Aircraft automatic throttle speed control method and system based on dynamic inversion

Abstract

This invention discloses an automatic throttle speed control method and system for aircraft based on dynamic inverse, belonging to the field of design technology. The method includes: multiplying the difference between the ground speed command and the ground speed feedback by an acceleration gain proportional term to obtain the desired ground speed acceleration increment; solving for the ground speed acceleration increment using climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload; multiplying the difference between the desired ground speed acceleration increment and the ground speed acceleration increment by a state function related to the aircraft's mass to obtain the desired thrust acceleration increment; obtaining the engine thrust efficiency matrix by taking the partial derivative of the engine thrust with respect to the throttle opening; multiplying the calculated desired thrust acceleration increment by the inverse of the thrust efficiency matrix, and then adding the throttle state variable from the previous cycle to obtain the final throttle control command. The automatic throttle control law of this invention is derived from pure equations of motion, with clear physical meaning. The control law structure does not contain integrators, feedforward compensation, or other terms, reducing the "trial and error" work of gain preset while achieving consistent control performance. It exhibits high robustness and has broad engineering application prospects.

Description

Technical Field

[0001] This invention relates to the field of flight control law design technology, specifically to an automatic throttle speed control method and system for aircraft based on dynamic inverse. Background Technology

[0002] Existing automatic throttle speed control systems typically use the aircraft speed command minus the speed feedback to obtain the error, superimpose a specific feedforward term, and then use a PID controller to perform proportional, integral, and derivative calculations on the error before summing them to output the throttle control command. These control parameters require extensive dynamic gain planning, i.e., parameter tuning, as the aircraft's characteristic parameters change and the flight environment, such as changes in altitude and Mach number, change. However, in certain high-precision trajectory tracking phases, such as automatic landing, high-precision speed control capabilities are required. In these cases, to resist various external disturbances such as wind, error compensation or feedforward control terms are added, such as overload and acceleration estimation rate compensation, and feedforward correction in trajectory planning, to simultaneously meet the requirements of speed and high precision. However, these trial-and-error patchwork control methods consume a lot of design time and still cannot achieve consistent dynamic speed response across the entire aircraft envelope, making it difficult to meet the requirements of efficient and excellent control quality. When an aircraft experiences rapid disturbances such as maneuvering, the integral term of its control law inevitably becomes saturated. At the same time, due to the large response delay of the engine circuit itself, the PID controller will inevitably choose a small gain, which in turn leads to a slow exit from saturation, resulting in non-command overshoot of the speed control response. Summary of the Invention

[0003] To address the aforementioned problems in existing automatic throttle speed control technologies, this invention proposes an automatic throttle speed control method and system for aircraft based on dynamic inverse. Its control law is derived from pure equations of motion, eliminating the need for various feedforward, compensation branches, integrators, and other components in engineering applications. It exhibits high robustness and better rapid disturbance rejection characteristics.

[0004] To achieve the above-mentioned objectives, the technical solution of the present invention is as follows: The automatic throttle speed control method for aircraft based on dynamic inverse includes the following steps: The difference between the ground speed command and the ground speed feedback is multiplied by the acceleration gain ratio term to obtain the expected acceleration increment of the ground speed command. Use the climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload to solve for the ground velocity acceleration increment; The difference between the ground speed command expected acceleration increment and the ground speed acceleration increment is multiplied by a state function related to the aircraft mass to obtain the thrust command expected acceleration increment. The engine thrust efficiency matrix is ​​obtained by taking the partial derivative of the engine thrust with respect to the throttle opening. Multiply the calculated thrust command expected acceleration increment by the inverse of the thrust efficiency matrix, and then add the throttle state value from the previous cycle to obtain the final throttle control command.

[0005] Furthermore, by subtracting the ground speed feedback from the ground speed command and multiplying the difference by the acceleration gain proportional term, we obtain the expected acceleration increment of the ground speed command, as shown in the following formula: ; The parameters represent: ground speed command VGC, ground speed feedback VG, acceleration gain ratio KVAUTO, and ground speed command expected acceleration increment VGCDOT.

[0006] Furthermore, using the climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload, the ground velocity acceleration increment is calculated using the following formula: The parameters represent: climb angle GAMA, angle of attack ALFA, sideslip angle BETA, axial overload Nx, lateral overload Ny, normal overload Nz, and ground speed acceleration increment VGDOT.

[0007] Furthermore, for certain aircraft requiring coordinated turns, it is approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. In this case, the formula for calculating the ground speed acceleration increment simplifies to the following form: .

[0008] Furthermore, the difference between the expected ground speed acceleration increment and the expected ground speed acceleration increment is multiplied by a state function related to the aircraft's mass to obtain the expected thrust acceleration increment, as shown in the following formula: The parameters represent: ground speed acceleration increment VGDOT, ground speed command desired acceleration increment VGCDOT, angle of attack ALFA, sideslip angle BETA, and state function related to the aircraft mass m. .

[0009] Furthermore, for certain aircraft requiring coordinated turns, it is approximately assumed that the sideslip angle is well controlled and sufficiently small within the full flight envelope. In this case, the formula for calculating the expected acceleration increment of the thrust command simplifies to the following form: .

[0010] Furthermore, by taking the partial derivative of engine thrust with respect to throttle opening, the engine thrust efficiency matrix is ​​obtained, as shown in the following formula: The parameters represent: throttle opening dT, height ALT, Mach number MA, small perturbation of throttle opening DdT, and engine thrust efficiency matrix BFPDT.

[0011] Furthermore, in response to the control requirements of the gauge speed command, the gauge speed is first converted to vacuum speed, and then the wind speed VWIND is superimposed to convert it into ground speed control command, and then the aforementioned method is used for control.

[0012] Furthermore, the speedometer command is converted into a ground speed control command, expressed by the formula: The parameters in the formula represent: the actual density RHO at the altitude of the aircraft, the air density RHO0 under standard atmospheric conditions at sea level, the indicated air speed command VIASC, and the ground speed control command VGC.

[0013] This invention also proposes an automatic throttle speed control system for aircraft based on dynamic inversion, comprising: The instruction shaping module is configured to multiply the difference between the ground speed instruction and the ground speed feedback by the acceleration gain ratio term to obtain the expected acceleration increment of the ground speed instruction. The state feedback module is configured to use climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload to solve for the ground speed acceleration increment; and to multiply the difference between the ground speed acceleration increment and the expected ground speed acceleration increment by a state function related to the aircraft mass to obtain the thrust command expected acceleration increment. The thrust inverse module is configured to take the partial derivative of the engine thrust with respect to the throttle opening to obtain the engine thrust efficiency matrix; and to multiply the expected acceleration increment of the thrust command obtained from the state feedback module by the inverse of the thrust efficiency matrix, and then add the throttle state quantity of the previous step to obtain the final throttle control command.

[0014] In summary, the present invention has the following advantages: 1. The automatic throttle control law of this method has a simple physical meaning and a clear structure. Only one parameter needs to be designed and shaped, which reduces the complexity of "trial and error" work such as gain preset. The design process is greatly simplified, and the design efficiency and design quality are improved. 2. The automatic throttle control law structure of this method is based on the pure equation of motion. In engineering practice, it no longer requires various feedforward, compensation branches, integrator links, etc. It has high robustness, better fast disturbance rejection characteristics, and wide adaptability to various short / long period disturbances caused by changes in the aircraft's own characteristics, various maneuvers, and external environmental wind disturbances. 3. For components with inherently high latency (usually on the order of seconds), such as engine thrust, the automatic throttle control law structure of this method does not include an integrator, thus avoiding overshoot in dynamic response and various problems such as limitations caused by integral saturation. 4. The automatic throttle control law of this method is based on the inverse transformation of the B matrix of thrust efficiency, and outputs the final automatic throttle control command in incremental form. It can obtain the consistency of dynamic speed response at various altitudes and achieve the full envelope performance consistency that is difficult to achieve with traditional throttle control methods. 5. The automatic throttle control law structure of this method has higher robustness than the traditional method. As long as the thrust actuators such as the engine are not replaced, no matter how the various characteristic parameters of the aircraft change, there is no need to redesign. Even if there is a need to replace the engine, only the engine model and thrust efficiency matrix B need to be updated, without redesigning. This greatly reduces the design burden of designers and has a significant effect on cost reduction and efficiency improvement. Attached Figure Description

[0015] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments, wherein: Figure 1 This is a schematic diagram of the automatic throttle speed control law system. Figure 2 is a block diagram of the automatic throttle ground speed control law; Figure 3 is a flowchart of the automatic throttle ground speed control law; Figure 4 is a block diagram of the automatic throttle speed control law; Figure 5 is a flowchart of the automatic throttle speed control law; Figure 6 This is a simulation comparison diagram between the present invention and the classic PID control method. Detailed Implementation

[0016] To more clearly illustrate the present invention, the following description, in conjunction with preferred embodiments and accompanying drawings, further clarifies the invention. Those skilled in the art should understand that the specific description below is illustrative rather than restrictive and should not be construed as limiting the scope of protection of the present invention.

[0017] For any aircraft equipped with a thrust system such as an engine, the velocity loop consists of two parts: the aircraft's maneuvering motion and the engine's propulsion. The former is a short-cycle influence with suddenness, while the latter is a long-cycle influence with typical time delay characteristics. Traditional automatic throttle speed control systems typically use PID control methods, requiring extensive trial-and-error adjustments to multiple parameters across the entire flight envelope. If the aircraft's state and other characteristic parameters change significantly, repeated parameter adjustments and optimizations are necessary, and consistent dynamic response across the entire envelope cannot be achieved.

[0018] This patent is guided by first principles and starts from the basic Newton's laws of motion. Based on the dynamic inverse method, it derives an automatic throttle control law applicable to ground speed / gauge speed control.

[0019] First, for any aircraft equipped with a thrust system such as an engine, the following coordinate systems defined in textbooks can be used: Ground coordinate system G: The origin is located at any fixed point on the ground, the x-axis points due north on the ground plane, the z-axis points vertically downwards, and the y-axis points eastwards perpendicular to the xz plane; Airflow coordinate system A: The origin is located at the center of mass of the aircraft and moves with the aircraft. The x-axis points in the direction of the aircraft's airspeed, the z-axis is located in the plane of symmetry of the aircraft and is perpendicular to the x-axis, pointing downwards, and the y-axis is perpendicular to the xz plane and points to the right. The angle of attack, ALFA, is defined as the velocity vector, which is the angle between the projection of the x-axis of the airflow axis system A onto the plane of symmetry and the x-axis of the body axis system. The sideslip angle, BETA, is defined as the velocity vector, which is the angle between the x-axis of the airflow axis system A and the plane of symmetry of the aircraft, which is the xz plane of the body axis system. The motion trajectory coordinate system K: the origin is located at the center of mass of the aircraft and moves with the aircraft; the x-axis points in the direction of the aircraft's ground speed; the z-axis is located in the plane of symmetry of the aircraft and is perpendicular to the x-axis, pointing downwards; the y-axis is perpendicular to the xz plane and points to the right; the climb angle, or GAMA, is defined as the angle between the x-axis and the xy plane of the ground coordinate system G; the trajectory angle, or KSI, is defined as the angle between the projection of the x-axis and the x-axis of the ground coordinate system G. Aircraft coordinate system B: The origin is located at the center of mass of the aircraft and moves with the aircraft. The x-axis points directly in front of the nose within the plane of symmetry of the aircraft. The z-axis is perpendicular to the x-axis and points downward within the plane of symmetry of the aircraft. The y-axis is perpendicular to the xz plane and points to the right.

[0020] The principle that any object maintains a certain state of motion under the influence of a net external force is fundamental to Newton's laws of motion. This patent derives and designs a novel automatic throttle speed control law for aircraft based on this principle. It is known that Newton's second law of motion holds only in inertial frames of reference, that is, Newton's second law for any aircraft in inertial frame l is as follows:

[0021] In the above and subsequent formulas, the upper right corner of the symbols represents the reference frame, and the lower right corner represents the relative coordinate system. Therefore... Let In be the velocity of the aircraft in the reference frame In. Find the derivative of the time in reference frame In for the spacecraft.

[0022] The classical view of spacetime approximates that time is equal in inertial frames and low-speed frames of reference. If we approximate that Earth is the inertial frame of reference, then Newton's second law for the spacecraft relative to Earth's frame of reference E is expressed as follows:

[0023] Using the rotational time derivative, Newton's second law of motion for the aircraft relative to the trajectory reference frame K can be obtained as follows:

[0024] In the formula, Let K be the second-order tensor corresponding to the rotational angular rate vector of reference frame K relative to reference frame E. The above expression can be obtained as follows in the track coordinate system K, where the overload during level flight is defined as 1g, that is, the overload is the ratio of the net external force (excluding gravity) to gravity:

[0025] Solve the following equations simultaneously:

[0026] Substituting the values ​​and performing matrix operations yields the following:

[0027] The above formula is taken as the basic formula for the throttle control loop based on dynamic inversion. Considering that the overload signal is measured in body axis B, it can be transformed from body axis B --> airflow axis A --> track coordinate system K to K system using a transformation matrix. The formula is:

[0028] The coordinate system transformation matrix is ​​shown in the following equation, where the velocity vector is the roll angle. Let be the angle between the xz-symmetric plane of the aircraft's body axis B and the vertical plane containing the velocity vector. This value does not actually affect subsequent derivation calculations.

[0029] Substituting into the equation, the direction of the ground velocity vector in the track coordinate system is expressed as... On the axis, the following formula (1) can be obtained: (1) For conventional aircraft, propulsion systems such as engines are typically located on the axis of symmetry. If the installation angle error is ignored, that is, the thrust direction coincides with the x-axis of the body axis:

[0030] In the formula, For engine thrust, Let x be the component of the aerodynamic resultant force along the x-axis of the body axis system. Taking the partial derivative of equation (1) with respect to the thrust yields the thrust efficiency matrix equation (2): (2) Then, the control law formula (3) for the automatic throttle speed control command can be obtained by the dynamic inverse method: (3) In the formula, For the previous throttle value, The acceleration gain proportional term can be understood as the desired speed response characteristic, enabling direct design of speed control quality. The entire speed loop control law calculation structure has no integral component, avoiding issues such as integral management. Only a unified proportional gain needs to be designed for command shaping, allowing for rapid achievement of consistent dynamic response across the entire speed control envelope.

[0031] Thus, this patent derives a simple speed control method by cleverly selecting the motion trajectory coordinate system K, as shown in formulas (1) to (3). This method does not include an integrator and introduces information such as aircraft mass, three-axis acceleration, angle of attack, sideslip angle, climb angle, and ground speed, which can realize the design of an efficient ground speed loop automatic throttle control law.

[0032] For commonly used VIAS (Vehicle Speed ​​Assurance) control requirements, the gauge speed can first be converted to vacuum speed, then superimposed with the VWIND (Wind Speed) command to convert it to ground speed control. The same control method described above can then be used. For example, by looking up a table or through... Conversion, in the formula That is, RHO0 is the air density under standard atmospheric conditions at sea level. RHO refers to the actual air density at the flight altitude.

[0033] This patent derivation and design realizes a new method for automatic throttle speed control based on dynamic inversion. The derivation process and the final formula results are shown in the above formulas (1) to (3).

[0034] Example 1 This embodiment provides a detailed description of the implementation method for ground speed control.

[0035] The block diagram of the automatic throttle speed control law is attached. Figure 2 As shown, the implementation process is attached. Figure 3 As shown, it includes the following steps: Step 1: Multiply the difference between the ground speed command VGC and the ground speed feedback VG by KVAUTO to obtain the expected acceleration increment VGCDOT of the ground speed command, as shown in formula (4): (4) Step 2: Using the climb angle GAMA, angle of attack ALFA, sideslip angle BETA, axial overload Nx, lateral overload Ny, and normal overload Nz, solve for the ground velocity acceleration increment VGDOT, see formula (5): (5) In particular, for certain aircraft that require coordinated turning and other quality requirements, it can be approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. Then, formula (5) can be simplified to the following form, see formula (6): (6) Step 3: Multiply the difference between the ground speed acceleration increment VGDOT and the ground speed acceleration increment VGCDOT by the state function related to mass m to obtain the thrust command acceleration increment ERFPDOT, as shown in formula (7): (7) In particular, for certain aircraft that require coordinated turning and other quality requirements, it can be approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. Then, formula (7) can be simplified to the following form, see formula (8): (8) Step 4: Engine thrust is usually a function of throttle opening, height, and Mach number, i.e., FP=f(dT,ALT,MA). The engine thrust efficiency matrix BFPDT can be obtained by taking the partial derivative of engine thrust with respect to throttle opening using a small perturbation method, as shown in formula (9). Here, the small perturbation of throttle opening DdT is set to a fixed small amount, usually 1% of the total stroke. For example, when the throttle opening command is in the form of speed, considering that the speed stroke is usually tens of thousands, DdT=100 can meet the accuracy requirements.

[0036] (9) Step 5: Multiply the calculated thrust command expected acceleration increment ERFPDOT by the inverse of the thrust efficiency matrix BFPDT (in particular, scalar inversion is a direct division operation), and then add the throttle state quantity dT0 from the previous step to obtain the final throttle control command dT, as shown in formula (10): (10) Example 2 This embodiment provides a detailed description of the implementation method of the speedometer control.

[0037] For speedometer calculation, the speedometer speed can be converted into ground speed command, and the above steps can be used to solve the problem. The block diagram of the automatic throttle speedometer control law is shown in Figure 4, and the implementation process is shown in Figure 5, which includes the following steps: Step 1: Introduce the actual density RHO at the altitude of the aircraft and the air density RHO0 under standard atmospheric conditions at sea level, convert the indicated air speed command VIASC into the vacuum air speed command, and then introduce the wind speed information VWIND to convert it into the ground speed command VGC, see formula (11): (11) Step 2: Multiply the difference between the ground speed command VGC and the ground speed feedback VG by KVAUTO to obtain the expected acceleration increment VGCDOT of the ground speed command, as shown in formula (12): (12) Step 3: Using the climb angle GAMA, angle of attack ALFA, sideslip angle BETA, axial overload Nx, lateral overload Ny, and normal overload Nz, solve for the ground velocity acceleration increment VGDOT, see formula (13): (13) In particular, for certain aircraft that require coordinated turning and other quality requirements, it can be approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. Then, formula (5) can be simplified to the following form, see formula (14): (14) Step 4: Subtract the ground speed acceleration increment VGDOT from the ground speed command desired acceleration increment VGCDOT, and multiply the difference by the state function to obtain the thrust command desired acceleration increment ERFPDOT, as shown in formula (15): (15) In particular, for certain aircraft that require coordinated turning and other quality requirements, it can be approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. Then, formula (7) can be simplified to the following form, see formula (16): (16) Step 5: Engine thrust is usually a function of throttle opening, height, and Mach number, i.e., FP=f(dT,ALT,MA). The thrust efficiency matrix BFPDT can be obtained by taking the partial derivative of engine thrust with respect to throttle opening using a small perturbation method, as shown in formula (17). Here, the small perturbation of throttle opening DdT is set to a fixed small amount, usually 1% of the total stroke. For example, when the throttle opening is the speed, considering that the speed is usually tens of thousands, DdT=100 can meet the calculation accuracy.

[0038] (17) Step 6: Multiply the calculated thrust command expected acceleration increment ERFPDOT by the inverse of the thrust efficiency matrix BFPDT. In particular, the scalar inversion is directly a division operation. Then add the throttle state quantity dT0 from the previous step to obtain the final throttle control command dT, as shown in formula (18): (18) Example 3 Based on the derivation process of the control law, this embodiment provides a structural schematic diagram of the automatic throttle speed control system of the method described in this patent, as shown in Figure 1. The system described in this patent includes: The aircraft itself; Command system: The manual / automatic command system provides speed commands; Execution system: The thrust system, such as the engine, provides throttle command response and throttle status feedback; The calculation system: The flight control / flight management computer performs data acquisition, control law calculation, and final command transmission; Sensing system: An integrated airspeed tube system collects angle of attack, sideslip angle and wind speed information; a satellite positioning system collects ground speed and climb angle information; and an inertial measurement system accelerometer collects triaxial overload information.

[0039] The above systems are all existing conventional atmospheric aircraft equipped with computers, power systems, sensors, and actuators, and the method described in this patent can be implemented without adding any additional equipment or mechanisms.

[0040] The automatic throttle speed control system of this patent also includes a computational structure consisting of three main modules: a command generation module, a state feedback module, and a thrust inversion module. Among them: The command shaping module is configured to subtract the ground speed feedback from the ground speed command, multiply the difference by the acceleration gain proportional term, and obtain the expected acceleration increment of the ground speed command. Since the command shaping module involves only one parameter and a simple proportional element, the parameter does not require cumbersome gain preset optimization. It can cope with a wide range of changes in aircraft characteristics, has extremely high robustness, greatly reduces the design burden, and improves design efficiency and quality.

[0041] The state feedback module is configured to use climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload to solve for the ground speed acceleration increment; and to multiply the difference between the expected ground speed acceleration increment and the expected ground speed acceleration increment by a state function related to the aircraft's mass to obtain the expected thrust acceleration increment. In addition to conventional speed information feedback, the state feedback module also incorporates the aircraft's climb angle, airflow axis angle of attack, sideslip angle, and three-axis overload information from inertial measurement sensors. Based on kinematic equations, it solves problems such as delay and saturation caused by integrators and excessively small gains in traditional methods.

[0042] The thrust inversion module is configured to take the partial derivative of engine thrust with respect to throttle opening to obtain the engine's thrust efficiency matrix; and to multiply the expected acceleration increment of the thrust command obtained from the state feedback module by the inverse of the thrust efficiency matrix, and then add the throttle state quantity from the previous step to obtain the final throttle control command. Based on the B-matrix inverse transformation of engine thrust efficiency, the thrust inversion module uses an incremental dynamic inversion method to output the throttle control command, achieving consistent dynamic speed response at various altitudes and realizing full envelope performance consistency that is difficult to achieve with traditional throttle control methods.

[0043] Furthermore, in response to the requirements of airspeed control, this patent adds an airspeed command conversion module, which is used to introduce the actual density RHO at the altitude of the aircraft and the air density RHO0 under standard atmospheric conditions at sea level, convert the airspeed command VIASC into a vacuum speed command, and then introduce the wind speed information VWIND to convert it into a ground speed command VGC.

[0044] It should be noted that the functions of each module above correspond one-to-one with the method steps described in Examples 2 and 3. Any parts not described in detail will not be repeated.

[0045] The thrust-induced pull-out state was selected as the simulation condition. The method of this patent was compared with the classical PID control method in a simulation. The simulation results are attached. Figure 6 As shown in the figure, this patented method has higher anti-interference capability and broad engineering application prospects.

[0046] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A method for automatic throttle speed control of aircraft based on dynamic inverse, characterized in that, Includes the following steps: The difference between the ground speed command and the ground speed feedback is multiplied by the acceleration gain ratio term to obtain the expected acceleration increment of the ground speed command. Use the climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload to solve for the ground velocity acceleration increment; The difference between the ground speed command expected acceleration increment and the ground speed acceleration increment is multiplied by a state function related to the aircraft mass to obtain the thrust command expected acceleration increment. The engine thrust efficiency matrix is ​​obtained by taking the partial derivative of the engine thrust with respect to the throttle opening. Multiply the calculated thrust command expected acceleration increment by the inverse of the thrust efficiency matrix, and then add the throttle state value from the previous cycle to obtain the final throttle control command.

2. The automatic throttle speed control method for aircraft based on dynamic inverse as described in claim 1, characterized in that, The difference between the ground speed command and the ground speed feedback is multiplied by the acceleration gain proportional term to obtain the expected acceleration increment of the ground speed command, as shown in the following formula: ； in The parameters are: ground speed command VGC, ground speed feedback VG, acceleration gain ratio KVAUTO, and ground speed command expected acceleration increment VGCDOT.

3. The automatic throttle speed control method for aircraft based on dynamic inverse as described in claim 1, characterized in that, The ground velocity acceleration increment is calculated using climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload. The formula is as follows: (The format will be automatically adjusted after entering the electronic system.) The parameters represent: climb angle GAMA, angle of attack ALFA, sideslip angle BETA, axial overload Nx, lateral overload Ny, normal overload Nz, and ground speed acceleration increment VGDOT.

4. The aircraft automatic throttle speed control method based on dynamic inverse as described in claim 3, characterized in that, For certain aircraft that require coordinated turns, it is approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. In this case, the formula for calculating the ground speed acceleration increment simplifies to the following form: 。 5. The automatic throttle speed control method for aircraft based on dynamic inverse as described in claim 1, characterized in that, The difference between the ground speed acceleration increment and the ground speed acceleration increment is multiplied by a state function related to the aircraft's mass to obtain the thrust command acceleration increment, as shown in the following formula: The parameters represent: ground speed acceleration increment VGDOT, ground speed command desired acceleration increment VGCDOT, angle of attack ALFA, sideslip angle BETA, and state function related to the aircraft mass m. .

6. The automatic throttle speed control method for aircraft based on dynamic inverse as described in claim 5, characterized in that, For certain aircraft requiring coordinated turns, it is approximated that the sideslip angle is well controlled and sufficiently small within the full flight envelope. In this case, the formula for calculating the expected acceleration increment of the thrust command simplifies to the following form: 。 7. The automatic throttle speed control method for aircraft based on dynamic inverse as described in claim 1, characterized in that, Taking the partial derivative of engine thrust with respect to throttle opening, we obtain the engine thrust efficiency matrix, as shown in the following formula: The parameters represent: throttle opening dT, height ALT, Mach number MA, small perturbation of throttle opening DdT, and engine thrust efficiency matrix BFPDT.

8. The aircraft automatic throttle speed control method based on dynamic inverse as described in any one of claims 1 to 7, characterized in that, To meet the control requirements of the gauge speed command, the gauge speed is first converted to vacuum speed, and then the wind speed VWIND is superimposed to convert it into ground speed control command. The aforementioned method is then used for control.

9. The automatic throttle speed control method for aircraft based on dynamic inverse as described in claim 8, characterized in that, The conversion of speedometer commands into ground speed control commands can be expressed by the following formula: The parameters in the formula represent: the actual density RHO at the altitude of the aircraft, the air density RHO0 under standard atmospheric conditions at sea level, the indicated air speed command VIASC, and the ground speed control command VGC.

10. An automatic throttle speed control system for aircraft based on dynamic inversion, characterized in that, include: The instruction shaping module is configured to multiply the difference between the ground speed instruction and the ground speed feedback by the acceleration gain ratio term to obtain the expected acceleration increment of the ground speed instruction. The state feedback module is configured to use climb angle, angle of attack, sideslip angle, axial overload, lateral overload, and normal overload to solve for the ground speed acceleration increment; and to multiply the difference between the ground speed acceleration increment and the expected ground speed acceleration increment by a state function related to the aircraft mass to obtain the thrust command expected acceleration increment. The thrust inverse module is configured to take the partial derivative of the engine thrust with respect to the throttle opening to obtain the engine thrust efficiency matrix; and to multiply the expected acceleration increment of the thrust command obtained from the state feedback module by the inverse of the thrust efficiency matrix, and then add the throttle state quantity of the previous step to obtain the final throttle control command.

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