset time stability theory; The preset time attitude controller incorporates a preset first convergence time parameter to make the attitude tracking error converge within the first time period; The preset time angular velocity controller incorporates a preset second convergence time parameter to make the angular velocity tracking error converge within the second time period.

6. The attitude control method for an aircraft according to claim 4, characterized in that, The estimation error of the disturbance estimate converges within a preset observation time, including: By setting a preset time gain function in the preset time state observer, the estimation error is made to converge within the observation time corresponding to the observation convergence time parameter; The preset time gain function value monotonically increases from an initial value to infinity during the period from zero to the observation convergence time parameter.

7. The attitude control method for an aircraft according to claim 5, characterized in that, The attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time period, including: By constructing a first Lyapunov function that includes the attitude tracking error, the attitude tracking error converges within a first time interval corresponding to the first convergence time parameter; The first Lyapunov function satisfies the preset time stability theoretical inequality condition during the period from zero to the first convergence time parameter.

8. The attitude control method for an aircraft according to claim 5, characterized in that, The angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period, including: By constructing a second Lyapunov function that includes the angular velocity tracking error, the angular velocity tracking error converges within a second time interval corresponding to the second convergence time parameter; The second Lyapunov function satisfies the preset time stability theoretical inequality condition during the period from zero to the second convergence time parameter.

9. An attitude control system for an aircraft, characterized in that, include: The data acquisition module is used to acquire the actual state observations of the aircraft collected by the sensors; wherein, the actual state observations include the actual attitude and the actual angular velocity; The disturbance estimation module is used to estimate the disturbance estimate of the aircraft dynamics model based on the actual state observations and the controller output control quantity; wherein, the controller output control quantity includes the attitude output control quantity of the preset time attitude controller and / or the angular velocity output control quantity of the preset time angular velocity controller, and the estimation error of the disturbance estimate converges within a preset observation time. The outer loop control module is used to generate a desired angular velocity command based on the actual attitude, the desired attitude command, and the disturbance estimate; wherein the attitude tracking error between the actual attitude and the desired attitude command converges within a preset first time period; The inner loop control module is used to generate a desired torque command based on the actual angular velocity, the desired angular velocity command, and the disturbance estimate; wherein the angular velocity tracking error between the actual angular velocity and the desired angular velocity command converges within a preset second time period; The attitude control module is used to distribute the desired torque command to obtain control commands for multiple actuators, which are used to control the attitude of the aircraft.

10. An aircraft, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, can implement the attitude control method of the aircraft according to any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the attitude control method for an aircraft as described in any one of claims 1-8.

12. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the attitude control method for the aircraft according to any one of claims 1-8.

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