CN110615109A - Fault-tolerant control method for electromechanical compound transmission system of aircraft - Google Patents
Fault-tolerant control method for electromechanical compound transmission system of aircraft Download PDFInfo
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- CN110615109A CN110615109A CN201910977024.5A CN201910977024A CN110615109A CN 110615109 A CN110615109 A CN 110615109A CN 201910977024 A CN201910977024 A CN 201910977024A CN 110615109 A CN110615109 A CN 110615109A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/46—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors for speed regulation of two or more dynamo-electric motors in relation to one another
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Abstract
The invention discloses a fault-tolerant control method for an electromechanical compound transmission system of an aircraft, which comprises the steps of judging whether a fault main body is an engine, a first motor or a second motor; if the engine fails, adjusting the torque of the first motor and the torque of the second motor to control the planetary coupling mechanism to operate; if the second motor fails, adjusting the torque of the first motor to control the planetary coupling mechanism to operate; if the first motor fails, judging whether a third failure factor is 1; if not, adjusting the torque of the second motor to control the planetary coupling mechanism to operate; if yes, the torque of the second motor is adjusted to control the planetary coupling mechanism to operate, and the K2 row sun gear is braked, so that the total distance of the rotor wings is increased. The invention can control torque redistribution and make up for the loss of functions or performances of a fault actuator, thereby ensuring the safety performance of the aircraft.
Description
Technical Field
The invention relates to the technical field of aircraft flight control, in particular to a fault-tolerant control method for an electromechanical compound transmission system of an aircraft.
Background
At present, increasing the running speed of an aircraft is one of the important directions for the development of the aircraft. Currently, the speed of the rotor is typically varied in three ways, one being by varying the speed of the aircraft engine according to the aircraft control system, which varies the speed of the rotor. Secondly, the rotating speed of the power turbine is changed, and the method generally adopted is as follows: adjusting some geometrical parameters of the engine, such as the power turbine angle of attack, allows the rotor speed to be varied without changing the engine operating conditions. And thirdly, changing the transmission ratio of the transmission system to change the output rotating speed.
With respect to the first solution, both the passenger helicopter companies EC135 and EC145 adopt a solution that has the disadvantage that the engine has a relatively fixed operating speed, and if the engine is operated in a relatively large speed variation range, the engine is likely not to be able to operate in a position where its operating efficiency is relatively high, which would make the rotor speed variation range relatively small, for example only 3% of the EC135 mentioned above, in order to avoid this problem. Different from the first scheme, the second scheme can ensure the working efficiency of the engine, but various control mechanisms need to be additionally arranged in the engine, the technical difficulty is high, and the mass of the engine can be increased. For the third scheme, the cost performance of the scheme is highest compared to the other two schemes.
However, in order to make the engine speed substantially constant and to use the transmission system to perform speed change, it is a good method to adopt the electromechanical compound transmission, but because the electromechanical compound transmission system applied in the aircraft fails to achieve the expected effect of the aircraft or even is dangerous because of out-of-control when the fault is not diagnosed and processed timely and effectively, and the loss is irretrievable. The electromechanical compound transmission device is a relatively complex system and comprises a plurality of components, each component has a fault, which causes problems to the operation of the transmission system, and even some faults can cause the transmission system to be dangerous in the operation process, but the prior art does not provide a control method for ensuring the safety and the high efficiency of the electromechanical compound transmission system.
Disclosure of Invention
The invention aims to provide a fault-tolerant control method for an electromechanical composite transmission system of an aircraft, which can realize control redistribution and make up for the loss of functions or performance of a fault actuator, thereby ensuring the safety performance of the aircraft.
In order to achieve the purpose, the invention provides the following technical scheme:
an aircraft electromechanical compound transmission system fault-tolerant control method is applied to an aircraft electromechanical compound transmission system, the system comprises a controller, an engine, a first motor, a second motor, a planetary coupling mechanism, a brake and a rotor wing, the planetary coupling mechanism comprises K2 rows of sun gears, and the method comprises the following steps:
judging whether the fault main body is an engine, a first motor or a second motor;
if the engine fails, acquiring a first failure factor, wherein the first failure factor represents the degree of the engine failure;
calculating the torque of the first motor and the torque of the second motor according to the first failure factor;
adjusting the current first motor torque to the torque of the first motor, and adjusting the current second motor torque to the torque of the second motor;
if the second motor fails, acquiring a second failure factor and the torque of the engine, wherein the second failure factor represents the degree of the second motor failure;
calculating the torque of the first motor according to the second failure factor and the torque of the engine;
adjusting a current first motor torque to a torque of the first motor;
if the first motor fails, acquiring a third failure factor and the torque of the engine, wherein the third failure factor represents the degree of the failure of the first motor;
judging whether the third failure factor is 1;
if not, calculating the torque of the second motor according to the third failure factor and the torque of the engine;
adjusting a current second motor torque to a torque of the second motor;
if yes, calculating the torque of a second motor according to the torque of the engine;
and adjusting the current torque of the second motor to the torque of the second motor, braking the K2 row sun wheel and increasing the total distance of the rotor wing.
Optionally, the calculating the torque of the first motor and the torque of the second motor according to the first failure factor includes:
calculating the required power according to the power conservation principle;
calculating the torque of the second motor according to the required power and the first failure factor;
calculating the torque of the first motor according to the first failure factor and the torque of the second motor.
Optionally, the calculating the torque of the first electric machine according to the second failure factor and the torque of the engine includes:
using a formulaCalculating a torque of the first electrical machine, wherein (1- δ)3)Tbnb＝Pneed-Tana-Tene，Is the angular acceleration of the engine, neIs the engine speed, TeIs the torque of the engine, TaIs the torque of the first electric machine, TbIs the torque of the second electric machine, TfFor load torque, naIs the rotational speed of the first motor, nbIs the rotational speed of the second motor, delta3Is the second failure factor.
Optionally, the calculating the torque of the second electric machine according to the torque of the engine includes:
using the formula Tb＝g(To,Te) Calculating the torque of the second electric machine, wherein TbIs the torque of the second electric machine, ToTo output power, TeIs the engine torque, g (T)o,Te) As a function of output power and engine torque.
Optionally, the calculating the required power according to the power conservation principle includes:
using the formula Pe+Pa+Pb＝PneedCalculating the required power, wherein PeFor powering the engine, PaProviding power to the first motor, PbFor supplying power to the second motor, PneedIs the required power.
Optionally, the calculating the torque of the second electric machine according to the required power and the first failure factor includes:
using a formulaCalculating the torque of the second electric machine, wherein TbIs the torque of the second motor, PneedTo demand power, TaIs the torque of the first electric machine, naIs the rotational speed, delta, of the first electrical machine1Is a first failure factor, TeIs the torque of the engine, neIs the rotational speed of the generator, nbIs the rotational speed of the second motor.
Optionally, the calculating the torque of the first motor according to the first failure factor and the torque of the second motor includes:
using a formulaCalculating a torque of the first electric machine, wherein,is the angular acceleration of the engine, neIs the rotational speed of the generator, delta1Is a first failure factor, TeIs the torque of the engine, TaIs the torque of the first electric machine, TbIs the torque of the second electric machine, TfIs the load torque.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
on one hand, the invention does not need to redesign the control rate and solve the optimization algorithm, so the computer calculation speed is increased and the on-line operation speed is increased; on the other hand, the method utilizes the characteristics of the electromechanical composite transmission system for the aircraft, and based on power conservation and constant rotating speed of the engine, the control redistribution is realized by performing active cooperative torque compensation on the fault engine, the first motor and the second motor, the loss of functions or performance of the electromechanical composite transmission system caused by a fault actuator is made up, and the safety performance of the aircraft is ensured.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic illustration of the electromechanical compound drive train of the aircraft according to the invention;
FIG. 2 is a flow chart of a method of fault-tolerant control of an electromechanical compound transmission system of an aircraft according to the invention;
in the figure: 1-engine, 2-first motor, 3-second motor, 4-third motor.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a fault-tolerant control method for an electromechanical composite transmission system of an aircraft, which can realize control redistribution and make up for the loss of functions or performance of a fault actuator, thereby ensuring the safety performance of the aircraft.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Fault-tolerant control, i.e. when a problem occurs in one or several components of the system, the fault-tolerant control system can still operate in a target mode or slightly below the target mode but still ensure that the system is not dangerous.
Fig. 1 is a schematic structural diagram of an electromechanical compound transmission system of an aircraft according to the present invention, and as shown in fig. 1, the electromechanical compound transmission system of the present invention includes three actuators, namely an engine 1, a first electric machine 2 and a second electric machine 3, and the three actuators are independent, wherein the engine 1, the first electric machine 2 and the second electric machine 3 can be used as redundant actuators thereof (a third electric machine 4 is also included in the figure for supplying power to other parts in the mechanism). Therefore, if the second electric machine 3 fails, it is possible to reconstruct by controlling the distribution algorithm, using the remaining non-failed actuators (the engine 1 and the first electric machine 2) to compensate for the loss of the second electric machine 3, so that the desired effect or slightly lower can be achieved. Similarly, if the engine 1 fails, it can be compensated by the actuator (the first electric machine 2 and the second electric machine 2) without failure.
Aiming at the fault degree of the actuator, the failure factor delta of the actuator is obtainedi(0≤δi1, i ≦ 1, 2, 3), where 0 indicates no fault, 1 indicates complete fault, and the failure factor is obtained according to some fault diagnosis method, and if the torque that the actuator should input is a, but b is actually input due to the fault, then the failure factor is (a-b)/a, and here, assuming a failure factor, for example, assuming that the second motor is faulty, then the matrix of the failure factors at this time is shown as follows:
fault＝[0 0 δ3] (1)
the failure matrix is used as the control input of a control distribution system, after the actuator of the electromechanical compound transmission system fails, the control distribution module is used for redistributing the torque input of the actuator according to the failure factor, and a failure-free redundant actuator is used for compensating the failure actuator, so that the redistribution result meets the requirement of the transmission system.
Referring to fig. 2, a fault-tolerant control method for an electromechanical compound transmission system of an aircraft is applied to the electromechanical compound transmission system of the aircraft in fig. 1, and the method includes:
step 201: judging whether the fault main body is an engine, a first motor or a second motor;
step 202: if the engine fails, acquiring a first failure factor, wherein the first failure factor represents the degree of the engine failure;
step 203: calculating the torque of the first motor and the torque of the second motor according to the first failure factor;
step 204: adjusting the current first motor torque to the torque of the first motor, and adjusting the current second motor torque to the torque of the second motor;
step 205: if the second motor fails, acquiring a second failure factor and the torque of the engine, wherein the second failure factor represents the degree of the second motor failure;
step 206: calculating the torque of the first motor according to the second failure factor and the torque of the engine;
step 207: adjusting a current first motor torque to a torque of the first motor;
step 208: if the first motor fails, acquiring a third failure factor and the torque of the engine, wherein the third failure factor represents the degree of the failure of the first motor;
step 209: judging whether the third failure factor is 1;
step 210: if not, calculating the torque of the second motor according to the third failure factor and the torque of the engine;
step 211: adjusting a current second motor torque to a torque of the second motor;
step 212: if yes, calculating the torque of a second motor according to the torque of the engine;
step 213: and adjusting the current torque of the second motor to the torque of the second motor, braking the K2 row sun wheel and increasing the total distance of the rotor wing.
Specifically, the control distribution module redistributes the torque to be provided by each actuator according to the failure factor and the virtual control quantity obtained by the controller (the controller calculates the torque of each actuator according to no fault), and then the actuators are provided for the planetary coupling mechanism according to the torque, so that the planetary coupling mechanism operates in a desired mode.
In the electro-mechanical compound transmission system of the present invention, each actuator failure is taken into account by redistributing the torque required to be supplied to each actuator using a control distribution module that uses principles derived from conservation of power and constancy of engine speed. The control distribution module redistributes the torque supplied by the actuators to the engine, the first motor, and the second motor based on the failure factor, with different calculation methods for each actuator failure, and a control distribution scheme for each actuator failure (which actuator failure is diagnosed by a diagnostic routine in the controller) is presented below.
1. Engine failure
The engine is used as a power supply for the electro-mechanical compound transmission system, and if the engine fails, the electro-mechanical compound transmission system cannot operate in a desired manner, and the engine is assumed to fail at the 10 th s, wherein the first failure factor is delta1The control distribution module redistributes the torque provided by the first and second electric machines based on the failure factor.
The reallocation method is based on power balancing, i.e.:
Pe+Pa+Pb＝Pneed (2)
wherein P iseFor powering the engine, PaProviding power to the first motor, PbFor supplying power to the second motor, PneedIs the required power.
When the engine has failed, the torque of the first electric machine is calculated according to the dynamic model of the planetary coupling mechanism, i.e. keeping the rotational speed of the engine constant:
in the formula (I), the compound is shown in the specification,is the angular acceleration, delta, of the engine1Is a first failure factor, neIs the engine speed, TeTorque supplied to the engine, TaProviding torque, T, to the first motorbProviding torque, T, to the second motorfFor the load torque, the second motor torque is calculated by:
wherein, TbProviding torque, P, to the second motorneedTo demand power, TaProviding torque to the first motor, naAt a first motor speed, delta1Is a first failure factor, neIs the engine speed, TeTorque supplied to the engine, nbThe rotating speed of the second motor;
the torque required to be provided by the first motor can be obtained by replacing the formula (4) with the formula (3), and the torques of the engine, the first motor and the second motor are ensured to be within the torque ranges.
2. Second motor failure
When the second motor fails, the control distribution module failure factor redistributes each control quantity, and the redistribution principle is still power conservation.
The torque of the first electric machine is calculated from a dynamic model of the planetary coupling, i.e. keeping the rotational speed of the engine constant:
wherein (1-delta)3)Tbnb＝Pneed-Tana-Tene，Is the angular acceleration of the engine, neIs the engine speed, TeProviding torque to the engine, TaProviding torque, T, to the first motorbProviding torque, T, to the second motorfFor load torque, naIs the first motor speed, nbAt a second motor speed, PneedTo demand power, delta3Is a second failure factor;
the torque required to be provided by the first electric machine can be obtained according to the formula, the torque required to be provided by the engine is given by the controller, and the torques of the engine, the first electric machine and the second electric machine are ensured to be within the torque range of the first electric machine.
3. First motor failure
When the first motor has a third failure factor delta2In the case of failure of (1), wherein δ2Instead of 1, i.e. the first motor does not fail completely, the control distribution method is similar to the second motor failure.
When the first machine has a complete failure, i.e. the third failure factor delta2Equal to 1, the whole system cannot work when the first motor is completely out of order because of the special position and action of the first motor, so if the first motor is completely out of order, the transmission system cannot output power, so in order to make the system work normally, the sun gear of the row K2 of the planetary coupling mechanism is braked by a brake.
At this time, the control distribution module needs to redistribute the torque that the second motor needs to provide, and the torque of the second motor is given by the following formula:
Tb＝g(To,Te) (6)
in the formula, ToTo output power, TeIs the engine torque, g (T)o,Te) Is a function of output torque and engine torque.
The torque of the second electric machine is between its minimum and maximum torques, i.e.:
Tbmin≤Tb≤Tbmax (7)
the addition of the brake to the sun gear shaft in row K2 causes the transmission output to slow, and in order to allow the rotor to generate torque that will operate at normal torque, it is appropriate to increase the collective pitch of the rotors so that the system operates as intended, or slightly less than intended.
In summary, the distribution module can quickly take effective measures to faults, and the output torque of the fault-free actuator is immediately adjusted under the combined action of the self controller and the distribution module, so that the deficiency of the system output power caused by the fault actuator is timely and effectively compensated.
The invention also discloses the following technical effects:
on one hand, the invention does not need to redesign the control rate and solve the optimization algorithm, so the computer calculation speed is increased and the on-line operation speed is increased; on the other hand, the method utilizes the characteristics of the electromechanical composite transmission system for the aircraft, and based on power conservation and constant rotating speed of the engine, the control redistribution is realized by performing active cooperative torque compensation on the fault engine, the first motor and the second motor, the loss of functions or performance of the electromechanical composite transmission system caused by a fault actuator is made up, and the safety performance of the aircraft is ensured.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (7)
1. An aircraft electromechanical compound transmission system fault-tolerant control method is applied to an aircraft electromechanical compound transmission system, the system comprises a controller, an engine, a first motor, a second motor, a planetary coupling mechanism, a brake and a rotor wing, the planetary coupling mechanism comprises K2 rows of sun gears, and the method is characterized by comprising the following steps:
judging whether the fault main body is an engine, a first motor or a second motor;
if the engine fails, acquiring a first failure factor, wherein the first failure factor represents the degree of the engine failure;
calculating the torque of the first motor and the torque of the second motor according to the first failure factor;
adjusting the current first motor torque to the torque of the first motor, and adjusting the current second motor torque to the torque of the second motor;
if the second motor fails, acquiring a second failure factor and the torque of the engine, wherein the second failure factor represents the degree of the second motor failure;
calculating the torque of the first motor according to the second failure factor and the torque of the engine;
adjusting a current first motor torque to a torque of the first motor;
if the first motor fails, acquiring a third failure factor and the torque of the engine, wherein the third failure factor represents the degree of the failure of the first motor;
judging whether the third failure factor is 1;
if not, calculating the torque of the second motor according to the third failure factor and the torque of the engine;
adjusting a current second motor torque to a torque of the second motor;
if yes, calculating the torque of a second motor according to the torque of the engine;
and adjusting the current torque of the second motor to the torque of the second motor, braking the K2 row sun wheel and increasing the total distance of the rotor wing.
2. The aircraft electro-mechanical compound transmission fault tolerance control method of claim 1, wherein calculating the torque of the first electric machine and the torque of the second electric machine based on the first failure factor comprises:
calculating the required power according to the power conservation principle;
calculating the torque of the second motor according to the required power and the first failure factor;
calculating the torque of the first motor according to the first failure factor and the torque of the second motor.
3. The method of fault-tolerant control of an aircraft electro-mechanical compound transmission system according to claim 1, wherein calculating the torque of the first electric machine based on the second failure factor and the torque of the engine comprises:
using a formulaCalculating a torque of the first electrical machine, wherein (1- δ)3)Tbnb＝Pneed-Tana-Tene，Is the angular acceleration of the engine, neIs the engine speed, TeIs the torque of the engine, TaIs the torque of the first electric machine, TbIs the torque of the second electric machine, TfFor load torque, naIs the rotational speed of the first motor, nbIs the rotational speed of the second motor, delta3Is the second failure factor.
4. The method of fault-tolerant control of an aircraft electromechanical compound transmission system according to claim 1, wherein said calculating a torque of a second electric machine from a torque of the engine comprises:
using the formula Tb＝g(To,Te) Calculating the torque of the second electric machine, wherein TbIs the torque of the second electric machine, ToTo output power, TeIs the engine torque, g (T)o,Te) With respect to output power and engine torqueA function.
5. The method for fault-tolerant control of an electromechanical compound transmission system of an aircraft according to claim 2, wherein the calculating of the required power according to the principle of conservation of power comprises:
using the formula Pe+Pa+Pb＝PneedCalculating the required power, wherein PeFor powering the engine, PaProviding power to the first motor, PbFor supplying power to the second motor, PneedIs the required power.
6. The method of fault-tolerant control of an aircraft electro-mechanical compound transmission system according to claim 2, wherein said calculating a torque of a second electrical machine from said demanded power and a first failure factor comprises:
using a formulaCalculating the torque of the second electric machine, wherein TbIs the torque of the second motor, PneedTo demand power, TaIs the torque of the first electric machine, naIs the rotational speed, delta, of the first electrical machine1Is a first failure factor, TeIs the torque of the engine, neIs the rotational speed of the generator, nbIs the rotational speed of the second motor.
7. The aircraft electro-mechanical compound transmission fault tolerance control method of claim 2, wherein calculating the torque of the first electric machine based on the first failure factor and the torque of the second electric machine comprises:
using a formulaCalculating a torque of the first electric machine, wherein,for the angle of the engineSpeed, delta1Is a first failure factor, TeIs the torque of the engine, TaIs the torque of the first electric machine, TbIs the torque of the second electric machine, TfIs the load torque.
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