CN103853048B - Aircraft multiloop model bunch man-machine loop's combination frequency robust Controller Design method - Google Patents
Aircraft multiloop model bunch man-machine loop's combination frequency robust Controller Design method Download PDFInfo
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Abstract
The invention provides a kind of aircraft multiloop model bunch man-machine loop's combination frequency robust Controller Design method, the method directly determines by frequency sweep flight test the model cluster that the amplitude-frequency that obtains in full envelope curve and phase-frequency characteristic form under given differing heights, Mach number condition; Directly determine open loop cut-off frequency interval according to the amplitude versus frequency characte in flight envelope; Directly determine and the interval corresponding phase margin of cut-off frequency interval according to the phase-frequency characteristic in flight envelope; Determine compensation tache number and parameter value by adding the identification Method in plural serial stage hysteresis-lead compensation link controller phase margin index and System Discrimination in the full envelope curve of aircraft; Magnitude margin index in the full flight envelope of aircraft
Description
Technical Field
The invention relates to a design method of an aircraft controller, in particular to a design method of a man-machine closed loop composite frequency robust controller of an aircraft multi-loop model cluster, and belongs to the fields of measurement and control technology, flight mechanics and the like.
Background
The control of the take-off and landing process of the aircraft plays an important role in flight safety; because the flying speed of the aircraft is greatly changed in the taking-off and landing processes, the aircraft can also face a strong nonlinear problem even according to a longitudinal model; on the other hand, the control rudder of the aircraft has the phenomena of saturation, dead zone and the like; from the consideration of flight safety, when the system flies at ultra-low altitude (such as take-off/landing of an airplane), the controller must ensure that the system has certain stability margin, no overshoot and stability, so that the design of the ultra-low altitude flight controller is very complex, and the design of controlling the airplane cannot be directly applied by the existing control theory.
In the design of modern practical flight controllers, a small part of the design is designed by adopting a state space method, and most of the design is still designed by adopting a modern frequency method represented by a classical frequency domain method represented by PID and an inverse Nyquist array method. The modern control theory is characterized by a state space method, takes analytic calculation as a main means, and takes performance index realization as an optimal modern control theory, and then develops a series of controller design methods such as an optimal control method, a model reference control method, an adaptive control method, a dynamic inverse control method, a feedback linearization method, a direct nonlinear optimization control method, a variable gain control method, a neural network control method, a fuzzy control method, a robust control method, and a multi-method combination control, and the published academic papers are in ten thousands, for example, 2011 GhasemiA designs a reentry aircraft controlled by an adaptive fuzzy sliding mode (GhasemiA, MoradiM, menhajmb.adaptivefuzzylindlecontrolconsignformindelformadelforlow-softvehicle, slip-form engineering, 25(2): 210), and int3 year baotidebeauie designs a nonlinear phase aircraft for a non-linear fuzzy driving system (journal aircraft), fuzzy autonomous vehicle model engineering, model system, fuzzy control system, and intelligent vehicle model simulation system for unmanned aerial vehicle control system, 2013,24(3):499- & 509), many studies only stay in the idealized simulation study stage; the design has three problems that (1) because the ultra-low altitude operation stability test of the aircraft can not be carried out, an accurate mathematical model of a controlled object is difficult to obtain; (2) for evaluating important performance indexes of a flight control system such as stability margin specified by military standards, a state space method can not be expressed in an obvious form like a classical frequency method; (3) the controller structure is too complex, no constraints of actual controllers and flight states are considered, and the designed controller is not physically realizable.
The university scholark systematically and creatively researches how to popularize the frequency domain method into the design of a multivariable system, utilizes the concept of the advantage of the diagonal matrix to convert the multivariable problem into the design problem of a univariate system of a classical method which is well known by people, and then sequentially presents the methods of a Mayne sequence regression method, a MacFarlane characteristic trajectory method, an Owens parallel vector expansion method and the like. Especially when the computer aided design program with graphic display terminal is used, the experience and intelligence of the designer can be fully exerted to design the controller which not only meets the quality requirement, but also is physically realizable and has simple structure; the multivariate frequency method is improved and researched at home and abroad (a multivariate frequency domain design method of a high and high altitude, Rocheng, Shenhui, Huidewen and flexible satellite attitude decoupling controller, aerospace science news, 2007, Vol.28(2), pp 442-447; Lithocarpus, Charpy, Tiaoling cloud, Tilt turning hypersonic cruise aircraft multivariate frequency domain method decoupling design, rocket and guidance science news, 2011, Vol.31(3) and pp 25-28), however, the conservatism of the design method is too large when the uncertain problem of the system is considered, and a reasonable design result cannot be obtained under the condition that the aircraft is restricted by a control rudder.
In the development of high-performance aircraft, the quality of flight of an aircraft is evaluated not only by the dynamics of the aircraft itself and the pilot's maneuvering, but also by the highly consistent fit between the pilot and the aircraft, and the rationality of the functional allocation between the pilot and the advanced aircraft flight control system. The army standard for evaluating the flight quality of an aircraft has a serious drawback up to 1980, namely that the role of the pilot in the steering circuit is not taken into account, so that the evaluation obtained thereby has a certain gap from the result obtained after the pilot has taken a test flight. In recent years, a closed-loop criterion (the denier 2 smith criterion) with a driver participating in the system is being developed, but no effective algorithm is available until now. The Neille-Smith criterion was proposed in 1970 and is a closed loop pitch tracking criterion. The method for considering the problems is that a closed loop system is formed by a pilot and the airplane when the pilot flies the airplane, the pilot can easily operate and reach a specific flight index, and the flight quality is good. In order to obtain a driver-consistent opinion of the aircraft, the driver must be included in the theoretical analysis. Typically, mathematical models of driver behavior are non-linear, possibly discrete, but useful approximation models remain linear when studying stable steering objects. It has been shown by a large number of flight practice and simulation studies that the behavior of a driver is determined by the psychological characteristics, physiological characteristics, surroundings, steering system, and the task to be performed by the subject, and although the driver has individual characteristics, most of the driver's actions in performing a single flight task can be described by a well-defined mathematical model, which is an average of a large number of trials of the driver's behavior, close to the actual situation, and therefore, the following form of man-machine closed-loop characteristic driver model is now used in most cases:
and a system open loop transfer function or frequency characteristic to estimate the closed loop characteristic of the human machine.
Wherein:static gain for the driver,Is the inherent time delay characteristic of the driver,The time constant is compensated for the driver,Compensating the time constant for driver hysteresis; after the model is added, the problem of induced oscillation brought by a driver with slow response needs to be considered in a flight controller, and in the whole flight envelope, the design of the controller allowed by the driver with slow response has no systematic method, but partial research is carried out on a single flight state.
In summary, the existing control method cannot design a stable low-altitude flight controller without driver-induced oscillation and with small overshoot according to the stability margin index in the full flight envelope when the aircraft model changes.
Disclosure of Invention
In order to overcome the technical defects that the prior method can not design a low-altitude flight controller which is free of driver-induced oscillation, small in overshoot and stable and accords with the stability margin index in a full flight envelope under the condition that the model of an aircraft in the full flight envelope is changed greatly, the invention provides a design method of a multi-loop model cluster man-machine closed loop composite frequency robust controller of the aircraft, which directly determines and obtains a model cluster formed by amplitude-frequency and phase-frequency characteristics in the full envelope through a frequency sweeping flight test under the conditions of different given heights and Mach numbers; directly determining an open-loop cut-off frequency interval according to the amplitude-frequency characteristic in the flight envelope; directly determining a phase margin interval corresponding to the cut-off frequency interval according to the phase frequency characteristic in the flight envelope; determining the number and parameter values of compensation links by adding a multi-stage series lag-lead compensation link controller, phase margin indexes in a full envelope of the aircraft and a model identification method in system identification; amplitude margin index in full flight envelope of aircraftCarrying out controller effect verification under the condition of given decibel number; a low-altitude flight robust controller which is consistent with a full flight envelope, does not have driver-induced oscillation, has small overshoot and is stable is designed from the concepts of a phase margin and an amplitude margin.
The technical scheme adopted by the invention for solving the technical problems is as follows: a design method of a man-machine closed loop composite frequency robust controller of an aircraft multi-loop model cluster is characterized by comprising the following steps:
step 1, directly forming a model cluster of an operation control surface and a flight altitude in a full envelope of an aircraft by amplitude-frequency and phase-frequency characteristics in the full envelope of the aircraft allowed to fly through a sweep frequency flight test under the conditions of different given altitudes and Mach numbers, and obtaining the flutter frequency of the aircraft by crossing the flight envelope to obtain an open-loop transfer function model cluster matrix between the corresponding operation control surface and the flight altitude of the aircraft, wherein the open-loop transfer function model cluster matrix is as follows:
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is a positive integer and is a non-zero integer,is an independent variable of the laplacian transform,is the flying height of the aircraft,is a Mach number of the component (A),in order to be an uncertain vector,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial diagonal matrix of the form,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial of the order of a degree,is a positive integer;
selectingAnd the following conditions are met:
and
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial diagonal matrix of the form,is composed ofTo (1) aLine and firstThe elements of the column are, in turn,is composed ofTo (1) aLine and firstThe elements of the column are, in turn,,is composed ofA single-mode square matrix is adopted,in order to be a polynomial expression,is a phase angle mathematical sign;
the controller of the aircraft multi-circuit system is set as follows:
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is composed ofA diagonal matrix;is composed ofTo (1) aLine and firstThe elements of the column are, in turn,；
step 2, the controller，The design process of (2) is as follows:
(1) order toThe specific expression form is as follows:
wherein
、
In order to be a polynomial expression,for the commonly used laplace-changed variable in the transfer function,respectively the altitude and the mach number,is the delay time of the pitch loop,to followThe gain of the variation is varied in such a way that,is a polynomialMiddle followThe cluster of coefficients that are varied is,is a polynomialMiddle followThe cluster of coefficients that are varied is,is an uncertainty in the model;
driver model taking into account the man-machine closed loop behavior:
estimating the man-machine closed loop characteristic according to the frequency characteristic of the system open loop transfer function;
wherein:static gain for the driver,Is the inherent time delay characteristic of the driver,The time constant is compensated for the driver,Compensating the time constant for driver hysteresis;
thus, the open-loop model of the human-machine system becomes:
wherein:；
(2) judging at the uncertain part of the known modelThe method for directly determining the open-loop cut-off frequency interval according to the amplitude-frequency characteristic in the flight envelope comprises the following steps:
fromNamely, it isIs approximately asObtaining the open-loop cut-off frequencyMaximum value of solutionAnd minimum valueOpen loop cut-off frequencyThe interval is;
In the formula,is a positive real number, and the number of the real numbers,as a variable in the frequency characteristic,for the purpose of the imaginary part representation,is the angular frequency;
(3) judging at the uncertain part of the known modelAnd then, according to the phase frequency characteristic in the flight envelope, calculating the maximum phase margin in the envelope:
and minimum phase margin within the envelope:
directly determining a phase margin interval corresponding to the cut-off frequency interval as follows:
；
wherein,is a positive real number;
(4) the transfer function of the candidate multistage series lag-lead compensation link is as follows:
in the formula,is a constant gain to be determined, N is an integer representing the number of stages of the lag-lead compensation element to be determined,、、、for the time constant to be determined,is a parameter to be determined;
after adding a multi-stage series lag-lead compensation link,
fromNamely, it is
In order to obtain an open-loop cut-off frequencyMaximum value of solutionAnd minimum valueOpen loop cut-off frequencyThe interval is，
Phase margin indicator in aircraft full envelopeUnder given conditions, the phase margin of the system after adding the multi-stage series lag-lead compensation linkIt should satisfy:
namely, the following conditions are satisfied:
（1）
under the joint constraint of an index (1) formula and a maximum likelihood criterion, determining the series N and constant gain of a lag-lead compensation link according to a maximum likelihood method in system model structure identificationTime constant of、、、Parameter to be determined；
(5) Amplitude margin index within aircraft full envelopeIn the given case of decibels, the number of db,
fromNamely, it is
In obtaining the frequencyMaximum value of solutionAnd minimum value，The interval is，
And (3) judging:
namely, the following conditions are satisfied:
if the difference does not meet the requirement, the design of the flight controller is finished, and if the difference does not meet the requirement, the stage number of the compensation link is increased or the constant gain is reduced。
The invention has the beneficial effects that: based on the concepts of phase margin and amplitude margin, parameters of a robust controller in the multi-stage series lag-lead compensation link are determined by adding a multi-stage series lag-lead compensation link controller according to requirements and a model identification method meeting the given phase margin and amplitude margin in a full flight envelope, and the robust controller for low-altitude flight, which meets the full flight envelope, is designed, has the advantages of no driver-induced oscillation, small overshoot and stability.
The present invention will be described in detail with reference to examples.
Detailed Description
Step 1, linear sweep frequency signals are used under the conditions of different given altitudes and Mach numbers（In order to be the starting frequency,in order to cut-off the frequency of the frequency,，as sweep time) or log swept signals（In order to be the starting frequency,in order to cut-off the frequency of the frequency,t is sweep frequency time) to excite the airplane, and directly allowing the airplane to fly through a sweep frequency flight testThe amplitude frequency and phase frequency characteristics in the full envelope form a model cluster of an operation control surface and a flight altitude in the full envelope of the aircraft, the flutter frequency of the aircraft can be obtained by crossing the flight envelope, and an open-loop transfer function model cluster matrix between the corresponding operation control surface and the flight altitude of the aircraft is obtained as follows:
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is a positive integer and is a non-zero integer,is an independent variable of the laplacian transform,is the flying height of the aircraft,is a Mach number of the component (A),in order to be an uncertain vector,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial diagonal matrix of the form,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial of the order of a degree,is a positive integer;
selectingAnd the following conditions are met:
and
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial diagonal matrix of the form,is composed ofTo (1) aLine and firstThe elements of the column are, in turn,is composed ofTo (1) aLine and firstThe elements of the column are, in turn,,is composed ofA single-mode square matrix is adopted,in order to be a polynomial expression,is a phase angle mathematical sign;
the controller of the aircraft multi-circuit system is set as follows:
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is composed ofA diagonal matrix;is composed ofTo (1) aLine and firstThe elements of the column are, in turn,；
step 2, the controller，The design process of (2) is as follows:
(1) order toThe specific expression form is as follows:
wherein
、
In order to be a polynomial expression,for the commonly used laplace-changed variable in the transfer function,respectively, flying height andthe number of the Mach number is,is the delay time of the pitch loop,to followThe gain of the variation is varied in such a way that,is a polynomialMiddle followThe cluster of coefficients that are varied is,is a polynomialMiddle followThe cluster of coefficients that are varied is,is an uncertainty in the model;
driver model taking into account the man-machine closed loop behavior:
estimating the man-machine closed loop characteristic according to the frequency characteristic of the system open loop transfer function;
wherein:static gain for the driver,Is the inherent time delay characteristic of the driver,The time constant is compensated for the driver,Compensating the time constant for driver hysteresis;
thus, the open-loop model of the human-machine system becomes:
wherein:；
(2) judging at the uncertain part of the known modelThe method for directly determining the open-loop cut-off frequency interval according to the amplitude-frequency characteristic in the flight envelope comprises the following steps:
fromNamely, it isIs approximately asObtaining the open-loop cut-off frequencyMaximum value of solutionAnd minimum valueOpen loop cut-off frequencyThe interval is;
In the formula,is a positive real number, and the number of the real numbers,as a variable in the frequency characteristic,for the purpose of the imaginary part representation,is the angular frequency;
(3) judging at the uncertain part of the known modelAnd then, according to the phase frequency characteristic in the flight envelope, calculating the maximum phase margin in the envelope:
and minimum phase margin within the envelope:
directly determining a phase margin interval corresponding to the cut-off frequency interval as follows:
；
wherein,is a positive real number;
(4) the transfer function of the candidate multistage series lag-lead compensation link is as follows:
in the formula,is a constant gain to be determined, N is an integer representing the number of stages of the lag-lead compensation element to be determined,、、、for the time constant to be determined,is a parameter to be determined;
after adding a multi-stage series lag-lead compensation link,
fromNamely, it is
In order to obtain an open-loop cut-off frequencyMaximum value of solutionAnd minimum valueOpen loop cut-off frequencyThe interval is，
Phase margin indicator in aircraft full envelopeUnder given conditions, the phase margin of the system after adding the multi-stage series lag-lead compensation linkIt should satisfy:
namely, the following conditions are satisfied:
（1）
under the joint constraint of an index (1) formula and a maximum likelihood criterion, determining the series N and constant gain of a lag-lead compensation link according to a maximum likelihood method in system model structure identificationTime constant of、、、Parameter to be determined；
(5) Amplitude margin index within aircraft full envelopeDecibel givenIn the given case, the first and second sensors are,
fromNamely, it is
In obtaining the frequencyMaximum value of solutionAnd minimum value，The interval is，
And (3) judging:
namely, the following conditions are satisfied:
if the difference does not meet the requirement, the design of the flight controller is finished, and if the difference does not meet the requirement, the stage number of the compensation link is increased or the constant gain is reduced。
Claims (1)
1. A design method of a man-machine closed loop composite frequency robust controller of an aircraft multi-loop model cluster is characterized by comprising the following steps:
step 1, directly forming a model cluster of an operation control surface and a flight altitude in a full envelope of an aircraft by amplitude-frequency and phase-frequency characteristics in the full envelope of the aircraft allowed to fly through a sweep frequency flight test under the conditions of different given altitudes and Mach numbers, and obtaining the flutter frequency of the aircraft by crossing the flight envelope to obtain an open-loop transfer function model cluster matrix between the corresponding operation control surface and the flight altitude of the aircraft, wherein the open-loop transfer function model cluster matrix is as follows:
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is a positive integer and is a non-zero integer,is an independent variable of the laplacian transform,is the flying height of the aircraft,is a Mach number of the component (A),in order to be an uncertain vector,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial diagonal matrix of the form,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial of the order of a degree,is a positive integer;
selectingAnd the following conditions are met:
and
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is composed ofA single-mode square matrix is adopted,is composed ofA polynomial diagonal matrix of the form,is composed ofTo (1) aLine and firstThe elements of the column are, in turn,is composed ofTo (1) aLine and firstThe elements of the column are, in turn,,is composed ofA single-mode square matrix is adopted,in order to be a polynomial expression,is a phase angle mathematical sign;
the controller of the aircraft multi-circuit system is set as follows:
wherein,is composed ofThe method comprises the following steps of (1) square matrix,is composed ofA diagonal matrix;is composed ofTo (1) aLine and firstThe elements of the column are, in turn,；
step 2, the controller，The design process of (2) is as follows:
(1) order toThe specific expression form is as follows:
wherein
、
In order to be a polynomial expression,for the commonly used laplace-changed variable in the transfer function,respectively the altitude and the mach number,is the delay time of the pitch loop,to followThe gain of the variation is varied in such a way that,is a polynomialMiddle followThe cluster of coefficients that are varied is,is a polynomialMiddle followThe cluster of coefficients that are varied is,is an uncertainty in the model;
driver model taking into account the man-machine closed loop behavior:
estimating the man-machine closed loop characteristic according to the frequency characteristic of the system open loop transfer function;
wherein:static gain for the driver,Is the inherent time delay characteristic of the driver,The time constant is compensated for the driver,Compensating the time constant for driver hysteresis;
thus, the open-loop model of the human-machine system becomes:
wherein:；
(2) judging at the uncertain part of the known modelThe method for directly determining the open-loop cut-off frequency interval according to the amplitude-frequency characteristic in the flight envelope comprises the following steps:
fromNamely, it isIs approximately asObtaining the open-loop cut-off frequencyMaximum value of solutionAnd minimum valueOpen loop cut-off frequencyThe interval is
In the formula,is a positive real number, and the number of the real numbers,as a variable in the frequency characteristic,for the purpose of the imaginary part representation,is the angular frequency;
(3) and when the uncertain part of the known model is judged, calculating the maximum phase margin in the envelope according to the phase frequency characteristic in the flight envelope:
and minimum phase margin within the envelope:
directly determining a phase margin interval corresponding to the cut-off frequency interval as follows:
；
wherein,is a positive real number;
(4) the transfer function of the candidate multistage series lag-lead compensation link is as follows:
in the formula,is a constant gain to be determined, N is an integer representing the number of stages of the lag-lead compensation element to be determined,、、、for the time constant to be determined,is a parameter to be determined;
after adding a multi-stage series lag-lead compensation link,
fromNamely, it is
In order to obtain an open-loop cut-off frequencyMaximum value of solutionAnd minimum valueOpen loop cut-off frequencyThe interval is，
Phase margin indicator in aircraft full envelopeUnder given conditions, the phase margin of the system after adding the multi-stage series lag-lead compensation linkSatisfies the following conditions:
namely, the following conditions are satisfied:
（1）
under the joint constraint of an index (1) formula and a maximum likelihood criterion, determining the series N and constant gain of a lag-lead compensation link according to a maximum likelihood method in system model structure identificationTime constant of、、、And a parameter to be determined；
(5) Amplitude margin index within aircraft full envelopeIn the given case of decibels, the number of db,
fromNamely, it is
In obtaining the frequencyMaximum value of solutionAnd minimum value The interval is，
And (3) judging:
namely, the following conditions are satisfied:
if the difference does not meet the requirement, the design of the flight controller is finished, and if the difference does not meet the requirement, the stage number of the compensation link is increased or the constant gain is reduced。
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| JPH1091210A (en) * | 1996-09-18 | 1998-04-10 | Kayaba Ind Co Ltd | Servo control system for aircraft control surface |
| CN102081356A (en) * | 2011-01-27 | 2011-06-01 | 西北工业大学 | Flight test robust determination method for equivalent man-machine closed loop characteristic of statically unstable aircraft |
| CN102929134A (en) * | 2012-10-10 | 2013-02-13 | 西北工业大学 | Method for designing controller of multiple time lag aircraft model |
| CN102929138A (en) * | 2012-10-10 | 2013-02-13 | 西北工业大学 | Method for designing aircraft controller with nonlinearity |
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| TW569084B (en) * | 2000-12-14 | 2004-01-01 | Yaskawa Electric Corp | Feedback control apparatus |
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| JPH1091210A (en) * | 1996-09-18 | 1998-04-10 | Kayaba Ind Co Ltd | Servo control system for aircraft control surface |
| CN102081356A (en) * | 2011-01-27 | 2011-06-01 | 西北工业大学 | Flight test robust determination method for equivalent man-machine closed loop characteristic of statically unstable aircraft |
| CN102929134A (en) * | 2012-10-10 | 2013-02-13 | 西北工业大学 | Method for designing controller of multiple time lag aircraft model |
| CN102929138A (en) * | 2012-10-10 | 2013-02-13 | 西北工业大学 | Method for designing aircraft controller with nonlinearity |
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| Title |
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| 飞机运动系统的区间模型及鲁棒飞行控制;吴方向等;《西北工业大学学报》;20000831;第18卷(第3期);第374-376页 * |
| 飞行器闭环人－机特性确定方法;刘慧英等;《飞行力学》;19980630;第16卷(第2期);第41-45页 * |
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