CN111273548A - Three-order steering engine control method based on reference model and disturbance accurate observation compensation - Google Patents

Three-order steering engine control method based on reference model and disturbance accurate observation compensation Download PDF

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CN111273548A
CN111273548A CN202010080596.6A CN202010080596A CN111273548A CN 111273548 A CN111273548 A CN 111273548A CN 202010080596 A CN202010080596 A CN 202010080596A CN 111273548 A CN111273548 A CN 111273548A
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reference model
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CN111273548B (en
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韦常柱
李源
崔乃刚
孙立伟
许河川
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Harbin Institute of Technology
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Abstract

The invention discloses a three-order steering engine control method based on a reference model and disturbance accurate observation compensation, which comprises the following steps: step one, designing a three-order steering engine controller; step two, establishing a three-order steering engine model; step three, selecting a reference model; step four, selecting an outer loop control law; establishing an inner loop second-order control model; step six, establishing a second-order extended state observer and designing parameters of the state observer; designing a nonlinear sliding mode law; designing a signal preprocessing strategy; and step nine, controlling the steering engine in a third order. The invention has the advantages of quick response, no overshoot, insensitivity to parameter change, better robustness, high control precision, strong anti-interference performance and the like.

Description

Three-order steering engine control method based on reference model and disturbance accurate observation compensation
Technical Field
The invention belongs to the technical field of steering engine control, relates to a steering engine control method, and particularly relates to an electric steering engine control method for a three-order missile based on a reference model and disturbance accurate observation compensation.
Background
The steering engine is an important control element of the missile, and the control performance and the hitting precision of the missile are determined by the quality of the control performance of the steering engine. With the development of military technology, missiles are required to have higher hitting precision and superior control performance. The steering engine is developed towards the directions of high precision, small volume and strong bearing capacity, and the electric steering engine has the characteristics of low cost, simple control system, long service life and the like, and is widely applied to the guided missile. The missile electric steering engine is a nonlinear system, has large load change caused by working under different flight environments, and has the characteristics of uncertainty, strong interference and the like. In practical application, a PID controller is usually adopted as the missile steering engine, however, the performance of the steering engine determined by the PID controller is greatly influenced by loads and some nonlinear factors, an overshoot phenomenon can be generated in the control process, and in addition, the performance index requirements of the steering engine are mutually restricted, so that the traditional PID controller is difficult to achieve an ideal control effect. In order to improve the control precision of the missile under the condition of strong interference and in an uncertain environment and avoid overshoot so as to improve the control performance of the missile, an engineering practical steering engine control method capable of accurately observing disturbance and compensating in control is urgently needed.
Based on the idea that disturbance can affect controlled output and the action of the disturbance is reflected in controlled output information, the design idea of an observer can be used for expanding various disturbances such as model uncertain parts, internal disturbance, external disturbance and the like in the control process into new state variables to realize dynamic accurate observation of the disturbance, and then a disturbance estimation result is introduced into the design of a controller to realize dynamic compensation linearization of a control object, so that the disturbance accurate observation and compensation are realized.
In order to avoid the phenomenon of control overshoot, a transition process can be designed for control, overlarge control quantity caused by initial control deviation is reduced, and the stability, robustness and adaptability of a control system are improved. One possible approach is to introduce a reference model into the control, which can convert control input commands into tracking reference model expected outputs, which can reduce system overshoot.
In addition, the choice of steering engine model also has an impact on the design of the controller. The steering engine mathematical model comprises a second-order model and a third-order model, the second-order steering engine model is usually adopted in general steering engine control simulation, the difference between the second-order model and the third-order model is small in a low-frequency band and a medium-frequency band, and the difference between the second-order model and the third-order model is large in a high-frequency band. The third-order model is more accurate and close to the real model relative to the second-order model, and if the steering engine controller is required to be designed by adopting the more accurate third-order model if better control quality is required.
Disclosure of Invention
Aiming at the control of the missile steering engine, the invention provides a three-order steering engine control method based on a reference model and disturbance accurate observation compensation. The method has the advantages of quick response, no overshoot, insensitivity to parameter change, good robustness, high control precision, strong anti-interference performance and the like.
The purpose of the invention is realized by the following technical scheme:
a three-order steering engine control method based on a reference model and disturbance accurate observation compensation comprises the following steps:
step one, designing a three-order steering engine controller:
the three-order steering engine controller adopts an inner ring structure and an outer ring structure, the inner ring is composed of an extended state observer, a nonlinear sliding mode controller and a three-order steering engine model, and the outer ring comprises a reference model and a PD angle controller;
step two, establishing a three-order steering engine model
A third order steering engine model from control input u to rudder deflection angle theta:
Figure BDA0002380166540000031
Figure BDA0002380166540000032
Figure BDA0002380166540000033
in the formula:
Figure BDA0002380166540000034
in order to be the angular velocity of the object,
Figure BDA0002380166540000035
angular acceleration, then x1＝θ,
Figure BDA0002380166540000036
KeIs the back electromotive force coefficient, τ, of the motorm、τeThe control method comprises the following steps of respectively setting an electromechanical time constant and an electromagnetic time constant of the steering engine, wherein i is a proportionality coefficient, and u is a control quantity;
step three, selecting a reference model
The reference model form was chosen as follows:
Figure BDA0002380166540000037
in the formula: t represents the time constant of the reference model, E represents the damping coefficient of the reference model, s represents the complex parameter in the Laplace transform, thetacIn order to expect the rudder deflection angle command,
Figure BDA0002380166540000038
is a reference model output;
step four, selecting an outer loop control law
The outer ring is an angle control ring, and the control law adopts a PD control law:
Figure BDA0002380166540000039
in the formula: kpAs a proportional control coefficient, KdIs a differential control coefficient, thetacFor a desired angle, ω is the angular velocity, of
Figure BDA00023801665400000310
Step five, establishing an inner loop second-order control model
Let the tracking error of angular velocity be e ═ thetacθ, then the inner loop second order control model is:
Figure BDA0002380166540000041
in the formula:
Figure BDA0002380166540000042
in order to be an angular acceleration error,
Figure BDA0002380166540000043
being the third derivative of the error in angular velocity,
Figure BDA0002380166540000044
which is indicative of a desired angular velocity of the vehicle,
Figure BDA0002380166540000045
it is indicative of the desired angular acceleration,
Figure BDA0002380166540000046
representing the desired third derivative of angular velocity;
step six, establishing a second-order extended state observer and designing parameters of the state observer
Aiming at an inner loop second-order control model, a second-order extended state observer is established, and the specific form is as follows:
Figure BDA0002380166540000047
in the formula: z1Observation of
Figure BDA0002380166540000048
Z2Observation of
Figure BDA0002380166540000049
Z3Observation of
Figure BDA00023801665400000410
β1、β2、β3Design parameters for expanding the state observer, for converging the state observer β1、β2、β3The method is selected according to the following principle:
Figure BDA00023801665400000411
thus, the number of design parameters of the state observer is reduced to one, namely only k is needed to be designed1，k1A smaller value should be selected to ensure the rapid convergence of the observer;
the final form of the state observer is as follows:
Figure BDA00023801665400000412
step seven, designing a nonlinear sliding mode control law
The inner ring control law adopts a nonlinear sliding mode control law, and sliding mode surface design and sliding mode control law design are carried out in sequence, wherein:
the slip form surfaces used are:
S＝sig(a1,e)+k2·a2·sig(2-1/a2,Z2+k1·sig(a1,e))/(2a2-1)；
in the formula: sig (h, x) ═ abs (x)h)·sign(x)，a1、a2、k2Are all design parameters, a2＞a1＞1，Z2The observation value output by the observer is represented, the sign function sign can be replaced by a sine transition function, a hyperbolic tangent function and the like, and buffeting and overshoot are reduced by adding a boundary layer;
the adopted control law form is as follows:
u＝-inv(B)·(k1·a1·G·(phi/k1+x2)+a·sig(r1,S)+b·sig(r2,S)+Z3)；
in the formula:
Figure BDA0002380166540000051
Figure BDA0002380166540000052
r1＞1、r2less than 1 represents a high power term and a low power term respectively, and a and b are design parameters;
step eight, designing a signal preprocessing strategy
(1) Judging the signal command input from outside, when the difference between the signal command in the current period and the signal command in the previous period is greater than zeta1When the signal is judged to have a step, the step signal is processed in a slope mode, and the change slope of the signal is smaller than zeta2；
(2) Carrying out hard saturation processing on the control quantity instruction, namely only allowing the amplitude of the control quantity to change within a certain threshold value;
step nine and third order steering engine control
(1) Performing signal preprocessing on the external input signal according to the signal preprocessing strategy designed in the step eight;
(2) given a desired rudder deflection angle command θcInputting the reference model to obtain the output of the reference model
Figure BDA0002380166540000068
(3) And (3) performing outer ring angle control by adopting a PD control law: obtaining a real-time rudder deflection angle theta according to an angular displacement sensor, obtaining a real-time angular velocity omega according to an angular velocity sensor, and obtaining a real-time angle error by controlling an input reference instruction and the real-time rudder deflection angle
Figure BDA0002380166540000061
Obtaining the expected angular velocity of the inner ring by the PD control law
Figure BDA0002380166540000062
(4) Inputting the real-time angle error signal e into a state observer to realize accurate observation of state quantity deviation and disturbance caused by mechanical clearance, friction, temperature change, vibration and the like, and Z1Is composed of
Figure BDA0002380166540000063
Estimate, Z2Is composed of
Figure BDA0002380166540000064
Estimate, Z3Is composed of
Figure BDA0002380166540000065
And disturbance estimates caused by mechanical clearances, friction, temperature change vibrations, etc.;
(5) obtaining a control quantity by a nonlinear sliding mode control law, and outputting a desired angular velocity command by an outer ring
Figure BDA0002380166540000066
And real-time angular velocity
Figure BDA0002380166540000067
Obtaining the angular speed error and simultaneously obtaining the disturbance estimated value Z3And the observed quantity of state Z2Introducing a nonlinear sliding mode control law to obtain a steering engine control quantity u;
(6) repeating (1) to (5) every control cycle to achieve tracking of the desired rudder deflection command signal.
Compared with the prior art, the invention has the following advantages:
1. the invention adopts a three-order steering engine model, which is closer to a real steering engine model in physics.
2. The invention accurately estimates various disturbances caused by mechanical clearance, friction, temperature change, vibration and the like in the control process of the control surface of the missile, compensates in the control quantity, and improves the control precision and the anti-interference performance of the control surface of the missile.
3. The invention adopts the reference model to arrange the transition process, avoids the generation of overshoot, and further improves the stability, robustness and response speed of the control system.
4. The invention provides two control strategies of pre-judging the signals and carrying out hard saturation processing on the control quantity instructions, thereby improving the engineering practice.
5. The invention can effectively improve the missile control performance.
Drawings
FIG. 1 is a three-stage system of a steering engine;
FIG. 2 is a block diagram of a control system architecture;
FIG. 3 is an angle plot;
FIG. 4 is a graph of angular velocity;
FIG. 5 is an angular velocity observation error curve;
fig. 6 is a control amount curve.
Detailed Description
The technical solutions of the present invention are further described below, but not limited thereto, and modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.
The invention provides a three-order steering engine control method based on a reference model and disturbance accurate observation compensation. The method comprises the steps of accurately observing disturbance caused by mechanical clearance, friction, temperature change vibration and the like by using an extended state observer, introducing the design of a sliding mode control law to compensate the controlled variable, simultaneously introducing a reference model, arranging a transition process to avoid overshoot, and finally improving the robustness, the anti-interference performance and the response speed of the control of the electric rudder for the missile. The controller design based on the reference model and the disturbance accurate observation compensation is carried out on the three-order steering engine model, and the effectiveness of the control method is verified through simulation.
The complete third-order steering engine system is shown in fig. 1, and can be obtained from fig. 1, and a third-order steering engine model from a control input u to a rudder deflection angle theta is as follows:
Figure BDA0002380166540000081
wherein: x is the number of1＝θ,
Figure BDA0002380166540000082
KeIs the back electromotive force coefficient, τ, of the motorm、τeThe time constant of the steering engine is electromechanical time constant and electromagnetic time constant, i is a proportionality coefficient.
The three-order steering engine controller considers that an inner ring and an outer ring control structure are adopted, the outer ring is a PD angle control ring, the inner ring is a reference model, an extended state observer and a sliding mode control law, and a structural block diagram is shown in FIG. 2.
Each of which is described in detail below.
The outer ring is an angle control ring, and the control law adopts a PD control law:
Figure BDA0002380166540000083
wherein: kpAs a proportional control coefficient, KdIs a differential control coefficient, thetacAt a desired angle.
The inner ring is an angular velocity tracking control ring, and the angular tracking error is
Figure BDA0002380166540000084
Then the combined available control model:
Figure BDA0002380166540000085
the reference model is introduced to reduce system overshoot, and the steering engine is converted from a tracking external instruction to a tracking reference model to be expected to be output, so that good time domain characteristics and frequency domain characteristics of the full control system are achieved.
The reference model was chosen as:
Figure BDA0002380166540000091
wherein: t represents a reference model time constant, and E represents a reference model damping coefficient.
The extended state observer is used for compensating composite matching disturbance caused by external disturbance, system parameter uncertainty and basic control law control error, so that the system control precision is effectively improved.
The extended state observer is chosen as:
Figure BDA0002380166540000092
wherein: z1Observation of
Figure BDA0002380166540000093
Z2Observation of
Figure BDA0002380166540000094
Z3Observation of
Figure BDA0002380166540000095
k1In order to expand the design parameters of the state observer, a small value is selected to ensure the rapid convergence of the observer.
The controller adopts a nonlinear sliding mode controller, and the adopted sliding mode surface is as follows:
S＝sig(a1,e)+k2·a2·sig(2-1/a2,Z2+k1·sig(a1,e))/(2a2-1) (6)；
wherein:
sig(h,x)＝((abs(x))h)·sign(x)；
a1、a2、k2are all design parameters, a2＞a1＞1，Z2Representing an observed value output by the observer. The sign function sign () can be replaced by a sine transition function, a hyperbolic tangent function and the like, and buffeting and overshoot are reduced by adding a boundary layer.
The adopted control law form is as follows:
u＝-inv(B)·(k1·a1·G·(phi/k1+x2)+a·sig(r1,S)+b·sig(r2,S)+Z3) (7)；
wherein:
Figure BDA0002380166540000101
Figure BDA0002380166540000102
r1＞1、r2and < 1 represents a high power term and a low power term respectively, a and b are also design parameters, and the larger a and b are, the faster the control response is.
In order to obtain a better control effect and ensure the engineering practicability of the control scheme, the following pretreatment steps are considered to be introduced:
(1) judging the signal command input from outside, when the difference between the signal command in the current period and the signal command in the previous period is greater than zeta1When the signal is judged to have a step, the step signal is processed in a slope mode, and the change slope of the signal is smaller than zeta2(ζ1And ζ2The specific numerical value is determined according to the working frequency range of the steering engine and the threshold value of the control quantity);
(2) in order to avoid sudden change of the control quantity caused by the situation of rapid change of signals and the like, hard saturation processing is carried out on the control quantity command output by the control system, namely, the amplitude of the control quantity is only allowed to change within a certain threshold (the threshold is set according to the actual working characteristic of the steering engine).
The simulation results are shown in fig. 3-6, taking the reference input as the original sine debugging signal as an example. As can be seen from the simulation result, the control system realizes the rapid and high-precision performance tracking under the original sine debugging signal; the angular velocity observation error is small, and the good characteristics of the observer are fully displayed. Simulation results show that the three-order steering engine controller based on the reference model and the state observer has good tracking effect on original sinusoidal signals, variable frequency debugging signals and high frequency debugging signals.

Claims (3)

1. A three-order steering engine control method based on a reference model and disturbance accurate observation compensation is characterized by comprising the following steps:
step one, designing a three-order steering engine controller:
the three-order steering engine controller adopts an inner ring structure and an outer ring structure, the inner ring is composed of an extended state observer, a nonlinear sliding mode controller and a three-order steering engine model, and the outer ring comprises a reference model and a PD angle controller;
step two, establishing a three-order steering engine model
The third order steering engine model from control input u to rudder deflection angle θ is as follows:
Figure FDA0002380166530000011
in the formula:
Figure FDA0002380166530000012
in order to be the angular velocity of the object,
Figure FDA0002380166530000013
angular acceleration, then x1＝θ,
Figure FDA0002380166530000014
KeIs the back electromotive force coefficient, τ, of the motorm、τeThe control method comprises the following steps of respectively setting an electromechanical time constant and an electromagnetic time constant of the steering engine, wherein i is a proportionality coefficient, and u is a control quantity;
step three, selecting a reference model
The form of the reference model was chosen as follows:
Figure FDA0002380166530000015
in the formula: t represents the time constant of the reference model, E represents the damping coefficient of the reference model, s represents the complex parameter in the Laplace transform, thetacIn order to expect the rudder deflection angle command,
Figure FDA0002380166530000016
is a reference model output;
step four, selecting an outer loop control law
The outer ring is an angle control ring, and the control law adopts a PD control law:
Figure FDA0002380166530000021
in the formula: kpAs a proportional control coefficient, KdIs a differential control coefficient, thetacIs a desired angle;
step five, establishing an inner loop second-order control model
Let the tracking error of angular velocity be e ═ thetacθ, then the inner loop second order control model is:
Figure FDA0002380166530000022
in the formula:
Figure FDA0002380166530000023
in order to be an angular acceleration error,
Figure FDA0002380166530000024
being the third derivative of the error in angular velocity,
Figure FDA0002380166530000025
which is indicative of a desired angular velocity of the vehicle,
Figure FDA0002380166530000026
it is indicative of the desired angular acceleration,
Figure FDA0002380166530000027
representing the desired third derivative of angular velocity;
step six, establishing a second-order extended state observer and designing parameters of the state observer
Aiming at an inner loop second-order control model, a second-order extended state observer of the following form is established:
Figure FDA0002380166530000028
in the formula: z1Observation of
Figure FDA0002380166530000029
Z2Observation of
Figure FDA00023801665300000210
Z3Observation of
Figure FDA00023801665300000211
k1Designing parameters for the extended state observer;
step seven, designing a nonlinear sliding mode control law
The inner ring control law adopts a nonlinear sliding mode control law, and sliding mode surface design and sliding mode control law design are carried out in sequence, wherein:
the slip form surfaces used are:
S＝sig(a1,e)+k2·a2·sig(2-1/a2,Z2+k1·sig(a1,e))/(2a2-1)；
in the formula: sig (h, x) ═ abs (x)h)·sign(x)，a1、a2、k2Are all design parameters, Z2An observed value representing an observer output;
the adopted control law form is as follows:
u＝-inv(B)·(k1·a1·G·(phi/k1+x2)+a·sig(r1,S)+b·sig(r2,S)+Z3)；
in the formula:
Figure FDA0002380166530000031
Figure FDA0002380166530000032
r1＞1、r2less than 1 represents a high power term and a low power term respectively, and a and b are design parameters;
step eight, designing a signal preprocessing strategy
(1) To the outsideThe input signal command is judged, and when the difference value between the signal command in the current period and the signal command in the previous period is greater than zeta1When the signal is judged to have a step, the step signal is processed in a slope mode, and the change slope of the signal is smaller than zeta2；
(2) Carrying out hard saturation processing on the control quantity instruction, namely only allowing the amplitude of the control quantity to change within a certain threshold value;
step nine and third order steering engine control
(1) Performing signal preprocessing on the external input signal according to the signal preprocessing strategy designed in the step eight;
(2) given a desired rudder deflection angle command θcInputting the reference model to obtain the output of the reference model
Figure FDA0002380166530000033
(3) And (3) performing outer ring angle control by adopting a PD control law: obtaining a real-time rudder deflection angle theta according to an angular displacement sensor, and obtaining a real-time angular velocity according to an angular velocity sensor
Figure FDA0002380166530000034
Obtaining real-time angle error by controlling input reference instruction and real-time rudder deflection angle
Figure FDA0002380166530000035
Obtaining the expected angular velocity of the inner ring by the PD control law
Figure FDA0002380166530000036
(4) Inputting the real-time angle error signal e into a state observer to realize accurate observation of state quantity deviation and disturbance caused by mechanical clearance, friction and temperature change vibration;
(5) obtaining a control quantity by a nonlinear sliding mode control law, and outputting a desired angular velocity command by an outer ring
Figure FDA0002380166530000041
And real-time angular velocity
Figure FDA0002380166530000042
Obtaining the angular speed error and simultaneously obtaining the disturbance estimated value Z3And the observed quantity of state Z2Introducing a nonlinear sliding mode control law to obtain a steering engine control quantity u;
(6) repeating (1) to (5) every control cycle to achieve tracking of the desired rudder deflection command signal.
2. The third-order steering engine control method based on the reference model and the disturbance precise observation compensation, as claimed in claim 1, wherein in the seventh step, the sign function sign () is replaced by a sine transition function or a hyperbolic tangent function.
3. The method for controlling a third-order steering engine based on the reference model and the disturbance precise observation compensation as claimed in claim 1, wherein in the seventh step, a2＞a1＞1。
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