CN108919827A - A kind of double suboptimization fast distribution methods of thrust vectoring flying vehicles control - Google Patents
A kind of double suboptimization fast distribution methods of thrust vectoring flying vehicles control Download PDFInfo
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Abstract
A kind of double suboptimization fast distribution methods of thrust vectoring flying vehicles control, including following three step：1, the actual torque of k-th of sampling instant and the gap function of desired torque are established, and the control for solving k-th of sampling instant inputs physical constraint set：2, engine energy consumption first time rapid Optimum；When thrust vectoring parameter does not change two kinds minimized with thrust size, calculate so that torque difference is away from function JkThe rudder face of minimum controls input；Again by comparison size of the torque difference away from function, engine energy consumption rapid Optimum is realized in the control input of design optimization；3, second of rapid Optimum of engine energy consumption.Engine energy consumption first time rapid Optimum is designed, the rapidity of control distribution is promoted, designs second of rapid Optimum of engine energy consumption, improve control assignment accuracy and optimizes engine energy consumption.For specific control prioritization scheme, proposes limited step fast solution method, increase calculating speed and meet the real-time demand of control design case.
Description
Technical Field
The invention belongs to the field of design of a thrust vector aircraft control method, and particularly relates to a problem of distribution of redundant control quantity of a thrust vector aircraft.
Background
In order to complete the flight action of a modern aircraft in a high-quality manner in a large-uncertainty and strong nonlinear area such as a large power angle, the control technology only depending on the aerodynamic control surface cannot meet the requirement. The thrust vector technology can directly change the thrust magnitude and the thrust direction of the aircraft, and is an important technical scheme for realizing the high maneuverability of the modern aircraft. The control input of the thrust vector aircraft is divided into pneumatic control surface control input and thrust vector control input, the control input redundancy characteristic is achieved, and the physical characteristics of different control inputs are different. How to reasonably and effectively design a control distribution scheme is a key problem of the control design of the thrust vector aircraft.
Aiming at the condition of input redundancy of an aerodynamic control surface of an aircraft, the existing research provides some control distribution methods, including a direct distribution method, a chain type incremental method, a generalized inverse method, a mathematical programming method and the like. The direct allocation method considers a control feasible set under the condition of limited control, solves the control input closest to the allocation requirement in the feasible set, assumes the same physical properties of redundant control input, and does not consider the allocation of control quantity with different priorities. The chain increment method considers the priority of different control inputs and designs control distribution in a grading mode, but the method does not give a specific distribution scheme. The generalized inverse method provides an optimal control allocation scheme by solving the generalized inverse matrix without considering control constraints. The mathematical programming method adopts an iterative algorithm (such as a newton method, a quasi-newton method, a trust domain method, and the like) to solve an optimal control allocation scheme for the optimization problem of abstraction, but the existing research only contains single control allocation optimization, and the iterative algorithm cannot obtain optimal control input through finite step calculation, so that it is difficult to ensure that the control input meeting the optimization precision is obtained within a control sampling interval. The thrust of the thrust vector aircraft can be directly regulated and controlled, and the thrust has the characteristics of high energy consumption, low response speed and the like which are different from the control input of an aerodynamic control surface. Therefore, the existing control distribution method only aiming at the input redundancy of the aerodynamic control surface of the aircraft comprises a chain type incremental method, a direct distribution method, a generalized inverse method, a mathematical programming method and the like, and cannot be directly applied to the control distribution of the thrust vector aircraft. The key of the thrust vector aircraft control allocation problem lies in how to reasonably allocate control inputs with different physical properties, and meanwhile, how to rapidly solve the allocation scheme so as to meet the real-time performance of the control inputs is an urgent problem to be solved in the control allocation.
Disclosure of Invention
The technical problem solved by the invention is as follows: aiming at the redundant control input of different physical characteristics of the thrust vector aircraft, on the basis of meeting the control distribution relation and the control input physical constraint, the invention provides a control distribution scheme of the energy consumption of a bi-suboptimal engine and a method for rapidly calculating the optimal control input in a finite step.
The control distribution target of the thrust vector aircraft is to design a control distribution scheme at the kth sampling moment to minimize the difference between the actual moment and the expected moment under the condition of meeting the physical constraint of the thrust vector aircraft.
Due to the characteristic of redundant control input of the thrust vector flying apparatus, the infinite group of control input is usually obtained by directly minimizing the difference between the actual moment and the expected moment. Therefore, it is necessary to design a reasonable and effective control allocation scheme by further considering different physical characteristics of the aerodynamic control surface control input and the thrust vector control input. Compared with the pneumatic control surface technology, the thrust vector technology has the characteristics of high energy consumption, low response speed and the like. The invention designs a control distribution scheme of the thrust vector aircraft based on an optimization criterion of minimizing the energy consumption of an engine. In order to meet the requirements of rapidity and instantaneity of control distribution, the invention designs the first rapid optimization of the energy consumption of the engine and provides a finite-step rapid solving method. In order to further improve the accuracy of control distribution (namely, reduce the difference between the actual torque and the expected torque), the invention designs the second quick optimization of the energy consumption of the engine and provides a finite-step quick solving method.
The technical solution of the invention comprises the following three steps:
step (I): establishing a difference function between the actual moment and the expected moment at the kth sampling moment, and solving a control input physical constraint set at the kth sampling moment:
1.1 establishing a difference function between the actual torque and the expected torque at the kth sampling moment
Wherein, deltae,k∈R、δa,kE.g. R and deltar,kE is R is the deflection angle of the elevator, the aileron and the rudder of the thrust vector aircraft at the kth sampling moment respectively, FT,kE is the engine thrust magnitude delta of the kth sampling momentz,kE.g. R and deltay,kThe epsilon R is respectively the longitudinal deflection angle and the transverse deflection angle of the thrust vector at the kth sampling moment, Uc,k∈R3Is the expected moment of the thrust vector aircraft at the kth sampling moment, B1,k∈R3、B2,k∈R3、 B3,k∈R3、B4,k∈R3And B5,k∈R3For the known control input gain at the k-th sampling instant, JkAnd e R is a difference function of the actual moment and the expected moment at the kth sampling moment, and R represents a real number domain.
1.2 solving the control input physical constraint set at the kth sampling moment:
1.2.1 mathematical description of the actual physical constraints of a thrust vector aircraft:
wherein, deltae(t)∈R、δa(t) ∈ R and δr(t) is the deflection angle of the elevator, the aileron and the rudder of the thrust vector aircraft at the moment t respectively, FT(t) is the engine thrust magnitude of the thrust vector aircraft at the moment t, deltaz(t) is e R and deltay(t) belongs to R and is respectively a longitudinal deflection angle and a transverse deflection angle delta of the thrust vector at the moment te,m1E.g. R and deltae,m2Belongs to R and is respectively the deflection angle amplitude limit and the deflection angle change rate amplitude limit of the elevator of the thrust vector aircraft, deltaa,m1E.g. R and deltaa,m2Belongs to R and is respectively the deflection angle amplitude limit and the deflection angle change rate amplitude limit of the aileron of the thrust vector aircraft, deltar,m1E.g. R and deltar,m2The E is R and is respectively the amplitude limit of the deflection angle of the rudder of the thrust vector aircraft and the amplitude limit of the change rate of the deflection angle, FT,m1E.g. R and FT,m2The epsilon R is respectively the thrust vector aircraft thrust maximum value amplitude limit and the thrust magnitude change rate amplitude limit, deltaz,m1E.g. R and deltaz,m2Belongs to R and is respectively a thrust vector longitudinal deflection angle amplitude limit and a longitudinal deflection angle change rate amplitude limit, delta, of a thrust vector aircrafty,m1E.g. R and deltay,m2And the epsilon R is a thrust vector aircraft thrust vector transverse deflection angle amplitude limit and a transverse deflection angle change rate amplitude limit respectively.
1.2.2 calculating the control surface and thrust vector control input [ delta ] at the kth sampling moment according to the physical constraint (2) at the t momente,kδa,kδr,kFT,kδz,kδy,k]TThe physical constraint range of (2):
wherein, deltae,k-1∈R、δa,k-1E.g. R and deltar,k-1E is the deflection angles of an elevator, an aileron and a rudder of the thrust vector aircraft with the k-1 th sampling moment respectively, FT,k-1The epsilon R is the thrust magnitude delta of the engine at the k-1 th sampling momentz,k-1E.g. R and deltay,k-1The epsilon R is the longitudinal and transverse deflection angle h of the thrust vector at the kth-1 th sampling momentsE R is the control sampling interval,δ e,ke.g. R andthe lower and upper bounds of the physical constraint of the elevator deflection angle of the thrust vector aircraft at the kth sampling moment,δ a,ke.g. R andthe lower and upper bounds of the physical constraints of the aileron deflection angle of the thrust vector aircraft at the kth sampling moment,δ r,ke.g. R andthe lower and upper bounds of the physical constraints of the rudder deflection angle of the thrust vector aircraft at the kth sampling moment,F T,ke.g. R andthe lower and upper physical constraints respectively for the magnitude of thrust of the thrust vector vehicle at the kth sampling time,δ z,ke.g. R andrespectively for the kth sampling instantThe physical constraints of the longitudinal deflection angle of the force vector are a lower bound and an upper bound,δ y,ke.g. R andthe lower and upper bounds of the physical constraints of the lateral deflection angle of the thrust vector at the kth sampling instant, respectively. h iss: thrust vector aircraft control sampling interval, hs∈R。
1.2.3 get the control input physical constraint set for the kth sampling instant:
step (II): the energy consumption of the engine is quickly optimized for the first time. Under the two conditions that the thrust vector parameters are not changed and the thrust magnitude is minimized, the moment gap function J is calculatedkMinimized control surface control input. And then, by comparing the magnitude of the torque difference function and designing optimized control input, the energy consumption of the engine is rapidly optimized. The method specifically comprises the following steps:
2.1 consider that the thrust vector parameters do not change:
[FT,kδz,kδy,k]T＝[FT,k-1δz,k-1δy,k-1]T, (5)
solving optimal control surface control input under physical constraint condition (4)And corresponding optimization index
2.1.1 calculation of the constant C1,k：
C1,k＝Uc,k-(B4,kFT,k-1sinδz,k-1+B5,kFT,k-1cosδz,k-1sinδy,k-1), (6)
Computable control surface control input value [ delta ]e,k,0δa,k,0δr,k,0]T：
[δe,k,0δa,k,0δr,k,0]T＝([B1,kB2,kB3,k]T[B1,kB2,kB3,k])-1[B1,kB2,kB3,k]TC1,k(7)
Judgment of [ delta ]e,k,0δa,k,0δr,k,0]TWhether the physical constraints (4) are satisfied. If so, designing an optimal control surface control inputAnd calculating a corresponding optimization index
If not, the process enters 2.1.2.
2.1.2 initialize index set, let V1-calculating control plane control inputs that minimize the difference function under the boundary conditions of the physical constraints (4): let the feasible control surface input component be
Calculating the optimal control surface control input component under each feasible condition:
sequential determination of [ delta ]e,k,iδa,k,iδr,k,i]T(1. ltoreq. i. ltoreq.18) whether the physical constraint is satisfied:
if not, the index i is selected from the index set V1And (5) removing.
Calculating J in turnk(δe,k,i,δa,k,i,δr,k,i,FT,k-1,δz,k-1,δy,k-1),i∈V1And obtaining the control surface control input of the minimum gap function and the corresponding gap function through comparing the sizes of the control surface control input and the control surface control input:
2.2 quickly optimizing the energy consumption of the engine, namely, not changing the longitudinal deflection angle and the transverse deflection angle of the thrust vector, minimizing the thrust magnitude:
[FT,kδz,kδy,k]T＝[F T,kδz,k-1δy,k-1]T. (13)
then, the optimal control surface control input is solved under the physical constraint condition (4)And toDifference function of responseThe specific steps are similar to 2.1, and only F in the formulas (6), (8) and (12) is neededT,k-1Change toF T,k。
2.3 comparison of gap functionAndif it isThe thrust vector aircraft control input is designed to be
If it isThen a second rapid optimization of the engine energy consumption is performed (step (iii)), calculating the optimal thrust vector control input
Step (three): and (5) quickly optimizing the energy consumption of the engine for the second time. In the step (two), if the difference function corresponding to the condition that the thrust vector parameter is not changed is smaller, the control surface control input is optimized, namelyFurther optimizing the energy consumption of the engine to obtain the optimal thrust vector control input at the kth sampling timeThe method comprises the following specific steps:
first, the fixed control surface control inputMinimum gap function JkAnd obtaining a feasible solution set of the thrust vector control input at the kth sampling moment:
wherein,the feasible solution set of the thrust vector control input for the kth sampling instant. Then, the feasible solution set of the input of the thrust vector controlAnd in the middle, optimizing the energy consumption of the engine again to obtain the optimal thrust vector control input:
finally, the thrust vector control at the kth sampling moment is designed to be
Aiming at the problem of distributing redundant control quantity of different physical characteristics of the thrust vector aircraft, the invention discloses a distribution method for rapidly optimizing the energy consumption of a double-engine. Based on the principle of minimizing the energy consumption of the engine, the energy consumption of the engine is designed to be quickly optimized for the first time, and the rapidity of control distribution is improved. And the second quick optimization of the energy consumption of the engine is further designed, so that the control distribution precision is improved, and the energy consumption of the engine is optimized. Meanwhile, the invention provides a finite-step fast solving method aiming at a specific control optimization scheme, thereby increasing the calculation speed and meeting the real-time requirement of control design.
The invention has the advantages that:
1. aiming at the problem of redundant control quantity distribution of different physical characteristics of the thrust vector aircraft, under the condition of control input physical constraint, a control distribution scheme based on engine energy consumption optimization is designed, and the control input energy consumption of the thrust vector aircraft is reduced;
2. the invention adopts a scheme of double-suboptimal engine energy consumption. And designing a first step of quickly optimizing energy consumption, and improving the rapidity of control distribution. And designing a second step of quickly optimizing energy consumption, improving control distribution precision and optimizing the energy consumption of the engine again.
3. Aiming at the optimization problem of double minimization of the energy consumption of the engine, the invention provides a calculation method for solving the optimal distribution scheme in a finite step manner, improves the calculation speed of control distribution and meets the real-time requirement of control design.
Drawings
FIG. 1 is a flow chart of the method of the present invention.
FIG. 2 is an angle of attack response curve for a thrust vector aircraft.
Fig. 3 is a flowchart of a second method for controlling and allocating a thrust vector vehicle (only performing the first rapid optimization of the engine energy consumption).
Fig. 4 is a flow chart of a third method of control distribution of a thrust vectoring aircraft (only a second rapid optimization of the energy consumption of the engines).
FIG. 5 is a thrust vector control input curve for a thrust vector vehicle.
FIG. 6 is a pitch axis moment component of a thrust vector vehicle.
FIG. 7 is a roll axis torque component of a thrust vector aircraft.
FIG. 8 is a yaw axis moment component of a thrust vector vehicle.
Description of the symbols
t: the running time of a thrust vector aircraft control system, t ∈ [0, ∞);
δe(t): rudder deflection angle, delta, of thrust vector aircraft at time te(t)∈R；
δa(t): aileron deflection angle, delta, of thrust vector aircraft at time ta(t)∈R；
δr(t): rudder deflection angle, delta, of thrust vector aircraft at time tr(t)∈R；
FT(t): magnitude of engine thrust at time t, F, of thrust vector aircraftT(t)∈R；
δz(t): thrust vector longitudinal deflection angle, delta, at time t of thrust vector aircraftz(t)∈R；
δy(t): thrust vector lateral deflection angle, delta, at time t of thrust vector aircrafty(t)∈R；
δe,m1: thrust vector aircraft elevator rudder deflection angle clipping, deltae,m1∈R；
δe,m2: thrust vector aircraft elevator deflection angle rate of change clipping, δe,m2∈R；
δa,m1: thrust vector aircraft aileron deflection angle limiting range, deltaa,m1∈R；
δa,m2: thrust vector aircraft aileron deflection angle rate of change limiting, deltaa,m2∈R；
δr,m1: thrust vector aircraft rudder deflection angle clipping, deltar,m1∈R；
δr,m2: thrust vector aircraft rudder deflection angle rate limiting, deltar,m2∈R；
FT,m1: thrust vector aircraft thrust maximum clipping, FT,m1∈R；
FT,m2: thrust magnitude rate of change amplitude limit of thrust vector aircraft, FT,m2∈R；
δz,m1: thrust vector longitudinal deflection angle amplitude limit, delta, of thrust vector aircraftz,m1∈R；
δz,m2: thrust vector aircraft thrust vector longitudinal deflection angle degree rate of change amplitude limit, deltaz,m2∈R；
δy,m1: thrust vector transverse deflection angle amplitude limit, delta, of thrust vector aircrafty,m1∈R；
δy,m2: thrust vector aircraft thrust vector lateral deflection angle rate of change limiting, deltay,m2∈R；
δe,k: the elevator deflection angle, delta, of the thrust vector aircraft at the kth sampling momente,k∈R；
δa,k: aileron deflection angle, δ, of the thrust vector aircraft at the kth sampling instanta,k∈R；
δr,k: rudder deflection angle, delta, of the thrust vector aircraft at the kth sampling instantr,k∈R；
FT,k: thrust vector aircraft engine thrust magnitude at kth sampling time, FT,k∈R；
δz,k: longitudinal deflection angle, delta, of thrust vector of the thrust vector aircraft at the kth sampling momentz,k∈R；
δy,k: thrust vector aircraft thrust at kth sampling momentTransverse deflection angle of vector, deltay,k∈R；
Uc,k: desired moment, U, of the thrust vector aircraft at the kth sampling momentc,k∈R3；
B1,k,B2,k,B3,k,B4,k,B5,k: known control input gain, B, for a thrust vector aircraft at the kth sampling time1,k∈R3，B2,k∈R3，B3,k∈R3，B4,k∈R3，B5,k∈R3；
Jk: the difference function between the actual torque and the desired torque at the kth sampling moment, Jk∈R；
hs: thrust vector vehicle control sampling interval, hs∈R；
δ e,k: the lower bound of the physical constraint on the elevator deflection angle of the thrust vector vehicle at the kth sampling time,δ e,k∈R；
the physical constraint upper bound on the elevator deflection angle of the thrust vector vehicle at the kth sampling time,
δ a,k: the lower bound of the physical constraint on the aileron deflection angle of the thrust vector vehicle at the kth sampling instant,δ a,k∈R；
the upper bound of the physical constraint on the aileron deflection angle of the thrust vector vehicle at the kth sampling instant,
δ r,k: the lower bound of the physical constraint on the rudder deflection angle of the thrust vector vehicle at the kth sampling instant,δ r,k∈R；
the physical constraint upper bound on the rudder deflection angle of the thrust vector vehicle at the kth sampling instant,
F T,k: the lower bound of physical constraints on the magnitude of thrust of the thrust vector vehicle at the kth sampling time,F T,k∈R；
the physical constraint upper bound on the magnitude of thrust of the thrust vector vehicle at the kth sampling time,
δ z,k: the lower bound of the physical constraint on the longitudinal deflection angle of the thrust vector at the kth sampling instant,δ z,k∈R；
the physical constraint of the longitudinal deflection angle of the thrust vector at the kth sampling instant is upper bound,
δ y,k: the physical constraint of the lateral deflection angle of the thrust vector at the kth sampling instant is lower bound,δ y,k∈R；
the physical constraint of the lateral deflection angle of the thrust vector at the kth sampling instant is upper bound,
under the condition that the thrust vector parameters are unchanged, the optimal elevator deflection angle of the thrust vector aircraft at the kth sampling moment,
under the condition that the parameters of the thrust vector are unchanged, the optimal aileron deflection angle of the thrust vector aircraft at the kth sampling moment,
under the condition that the parameters of the thrust vector are unchanged, the optimal rudder deflection angle of the thrust vector aircraft at the kth sampling moment,
the optimal elevator deflection angle of the thrust vector aircraft at the kth sampling moment under the condition that the thrust magnitude is minimized,
under the condition of minimizing the thrust magnitude, the optimal aileron deflection angle of the thrust vector aircraft at the kth sampling moment,
the optimal rudder deflection angle of the thrust vector aircraft at the kth sampling moment under the condition that the thrust magnitude is minimized,
at the kth sampling moment, the thrust vector aircraft thrust obtained by the second rapid optimization of the energy consumption of the engine,
at the kth sampling moment, the thrust vector aircraft thrust vector longitudinal deflection angle obtained by the second time of rapid optimization of the energy consumption of the engine,
the time of the k-th sampling instant,the thrust vector aircraft thrust vector transverse deflection angle obtained by the second quick optimization of the energy consumption of the engine,
δe,k,i: ith feasible design value, delta, of the deflection angle of the elevator of the thrust vector aircraft at the kth sampling momente,k,i∈R；
δa,k,i: ith feasible design value, delta, of the deflection angle of the aileron of the thrust vector aircraft at the kth sampling momenta,k,i∈R；
δr,k,i: ith possible design value, delta, of rudder deflection angle of thrust vector aircraft at kth sampling timer,k,i∈R；
C1,k: fixed constant variable at the kth sampling instant, C1,k∈R；
The set of feasible solutions for the thrust vector control input at the kth sampling instant,
V1: a set of the indexes is set, wherein,the value ranges are integers.
The specific implementation mode is as follows:
aiming at the problem of distributing redundant control quantity of different physical characteristics of the thrust vector aircraft, the invention discloses a distribution method for rapidly optimizing the energy consumption of a double-engine. In order to test the practicability of the method, a control distribution simulation experiment of the large attack angle maneuvering condition (shown in figure 2) of the thrust vector aircraft is carried out. The following are specific steps for carrying out the process of the present invention.
The method comprises the following steps: according to the flight mission requirement of the thrust vector aircraft, the system operation time (t epsilon [0, 50)](sec)) desired moment U at the kth sampling instantc,kAnd control input gain (B)1,k,B2,k,B3,k,B4,k,B5,k) Wherein the sampling interval h is controlleds0.01 (sec);
step two: and establishing a difference function (1) between the actual torque and the expected torque. The amplitude limit of the deflection angle of the elevator of the thrust vector aircraft and the amplitude limit of the change rate thereof are respectivelyThe aileron deflection angle amplitude limit and the change rate amplitude limit are respectivelyThe amplitude limit of the deflection angle of the rudder and the amplitude limit of the change rate thereof are respectivelyThe maximum thrust amplitude limit and the thrust amplitude change rate amplitude limit are respectively FT,m185000 (newtons), FT,m220000 (newtons/second); the thrust vector longitudinal deflection angle amplitude limit and the change rate amplitude limit are respectively Thrust vector transverse deflection angle amplitude limit and change rate amplitude limit are respectively According to (3) and (4), obtaining a control input physical approximation of the kth sampling momentAnd (4) collecting the beams.
The concrete implementation step three: and (5) quickly optimizing the energy consumption of the engine for the first time. Considering that the parameters of the thrust vector are not changed, solving the control surface control input of the minimized difference function from (5) to (12)Gap function corresponding theretoConsidering the case (13) of minimizing the magnitude of thrust again, the method (F in the formulae (6), (8) and (12)) is similar to the method (5) to (12)T,k-1Change toF T,k) Control surface control input for obtaining minimum difference functionAnd corresponding gap functionComparison gap functionAndif it isThe control input quantity of the thrust vector aircraft is designed as (14), and the control distribution is finished; otherwise, entering the concrete implementation step four.
The specific implementation step four: if there isThen under conditions where the control surface control input is optimal, i.e.Minimize gap function JkObtaining a feasible solution set of thrust vector control inputs at the kth sampling time by (15)Then, in the feasible solution setIn the method, the energy consumption of the engine is optimized again, and the thrust vector control input is obtained through (16)Finally, designing the thrust vector aircraft control at the kth sampling moment to
In order to further study the practicability of the method (double-suboptimal fast-distribution method for thrust vector aircraft control), comparative simulation experiments of the method, the method II (only first fast optimization of engine energy consumption) and the method III (only second fast optimization of engine energy consumption) are carried out. The flow chart of the second method is shown in fig. 3, and the flow chart of the third method is shown in fig. 4. Finally, control distribution simulation result graphs (fig. 5-8) under the three methods are obtained.
Fig. 5 is a thrust vector control input curve obtained using the three methods, respectively. Fig. 6-8 are graphs of the expected moment components for the pitch, roll and yaw axes, respectively, and the actual moment components resulting from the three methods.
In fig. 2, the system operation time is shown within 18 seconds to 36 seconds, the attack angle of the thrust vector aircraft exceeds 30 degrees and reaches 61 degrees at most, and the flight action belongs to the flight action of a large attack angle maneuver. Shown in FIG. 5 are: the thrust obtained by the method II (only performing the first quick optimization of the energy consumption of the engine) is minimum, namely the energy consumption of the engine is minimum; the engine energy consumption obtained by the method is less than that obtained by the third method (only performing the second quick optimization on the engine energy consumption). Shown in FIG. 6 are: according to the method and the method, the difference between the actual moment obtained by the method and the method III (only performing the second quick optimization of the energy consumption of the engine) and the expected moment of the pitching axis is small, and the control distribution requirement is met; and the difference between the actual moment obtained by the second method (only performing the first quick optimization of the energy consumption of the engine) and the expected moment in the pitch axis is large, so that the control distribution requirement of the moment component of the pitch axis cannot be met. Fig. 5 and 7 show: the difference between the actual moment component and the expected moment of the roll axis and the yaw axis obtained by the three methods is small, and the control distribution requirement is met.
Combining the simulation results of fig. 2-8, although the engine energy consumption corresponding to the second method (only performing the first rapid optimization of the engine energy consumption) is the minimum, the actual torque cannot meet the requirement. Compared with the third method (only performing the second quick optimization of the energy consumption of the engine), the invention (the double-suboptimal quick distribution method for the control of the thrust vector aircraft) can not only further reduce the energy consumption of the engine, but also meet the torque design requirements of the roll axis, the pitch axis and the yaw axis of the thrust vector aircraft.
Claims (4)
1. A double-suboptimal fast distribution method for thrust vector aircraft control is characterized by comprising the following three steps:
step (I): establishing a difference function between the actual moment and the expected moment at the kth sampling moment, and solving a control input physical constraint set at the kth sampling moment:
step (II): the energy consumption of the engine is quickly optimized for the first time; under the two conditions that the thrust vector parameters are not changed and the thrust magnitude is minimized, the moment gap function J is calculatedkMinimized control surface control input; recanalizationThe optimized control input is designed by comparing the magnitude of the torque difference function, so that the energy consumption of the engine is quickly optimized;
step (three): and (5) quickly optimizing the energy consumption of the engine for the second time.
2. The dual sub-optimal fast allocation method of thrust vectoring aircraft control according to claim 1, characterized in that: the first step also comprises:
1.1 establishing a difference function between the actual torque and the expected torque at the kth sampling moment
Wherein, deltae,k∈R、δa,kE.g. R and deltar,kThe epsilon R is the deflection angles of an elevator, an aileron and a rudder of the thrust vector aircraft at the kth sampling moment respectively, FT,kE is the engine thrust magnitude delta of the kth sampling momentz,kE.g. R and deltay,kThe epsilon R is respectively the longitudinal deflection angle and the transverse deflection angle of the thrust vector at the kth sampling moment, Uc,k∈R3Is the expected moment of the thrust vector aircraft at the kth sampling moment, B1,k∈R3、B2,k∈R3、B3,k∈R3、B4,k∈R3And B5,k∈R3For the known control input gain at the k-th sampling instant, JkE is R is a difference function of the actual moment and the expected moment at the kth sampling moment, and R represents a real number domain;
1.2 solving the control input physical constraint set at the kth sampling moment:
1.2.1 mathematical description of the actual physical constraints of a thrust vector aircraft:
wherein, deltae(t)∈R、δa(t) ∈ R and δr(t) E R is respectively thrust vector aircraft at time tDeflection angles of elevators, ailerons and rudders, FT(t) is the engine thrust magnitude of the thrust vector aircraft at the moment t, deltaz(t) is e R and deltay(t) belongs to R and is respectively a longitudinal deflection angle and a transverse deflection angle delta of the thrust vector at the moment te,m1E.g. R and deltae,m2Belongs to R and is respectively the deflection angle amplitude limit and the deflection angle change rate amplitude limit, delta, of the elevator of the thrust vector aircrafta,m1E.g. R and deltaa,m2Belongs to R and is respectively the deflection angle amplitude limit and the deflection angle change rate amplitude limit, delta, of the aileron of the thrust vector aircraftr,m1E.g. R and deltar,m2Belongs to R and is respectively the amplitude limit of the deflection angle of the rudder of the thrust vector aircraft and the amplitude limit of the change rate of the deflection angle, FT,m1E.g. R and FT,m2The epsilon R is respectively the thrust maximum value amplitude limit and the thrust magnitude change rate amplitude limit of the thrust vector aircraft, deltaz,m1E.g. R and deltaz,m2Belongs to R and is respectively a thrust vector longitudinal deflection angle amplitude limit and a longitudinal deflection angle change rate amplitude limit, delta, of a thrust vector aircrafty,m1E.g. R and deltay,m2E, R is a thrust vector aircraft thrust vector transverse deflection angle amplitude limit and a transverse deflection angle change rate amplitude limit respectively;
1.2.2 calculating control surface and thrust vector control input [ delta ] at the kth sampling moment according to the physical constraint (2) at the t momente,kδa,kδr,kFT,kδz,kδy,k]TThe physical constraint range of (2):
wherein, deltae,k-1∈R、δa,k-1E.g. R and deltar,k-1E is the deflection angles of an elevator, an aileron and a rudder of the thrust vector aircraft with the k-1 th sampling moment respectively, FT,k-1The epsilon R is the engine thrust value delta of the k-1 sampling momentz,k-1E.g. R and deltay,k-1The epsilon R is the longitudinal and transverse deflection angle h of the thrust vector at the kth-1 th sampling momentsE R is the control sampling interval,δ e,ke.g. R andthe lower and upper bounds of the physical constraint of the elevator deflection angle of the thrust vector aircraft at the kth sampling moment,δ a,ke.g. R andthe lower and upper bound of the physical constraint of the aileron deflection angle of the thrust vector aircraft at the kth sampling moment respectively,δ r,ke.g. R andthe lower and upper bounds of the physical constraints of the rudder deflection angle of the thrust vector aircraft at the kth sampling moment,F T,ke.g. R andthe lower and upper physical constraints respectively for the magnitude of thrust of the thrust vector vehicle at the kth sampling time,δ z,ke.g. R andthe lower and upper bounds of the physical constraints of the longitudinal deflection angle of the thrust vector at the kth sampling instant,δ y,ke.g. R andthe lower bound and the upper bound of the physical constraint of the transverse deflection angle of the thrust vector at the kth sampling moment are respectively; h iss: thrust vector vehicle control sampling interval, hs∈R；
1.2.3 get the control input physical constraint set for the kth sampling instant:
3. a method of bi-suboptimal fast allocation of thrust vector vehicle control according to claim 1 or 2, characterised in that: the second step also comprises:
2.1 consider that the thrust vector parameters do not change:
[FT,kδz,kδy,k]T＝[FT,k-1δz,k-1δy,k-1]T, (5)
solving for optimal control surface control input under physical constraints (4)And corresponding optimization index
2.1.1 calculation of the constant C1,k：
C1,k＝Uc,k-(B4,kFT,k-1sinδz,k-1+B5,kFT,k-1cosδz,k-1sinδy,k-1), (6)
Computable control surface control input value [ delta ]e,k,0δa,k,0δr,k,0]T：
[δe,k,0δa,k,0δr,k,0]T＝([B1,kB2,kB3,k]T[B1,kB2,kB3,k])-1[B1,kB2,kB3,k]TC1,k(7)
Judgment of [ delta ]e,k,0δa,k,0δr,k,0]TWhether a physical constraint (4) is satisfied; if so, designing an optimal control surface control inputAnd calculating a corresponding optimization index
If not, entering 2.1.2;
2.1.2 initialize index set, let V11,2, 26 }; under the boundary condition of the physical constraint (4), the control surface control input of the minimum gap function is calculated: let the feasible control surface input component be
Calculating the optimal control surface control input component under each feasible condition:
sequential determination of [ delta ]e,k,iδa,k,iδr,k,i]T(1. ltoreq. i. ltoreq.18) whether the physical constraint is satisfied:
if not, the index i is selected from the index set V1Removing;
calculating J in turnk(δe,k,i,δa,k,i,δr,k,i,FT,k-1,δz,k-1,δy,k-1),i∈V1(ii) a By comparing the sizes of the two components with each other,
obtaining a control surface control input of the minimum gap function and a corresponding gap function:
2.2 quickly optimizing the energy consumption of the engine, namely, not changing the longitudinal deflection angle and the transverse deflection angle of the thrust vector, minimizing the thrust magnitude:
[FT,kδz,kδy,k]T＝[F T,kδz,k-1δy,k-1]T(13)
then, the optimal control surface control input is solved under the physical constraint condition (4)And corresponding gap functionThe specific steps are similar to 2.1, and only F in the formulas (6), (8) and (12) is neededT,k-1Change toF T,k；
2.3 comparison of gap functionAndif it isThe thrust vector aircraft control input is designed as
If it isThen carrying out the second quick optimization of the energy consumption of the engine and calculating the optimal thrust vector control input
4. The dual sub-optimal fast allocation method of thrust vectoring aircraft control according to claim 3, characterized in that: the third step also includes:
in the step (two), if the difference function corresponding to the condition that the thrust vector parameter is not changed is smaller, the control surface control input is optimized, namelyFurther optimizing the energy consumption of the engine to obtain the optimal thrust vector control input at the kth sampling momentThe method comprises the following specific steps:
first, the fixed control surface control inputMinimize gap function JkAnd obtaining a feasible solution set of the thrust vector control input at the kth sampling moment:
wherein,a feasible solution set for the thrust vector control input at the kth sampling moment; then, the feasible solution set of the input of the thrust vector controlAnd in the middle, optimizing the energy consumption of the engine again to obtain the optimal thrust vector control input:
finally, the thrust vector control at the kth sampling moment is designed to be
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