CN114326404B - Aeroengine overrun protection control law design method based on low-selection-high-selection architecture - Google Patents
Aeroengine overrun protection control law design method based on low-selection-high-selection architecture Download PDFInfo
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Abstract
The invention relates to an aircraft engine overrun protection control law design method based on a low-selection-high-selection architecture, which comprises the following steps: PI controller design based on zero pole cancellation method; analyzing static characteristics of a control system; multi-loop correlation method design facing multi-target control; main fuel control architecture design based on restriction plans. The invention converts the multi-target control of the engine with high performance, high reliability and high safety into the single-target control of the independent calculation of the control fuel oil of each loop, realizes control decoupling, independently designs the control parameters of each loop, can ensure the control framework to have full envelope adaptation capability, can ensure the smooth switching of control quantity, prevents the jump of the engine performance, and clear the design principle of the multi-loop control framework of the main fuel oil, realizes the basis of the control parameters and the framework design, and has very strong engineering application value for further improving the engine performance.
Description
Technical Field
The invention belongs to an aeroengine control law design method, in particular to an aeroengine overrun protection control law design method based on a low-selection-high-selection architecture.
Background
The aero-engine is a complex system with strong nonlinearity and wide-range change of working points, and repeatedly works for a long time under abnormal and severe environments such as high rotating speed, high temperature, high pressure, high load and the like, if the key variables of the engine are not considered to be maintained within the allowable limiting range, the key variables comprise mechanical constraints such as rotating speed, thermal constraints such as pressure and temperature, and safe and stable working process constraints such as surge margin, flameout limit of a combustion chamber and the like, so that the engine enters abnormal working conditions, and the service life of the engine is seriously shortened. Excessive safety concerns will lead to reduced engine performance. Therefore, the fuel control of the aero-engine needs to realize two control targets, namely power management and limit management, and key parameters are always limited within a safe working boundary while ensuring that the engine generates good thrust response. The traditional over-limit protection control law of the aero-engine only designs a set of control parameters aiming at parameters (such as engine rotating speed) representing thrust level, a limiting parameter plan is required to be converted into a rotating speed plan through a pre-designed interpolation conversion relation, and finally, an appropriate rotating speed plan is selected as a fuel control instruction, so that coupling of each control loop exists, the rotating speed controller cannot exert performance potential of other loops, the control parameters are difficult to adjust, the equivalent relation of each loop only meets the conversion relation of a design state, the problem of full envelope adaptability and the like is solved, and the practical situation is consistent with the theoretical analysis result. From the perspective of improving the over-limit protection control capability of an engine, the current design method for selecting a loop based on the fuel oil quantity lacks mature theoretical guidance, is reflected in lacking theoretical support from the controller design to the control architecture design, does not comprehensively consider the matching between limiting characteristics and the performance of the controller at the initial stage of the architecture design, does not clearly determine the correlation between different control task priorities and the associated placement positions of low-selection/high-selection selectors, and needs to be researched for a theoretical reliable forward design method for over-limit protection control, which can solve the problems.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides an over-limit protection control law design method of an aeroengine based on a low-selection-high-selection architecture, which can ensure that a control architecture has full-envelope adaptive capacity, can ensure smooth switching of control quantity and can prevent jump of engine performance.
According to the technical scheme provided by the invention, the design method of the over-limit protection control law of the aero-engine based on the low-selection-high-selection architecture comprises the following steps:
s1, designing a PI controller based on a zero pole cancellation method;
s2, static characteristic analysis of a control system;
s3, designing a multi-loop association method facing multi-objective control;
s4, designing a main fuel control framework based on a limiting plan.
Preferably, the PI controller design step based on the pole-zero cancellation method specifically includes: based on the engine characteristic identification developed by the component level model, acquiring characteristic data such as an engine designated loop transfer function; based on different loops, an independent controller is designed by adopting a PI controller parameter design method, so that each loop is guaranteed to have better dynamic and steady-state performances.
Further preferably, the PI controller design step based on the pole-zero cancellation method further specifically includes: the method comprises the steps of identifying an engine model based on a nonlinear component level model and test run data, and acquiring gain coefficients such as fuel oil-rotating speed, fuel oil-pressure, fuel oil-temperature and the like, and characteristic parameters such as engine time constant and the like; and reasonably decomposing and designing dynamic performance indexes of each fuel control loop according to the overall performance requirement of the engine, determining the characteristics of an open loop control system based on the design bandwidth, designing parameters of a controller by a pole-zero cancellation method, and realizing the stable dynamic characteristic setting of the control loop so as to meet the target performance requirement.
Preferably, the control system static characteristic analysis step specifically includes: and aiming at the PI closed-loop control system, acquiring the static characteristic of the control loop according to the theorem of the initial value and the final value.
Further preferably, the control system static characteristic analysis is further specifically: the method comprises the steps of obtaining control amounts of different control loops in an initial state and a steady state by adopting an initial value and a final value theorem, and judging the magnitude relation between steady-state final values of controlled parameters of other control loops and limit values of the steady-state final values when one control loop is activated based on a static characteristic analysis result.
Preferably, the multi-loop association method for multi-objective control specifically comprises the following steps: and according to the limiting characteristic and the static characteristic, combining the low-selection-high-selection main fuel selection logic, designing association methods of different loops and specific selection links, and ensuring that the engine does not exceed a safe working boundary.
Further preferably, the method comprises the steps of analyzing from the two angles of the initial state loop activation condition and the steady state loop activation condition respectively for only low-selection, only high-selection and only low-selection and high-selection mixed 3 control architectures, acquiring the corresponding relation of the control parameters, the limiting direction and the selector characteristics, and designing a multi-loop association criterion.
Preferably, the main fuel control architecture design steps based on the restriction plan specifically include: based on a multi-loop association method, synthesizing a multi-element restriction plan of the engine, and obtaining a main fuel control scheme with different priority levels of the restriction plans.
Further preferably, the main fuel control architecture design step based on the restriction plan further specifically includes: based on a multi-loop association criterion, the same control task priority is combined by adopting the same type of selector, and finally a plurality of selectors are connected to obtain a final control architecture of main fuel oil of the engine, so that the requirements of system rapidity and safety reliability can be met.
The invention converts the multi-target control of the engine with high performance, high reliability and high safety into the single-target control of the independent calculation of the control fuel oil of each loop, realizes control decoupling, independently designs the control parameters of each loop, can ensure the control framework to have full envelope adaptation capability, can ensure the smooth switching of control quantity, prevents the jump of the engine performance, and clear the design principle of the multi-loop control framework of the main fuel oil, realizes the basis of the control parameters and the framework design, and has very strong engineering application value for further improving the engine performance.
Drawings
FIG. 1 is a schematic diagram of an aircraft engine main fuel high and low option control architecture.
Fig. 2 shows the N1 loop limit protection control effect.
Fig. 3 shows the N2 loop limit protection control effect.
Fig. 4 shows the T6 loop limit protection control effect.
Fig. 5 shows the P31 loop limit protection control effect.
Detailed Description
The invention will be further illustrated with reference to specific examples.
The invention discloses a principle of an over-limit protection control law design method of an aeroengine based on a low-selection-high-selection architecture, which is shown in a figure 1. In the figure, the control instruction is denoted as r i The controlled parameter is denoted as y i The controller is denoted K i The characteristics of different controlled parameters of the engine are expressed as G i The control amount of each loop is selected by low selection or high selection, and finally the control amount of the activation loop is obtained and is expressed as u i Wherein, the method comprises the steps of, wherein, low selection loop correlation quantity the index is defined as i=1, 2, l, the index of the higher-order loop correlation is defined as i=l+1, l+2, l, h.
According to the invention, the characteristic parameters G(s) of the engine are obtained through a fitting method, the parameters K(s) of different loop PI controllers are designed by adopting a pole-zero cancellation method, the transfer functions from different loop instructions to control quantities are respectively constructed based on the PI controllers and the characteristic identification results of the engine, the static characteristics of the loop are analyzed by adopting initial value theorem and final value theorem, and the connection of the loop with which selector is determined based on multi-loop association criteria and limiting tasks, so that the design scheme of the main fuel control framework of the aeroengine is finally formed.
The invention provides an aircraft engine overrun protection control law design method based on a low-selection-high-selection architecture, which comprises the following specific steps:
1) Developing characteristic identification according to nonlinear component level model or test run data of engine
The characteristic identification method is adopted to obtain engine transfer function models corresponding to different controlled parameters, and the identification models are set as the following first-order inertia link modes in consideration of the inertia characteristics of the engine:
wherein Y is i Taking a certain low-bypass-ratio turbofan engine as an example, the engine controlled parameters comprise a high-pressure rotor rotating speed N representing thrust level 2 Limiting parameters to be constrained, e.g. low-pressure rotor speed N 1 Post-turbine exhaust temperature T 6 High-pressure compressor back pressure P 31 Etc., U i Indicating the fuel control quantity of the engine, T e,i Is a time constant, K e,i Is steady-state gain, Y i And U i Based on y respectively i And u i And carrying out pull-type transformation to obtain the product.
2) Design of control loop parameters using pole-zero cancellation
And reasonably designing dynamic performance indexes of each fuel control loop according to the performance requirements of the engine. Assuming the current controlled output y i Closed loop design bandwidth omega b,i rad/s, i.e. the adjustment time index is about 3/omega b,i s. The PI controller employed by this loop has the following form:
K i ＝K p,i +K p,i /T i,i s (2)
wherein K is p,i Characterization of the i-th Loop controller scaling factor, T i,i The i-th loop controller integration coefficient is characterized.
Based on the controller form (2) and the design index, the i-th loop system open loop transfer function should satisfy the following relationship:
if the above relationship holds, the control parameters are:
K p,i ＝T e,i /K e,i ω b ,T i,i ＝T e,i (4)
3) Multi-loop switching control system static characteristic analysis
Before the static characteristic analysis is performed, it may be assumed that the ith control loop is an active loop, and the jth control loop is an inactive loop different from the ith control loop, and the active loop control amount may be expressed as:
wherein R is i Based on r i And carrying out pull-type transformation to obtain the product.
The deactivated circuit control amount is derived from the activated circuit control amount, the deactivated circuit engine characteristic, the deactivated circuit command, and the deactivated circuit controller characteristic:
U j (s)＝K j (s)(R j (s)-U i (s)G j (s)) (6)
assuming each loop instruction is a step signal, R i (s)＝r i /s，R j (s)＝r j And/s, adopting an initial value theorem to obtain the control quantity in the initial state:
substituting the formula (1) and the formula (2) into the formula (7) and the formula (8) yields:
and similarly, adopting a final value theorem to obtain the control quantity after being stabilized by the closed-loop control system:
similarly, substitution of the formulas (1) and (2) into the formulas (11) and (12) can give:
note that Y j (s)＝U i (s)G j (s) using the final value theorem:
substituting formula (15) into formula (14) yields:
wherein r is j To limit the plan, y j And (infinity) is a steady-state final value of the controlled parameter after the current control task is executed.
By adopting the initial value and the final value theorem, the control quantity of different control loops in the initial state and the steady state is obtained. For the initial state characteristic analysis result, the method can be used for judging which control loop is activated when a control task starts; for the analysis result of the steady state characteristic, the magnitude relation between the steady state final value of the controlled parameter of other control loops and the limit value of the steady state final value can be judged when one control loop is activated, and a theoretical basis is provided for the subsequent collocation of different selectors.
4) Multi-loop association criterion design based on low-selection-high-selection architecture
The partial design method is respectively considered for three control architectures: only low, only high, and low-high mix. Each control architecture is analyzed from two perspectives, an initial state loop activation condition and a steady state loop activation condition, respectively. It should be noted that the initial state activation condition is generally used for performance analysis, and the steady state loop activation condition is used for guiding the loop association design.
a) Only select down
If only the low-select selector is used, the active loop control amount must not be greater than the inactive loop control amount. For the initial state, the following relationship can be obtained by combining the formula (9) and the formula (10):
r i K p,i ≤r j K p,j (17)
therefore, based on the equation (17), the initial time activation loop determination can be performed by using the post-initial-guess verification means. For steady state, the following relationship can be obtained:
from the above equation, when s tends to be 0, u j (++) must tend to be infinite, if the relationship in equation (18) is satisfied, only r must be guaranteed j -y j (infinity) and K i,j Same number. When the controller integral coefficient is determined, the sign of the controller integral coefficient is used as a basis for judging the limiting capacity. That is, if only the low-selection selector is used, the integral coefficient K i,j Above 0, a parameter downward limit may be achieved, otherwise an upward limit may be achieved.
b) High selection only
If only the low-selection selector is used, the active loop control amount must not be smaller than the inactive loop control amount. The initial state control amount relationship is similarly obtained as follows:
r i K p,i ≥r j K p,j (19)
the initial state activation loop judgment method is the same as the low selection method only, and is not repeated. For steady state, it is possible to:
similar approaches can also be used to draw the following conclusions: if the relation of formula (20) is satisfied, only r is required to be ensured j -y j (infinity) and K i,j Different numbers, if only a high selector is used, the integral coefficient K i,j Above 0, parameter up-limiting may be achieved, otherwise down-limiting may be achieved.
c) Low-high-selection mixing
When the complex limiting problem is solved, if the integral coefficient symbols are different, the limiting task in the same direction is needed to be realized, and the complete limiting function cannot be obviously realized by only adopting a low-selection or high-selection single selector, and at the moment, a low-selection and high-selection mixed architecture is needed.
If a mixed low-high selection architecture is adopted, the activation loop may be in a low-selection loop or a high-selection loop, and the two cases need to be discussed separately. For convenience of theoretical derivation, subscripts j and k are used to distinguish between low-selection loops and high-selection loops, respectively. Assume that the control architecture signal flow is the control amount after the low selection and then the high selection.
For the initial state, if the active loop is in the low-select loop, then:
if the active loop is in the high select loop, then:
as can be seen from the above two formulas, the mixed low-high selection architecture may be iterated for 2 times when determining the initial active loop, compared to the low-selection only and the high-selection only architecture. For a control architecture formed by a plurality of low selection and a plurality of high selection combinations, the number of iterations is at most the total number of the low selection and the high selection selectors.
For steady state, if the active loop is in the low select loop, then:
if the active loop is in the high select loop, then:
it can be seen that if the activation loop is located at the low-selection selector at the front end of the signal flow, the control quantity relationship between each control loop and the activation loop is clear, and when the sign of the integral coefficient is determined, the corresponding restriction task can be realized by reasonably selecting the corresponding selector; if the activation loop is located at the high selection selector at the rear end of the signal flow, only the control loop connected with the high selection selector has definite relation, and the limiting task can be ensured, but for each control loop connected with the low selection selector, only the control loop with the smallest control quantity can be ensured to meet the specific relation.
5) Main fuel control architecture design based on control task priority
It can be seen from the above that, for the low-selection-only and high-selection-only control architectures, if the association criteria are adopted for design, the task restriction can be implemented, but for the hybrid control architecture, the overrun risk may still occur, and the root cause of this phenomenon is that the two selectors are placed at different positions on the control signal stream, if the multi-selector architecture is continuously considered, it is necessary to prioritize the different control tasks, and place the control loop with high priority at the rear end of the signal stream, and place the control loop with low priority at the front end of the signal stream, so as to ensure that when the activation loop is located at a certain level, the control loop higher than the level can still implement the task restriction.
Based on the technical scheme, the main fuel control scheme is designed, full-digital simulation and semi-physical simulation verification are carried out, the effect accords with the expectation, and the engine bench test shows that the algorithm can ensure that the key parameters of the engine are not overrun on the basis of ensuring the dynamic performance of the engine, and effectively ensures the safety and reliability of the engine. The effect is shown in fig. 2-5, and it can be seen that by pulling the throttle lever to the middle state position, the N1/N2/T6/P31 limiting plan is respectively adjusted downwards, so that the engine enters the quasi overrun state, and the main fuel control scheme designed by the invention can effectively ensure that the limiting parameters do not exceed the limiting plan.
Claims (3)
1. The design method of the over-limit protection control law of the aeroengine based on the low-selection-high-selection architecture is characterized by comprising the following steps of:
s1, designing a PI controller based on a zero pole cancellation method;
s2, static characteristic analysis of a multi-loop switching control system;
s3, designing a multi-loop association method facing multi-objective control;
s4, designing a main fuel control framework based on a limiting plan;
the static characteristic analysis step of the multi-loop switching control system specifically comprises the following steps: aiming at a PI closed-loop control system, adopting an initial value theorem and a final value theorem to obtain control quantities of different control loops in an initial state and a stable state;
the multi-loop association method for multi-objective control comprises the following specific design steps: when the low selection selector is adopted, if the integral coefficient is larger than 0, the downward limitation of the parameters can be realized, otherwise, the upward limitation can be realized; when the high selector is adopted, if the integral coefficient is larger than 0, the upward limitation of the parameters can be realized, otherwise, the downward limitation can be realized;
the main fuel control architecture design steps based on the restriction plan specifically include: for the low-selection-only and high-selection-only control architecture, if the design is carried out by adopting the association criteria, the limiting task can be realized; however, for the hybrid control architecture, different control tasks are prioritized, a control loop with a high priority is placed at the rear end of the signal flow, and a control loop with a low priority is placed at the front end of the signal flow, so that when an activation loop is located at a certain level, the control loop higher than the level can still realize the task restriction.
2. The method for designing the over-limit protection control law of the aeroengine based on the low-selection-high-selection architecture as claimed in claim 1, wherein the method is characterized by comprising the following steps of: the PI controller design steps based on the zero pole cancellation method specifically comprise: acquiring transfer function characteristic data of an appointed loop of the engine based on engine characteristic identification developed by the component level model; based on different loops, an independent controller is designed by adopting a PI controller parameter design method, so that each loop is guaranteed to have better dynamic and steady-state performances.
3. The method for designing the over-limit protection control law of the aeroengine based on the low-selection-high-selection architecture as claimed in claim 2, wherein the method is characterized by comprising the following steps of: the PI controller design steps based on the zero pole cancellation method further comprise the following specific steps: the method comprises the steps of carrying out engine model identification based on a nonlinear component level model and test run data, and acquiring fuel-rotating speed, fuel-pressure, fuel-temperature gain coefficients and engine time constants; and reasonably decomposing and designing dynamic performance indexes of each fuel control loop according to the overall performance requirement of the engine, determining the characteristics of an open loop control system based on the design bandwidth, designing parameters of a controller by a pole-zero cancellation method, and realizing the stable dynamic characteristic setting of the control loop so as to meet the target performance requirement.
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