多控制面飞机的全机颤振主动抑制设计

 以仿F/A-18A外形的全机模型为对象，研究多输入/多输出（MIMO）飞机颤振主动抑制（AFS）设计方法和特点。控制律采用线性二次型高斯（LQG）方法，结合平衡截断法降阶。首先，仅用机翼舵面对机翼部件和全机设计AFS控制律;然后，全动平尾参与AFS控制;最后，机身额外加装小翼，与机翼舵面联合控制，考察AFS效果。研究发现：单独机翼AFS效果显著，颤振速度提高28%；全机构型有机身模态参与颤振，仅用机翼舵面，低阶控制律颤振速度增量仅为4.6%；全动平尾参与控制可改善低频颤振，但存在低速的高频不稳定模态；机身小翼与机翼舵面联合控制，AFS控制效果可达14.9%。最终，筛选出机翼后缘内侧舵面与机身小翼两组控制面进行AFS设计，即可达到14.5%的颤振速度增量，是较为理想的AFS方案。

Active Flutter Suppression of Airplane Configuration with Multiple Control Surfaces

Active flutter suppression (AFS) of a multi-input/multi-output (MIMO) airplane configuration is studied on an imitational F/A-18A model. The controllers are designed by linear quadratic Gaussian (LQG) method truncated by a balanced truncation method. First, by merely using the wing flaps, the AFS of the wing and the airplane are performed. Then, all-moving horizontal empennage are involved into flutter control. Finally, a pair of fuselage flaps is combined with the wing flaps for AFS. It is found that the AFS of the wing is effective with the flutter speed increasing by 28%. However, the increment is only 4.6% for the airplane because of the fuselage modes coupling into flutter. The addition of all-moving horizontal empennage can improve low-frequency flutter, but it can also cause low-speed high-frequency instability. Combining the fuselage flaps with the wing flaps can increase the flutter speed by 14.9%. Finally, the trailing-edge in-board flaps and the fuselage flaps are selected to achieve a 14.5% flutter speed increment, which is a satisfactory AFS design.