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摘要:
舵面效能损耗会直接影响柔性飞机阵风减缓效果，考虑舵面效能损耗是主动阵风减缓控制系统设计的关键。针对柔性飞机遭遇阵风干扰问题，以某大展弦比柔性飞机模型为对象，建立包含刚体运动和弹性模态的柔性飞机结构动力学模型，考虑舵面作动器存在舵面效能损耗的情况，设计一种自适应观测器实时在线估计舵面作动器效能因子，重构和求解自适应主动容错
H ∞控制器，实现柔性飞机阵风载荷减缓。离散和连续阵风激励下的柔性飞机开/闭环时域响应仿真表明：在舵面无效能损耗情况下，H ∞控制与比例-积分-微分(PID)控制均能达到较好的减缓效果，H ∞控制相较于PID控制响应时间更快；在舵面存在效能损耗情况下，自适应观测器在4 s内能够完成效能因子评估，基于该效能因子设计的H ∞控制器能够达到与理想情况相当的阵风减缓效果。Abstract:The rudder surface effectiveness loss directly affects the gust alleviation effect of flexible aircraft, considering the rudder surface effectiveness loss is the key to the design of an active gust alleviation control system. In order to tackle the issue of gust interference in flexible aircraft, a high aspect ratio flexible aircraft model is utilized to create a structural dynamics model of the flexible aircraft that takes into account elastic modes and rigid body motion. Additionally, the rudder effectiveness loss of the rudder surface actuator is taken into consideration. An adaptive observer is designed to estimate the efficiency factor of the rudder surface actuator online in real-time, reconstruct and solve the adaptive active fault-tolerant H∞ controller, and achieve aircraft gust load alleviation. Under discrete and continuous gust excitation, simulation of the aircraft’s open/closed loop time domain response demonstrates that both H∞ control and proportional-integral-derivative (PID) control can achieve better alleviation effects under the rudder surface ineffective energy loss, and that H∞ control’s response time is faster than PID control’s. Under the rudder efficiency loss, the adaptive observer can complete the efficiency factor evaluation in less than 4 seconds, and the H∞ controller, which is designed based on this efficiency factor, can achieve gust alleviation that is comparable to the ideal scenario.
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图 6 大展弦比柔性飞机舵面布置
Figure 6. Rudder surface arrangement of flexible aircraft with large aspect ratio
图 7 “1-cos”阵风激励理想情况下的翼根弯矩
Figure 7. Wing-root bending moment under nominal “1-cos” gust excitation
图 8 “1-cos”阵风激励理想情况下的舵面偏转角
Figure 8. Rudder surface deflection angle under nominal “1-cos” gust excitation
图 9 Dryden阵风激励理想情况下的翼根弯矩
Figure 9. Wing-root bending moment under nominal of Dryden gust excitation
图 10 Dryden阵风激励理想情况下的舵面偏转角
Figure 10. Rudder surface deflection angle under nominal Dryden gust excitation
图 11 考虑效能损失“1-cos”阵风激励下估计效能因子
Figure 11. Estimation of efficiency factor under “1-cos” gust excitation considering efficiency loss
图 12 考虑效能损失“1-cos”阵风激励下估计效能因子变化率
Figure 12. Estimated efficiency factor change rate under “1-cos” gust excitation considering efficiency loss
图 13 考虑效能损失“1-cos”阵风激励下翼根弯矩
Figure 13. Wing-root bending moment under “1-cos” gust excitation considering efficiency loss
图 14 考虑效能损失“1-cos”阵风激励下舵面偏转角
Figure 14. Rudder surface deflection angle under “1-cos” gust excitation considering efficiency loss
图 15 考虑效能损失Dryden阵风激励下估计效能因子
Figure 15. Estimation of efficiency factor under Dryden gust excitation considering efficiency loss
图 16 考虑效能损失Dryden阵风激励下估计效能因子变化率
Figure 16. Estimated efficiency factor change rate under Dryden gust excitation considering efficiency loss
图 17 考虑效能损失Dryden阵风激励下翼根弯矩
Figure 17. Wing-root bending moment under Dryden gust excitation considering efficiency loss
图 18 考虑效能损失Dryden阵风激励下舵面偏转角
Figure 18. Rudder surface deflection angle under Dryden gust excitation considering efficiency loss
表 1 某大展弦比柔性飞机主要结构参数
Table 1. Main structural parameters of flexible aircraft with large aspect ratio
参数 数值 翼展/m 4.5 平均气动弦长/m 0.29 展弦比 15.52 机身长/m 2.2 尾翼展长/m 0.8 V尾夹角/(°) 110 
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表 2 调节增益分析
Table 2. Adjustment gain analysis
调节增益 调节次数 调节时间/s 调节幅值/(N·m) 100 150 80 4.00 28.115 8 190 69 3.45 24.224 0 200 68 3.40 23.793 4 220 65 3.25 23.204 4 230 64 3.20 22.843 6 240 63 3.15 22.590 5 250 62 3.10 22.225 8
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