3 465 u t 6 t y t = r [ A ex B ex C ex v t = u t v t u t t u t J ex = limv t = Δx ex t Q ex Δx ex t + v t R ex v t dt t 7 x ex t = [ x t u t x ex t =

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1 Journal of Northwetern Polytechnical Univerity June Vol No. 3 尹海韬, 王新民, 李乐尧, 谢蓉 7172 舰载机着舰阶段是舰载机控制的一个重要阶段文章结合最优伺服理论和线性系统解耦理论的特点, 设计了一种新的最优伺服控制器, 用于舰载机着舰轨迹跟踪控制 ; 给出最优伺服系统的基本理论, 并进行可控性的证明 ; 给出了改进的最优伺服控制系统模型, 为解决传统最优伺服控制系统对复杂模型的不可控性, 以线性系统理论对复杂模型进行降阶解耦, 并以全状态反馈, 选择性输出跟踪的方法代替原来的控制模型 ; 以某舰载机飞行 / 推力综合系统为例, 进行数字仿真, 结果证明改进的最优伺服控制器具有满意的跟踪效果和鲁棒性着舰, 最优伺服, 解耦, 轨迹跟踪, 风干扰, 鲁棒性 V A Automatic Carrier Landing Sytem ACLS OS OS ACLS OS OS ACLS OS OS 1-3 ACLS OS / x t = Ax t + Bu t + f t y t = Cx t + Du t 1 x = x = 6 x t R n u t R m y t R t Optimal f t R n Servo OS 1 t y t r t / 1 OS 1986

2 3 465 u t 6 t y t = r [ A ex B ex C ex v t = u t v t u t t u t J ex = limv t = Δx ex t Q ex Δx ex t + v t R ex v t dt t 7 x ex t = [ x t u t x ex t = A ex x ex t + B ex v t + F ex f t 2 y ex t = C ex x ex t A ex = [ A B B ex = I C ex = [ C D F ex = I n m t x t u t x u x = Ax + Bu + f t = 3 y = Cx + Du = r t 3 r t = A B C D x [ u + [ f t x ex t x ex = x - f t 5 8 = Z -1 4 u r t x t v t = - K ex r t Z = [ A B u t + K x ex u C D 1 Δx t Δu t x t Δx t = x t - x y t = A B x t C D u t + 5 Δu t = u t - u Δx ex t = [ Δx t Δu t x t u t = Z x t - f t -1 y t t v t = x t = A ex x ex F ex f = 2 x t Δ x ex t = A ex Δx ex t + B ex v t v t = - K ex Z -1 y t - r t y t = C ex Δx ex t + C ex x ex K ex Z -1 = [ K 1 K 2 t C ex x ex = r t v t = - K y t - r t = C ex Δx ex t 1 x t + K 2 r t - y t Δ x ex t = A ex Δx ex t + B ex v t u t = - K 1 x t + K 2 t r t - y t dt + K 1 x 6 y t - r t = C ex Δx ex t 14 J ex = y t - r t Q y t - r t + v t R ex v t dt Q ex = C exqc ex n + m n + m R ex m m J ex v t = - K ex Δx ex t 8 K ex = R -1 ex B exp ex 9 n + m n + m P ex Riccati A exp ex + P ex A ex - P ex B ex R -1 ex B exp ex + Q ex = Δx ex t = [ Δx t Δu t 1 8 Δx t Δu t x t r t - y t [ f t 11 12

3 x = u t = - K 1 x t + K 2 t r t - y t dt 15 = rank B * = min n t A * B * rank B * A * B * A * 2 B * A * n-1 B * 15 1 = min n t 2 t n x t = A - BK 1 x t + m n rank A * = rank B * = min m BK 2 t r t - y t dt + f t 16 n t rank B * A * B * A * 2 B * A * n-1 B * y t = Cx t + Du t = min m n t 16 1 m n t n A * = - K - 1 K 2 C B * = - K - 1 K 2 D rank A * 2 / OS v t = - K 1 x t + K 2 r t - Cx t - Du t K 1 x t = - K 2 Cx t - K 2 Du t - v t + K 2 r t K 1 R m n K 2 R m t rank K 1 = min n m rank K 2 = min t m / 1 21 x = Ax + Bu 1. 2 OS y = Cx + Du} 1. 1 OS 16 x = V α θ q H n l n h m n t n y = V α θ q H n l n h F 1 13 u = δ e m f A e 21 1 / 2 3 K 1 17 / x t = - K + 1 K 2 Cx t - K + 1 K 2 Du t - K + 1 v t + K + 1 K 2 r t A * = - K + 1 K 2 C B * = - K + 1 K 2 D t limv t = r t t A * B * 1 / m = n K 1 n n 18 x t = - K - 1 K 2 Cx t - K - 1 K 2 Du t - K - 1 v t + K - 1 K 2 r t OS

4 Z p = A p B p K pex Z -1 p = [ K p1 K p 2 C p Dp K p1 K p2 6 K p1 K p2 15 / δ e t = - K p1 V t α t θ t q t H t x p = A p Δx p + B p Δu p + H p Δy K p2 pe t r p1 t - H t dt 24 y p = C p Δx p + D p Δu p + G p } 22 Δy 2. 2 x e = A e Δx e + B e Δu e + H e Δy ep y e = C e Δx e + D e Δu e + G e } Δy x e x p = y p = V α θ q H u p = δ e = F y pe = n l n h y e = n l n h F pe ep 23 u e = m f A e y ep = H M 2. 1 OS 25 APCS x p = V α θ q H y p = H u p = δ e APCS r p t f p t r p t = r p1 t f p t = f p1 t f p2 t f p3 t f p4 t f p5 t 1 22 J pex 1 v p t = u p t = δ e t x pex t = [ x p t u p t = [ V t α t θ t q t H t δ e t 2 = y p t - r p t Q p y p t - r p t + v p t R pex v p t dt 2 Q pex R pex Q p R p Q p R p Q pex = C pexq p C pex R pex = R p 3 1 P pex 4 9 K pex OS m f t A e t = - K e1 n l t n h t + K e2 t r e1 t - n l t r e2 t - n h t dt / OS /

5 / OS / 3 OS PID PID OS OS PID 5 OS PID 6 OS PID 3 4 PID OS OS / PID OS OS 5 6 OS OS PID 4 OS 1 Steinberg M L. A Comparion of Neural Fuzzy Evolutionary and Adaptive Approache for Carrier landing. AIAA Kyungmoon Nho Rameh K. Automatic Landing Sytem Deign Uing Fuzzy Logic. AIAA Steinberg M L. A Comparion of Intelligent Adaptive and Nonlinear Flight Control Law. AIAA

6 3 469 Jia Xinqiang Lin Peng Wang Minwen Shen Jian. Study on Diturbance of Board Movement in Proce of Carrier Aircraft Landing and it Compenation. Aeronautical Computing echnique in Chinee ao Yang Hou Zhiqiang Jia Zhonghu. Modeling and Simulation of Air Wake in Aircraft Approaching. Ordnance Indutry Automation in Chinee Fan Siqi Li Huacong Fan Ding et al. Aero-Engine Control the econd book. Xi'an Northwetern Polytechnical Univerity Pre in Chinee 7. / Yang Yidong Jiang Ju. Integrated Flight /hrut Control Sytem with Contant Angle of Attack. Acta Aeronautica et Atronautica Sinica in Chinee Hu Guocai Wang Qi Liu Xiangyi Guo Weigang. Influence of Carrier Air Wake on Carrier-Baed Aircraft Landing rajectory and Dynamic Repone. Flight Dynamic in Chinee Deigning Optimal Servo OS Controller with Reduced-Order Decoupling and It Application to Landing Control Yin Haitao Wang Xinmin Li Leyao Xie Rong Department of Automatic Control Northwetern Polytechnical Univerity Xi'an 7172 China Abtract he landing phae of an aircraft carrier i important for it control. But to our knowledge there are few paper in the open literature dealing with the ubject mentioned in the title. herefore we deign what we believe to be a new OS controller with the reduced-order decoupling to track and control the landing trajectory of the aircraft carrier. We etablih the model of the OS controller. o overcome the traditional OS control ytem difficulty in controlling a complex model we ue the linear ytem theory to perform the reduced-order decoupling of the complex model and track it with full-tate feedback and elective output. he OS controller we deigned reduce the coupling relation among complex ytem and implifie the relationhip between their input and output. We imulated a flight /thrut integrated ytem of a certain carrier aircraft. he imulation reult given in Fig. 3 through 6 and their analyi how preliminarily that compared with the traditional PID controller our OS controller i more effective and robut and ha better anti-perturbation performance in addition to wind diturbance. Key word Aircraft Landing Decoupling Optimal Servo Robutne racking Wind Diturbance

Y m G C I IMC C II IMC R Y = + C I IMC F f G - G^ + - F f G^ C I IMC D + C I IMC F f G - G^ 9 D() R() C IMC() Ⅱ CIMC() U() Ⅰ G() Y() Y m() - G

Y m G C I IMC C II IMC R Y = + C I IMC F f G - G^ + - F f G^ C I IMC D + C I IMC F f G - G^ 9 D() R() C IMC() Ⅱ CIMC() U() Ⅰ G() Y() Y m() - G 4 ELECTRI C MACHINES AND CONTROL Vol. 4 No. Jan. 2. 22 2. 28 TM 92 A 7-449X - 6- Three-degree-freedom internal model dynamic decoupling control of ynchronou motor ZHU Xi-rong ZHOU Yuan-hen FU Xiao 2. Department