CN108491614B - Fault modeling method for electric steering engine servo system - Google Patents
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Abstract
The invention discloses a fault modeling method of an electric steering engine servo system, which divides the electric steering engine servo system into a plurality of functional units according to the physical structure of the electric steering engine servo system, the output of each functional unit and the input of the functional unit have a definite relationship when the system works normally, the relationship can be described by a nominal model G(s), and the definite relationship of the input and the output of the functional unit where a fault is positioned is broken due to the influence of the fault when the fault is generated, so that the fault expression is shown and is expressed by a fault model G'(s). Compared with the prior art, the invention has the beneficial effects that: the electric steering engine servo system is divided into a plurality of functional units according to the physical structure of the electric steering engine servo system, the interrelation among the internal state, input and output of the functional units is considered, and perfect fault models of the functional units are established, so that a fault model of the whole system is formed, and faults can be positioned through input and output comparison of the units.
Description
Technical Field
The invention relates to a fault modeling method for an electromechanical servo system, in particular to a fault modeling method for an electric steering engine servo system.
Background
The control system fault theory generally comprises the contents of fault modeling, fault diagnosis, fault separation, fault tolerance decision and evaluation and the like. At present, the system fault diagnosis and fault tolerance design theory has been widely researched and achieves a great deal of results, and further research is needed on the fault mechanism analysis and the fault modeling theory. The fault modeling aims at establishing a fault model of the system, researching the change of the system state and the output appearance during fault, establishing a mapping relation between a fault mode and fault representation through fault modeling, forming a fault knowledge base and providing knowledge accumulation for fault diagnosis and fault prediction.
An article, namely fault modeling and application of a spacecraft, published in aerospace control 2011 05 describes faults of an actuating mechanism by adopting a fault description matrix, and can describe complete failure, partial failure or intermittent failure of output quantity of the actuating mechanism. The method can only describe limited kinds of faults of the executing mechanism on a macroscopic level, cannot position the faults and is not beneficial to fault analysis.
The defects existing in the fault modeling of the conventional electric steering engine system mainly comprise: a) the description of the system fault is not fine enough, and the fault cannot be positioned and the fault source cannot be determined; b) the description of the fault types is not perfect, and only a limited number of typical faults can be modeled; c) only the influence of the fault on the system output is considered, and the effect of the fault on the internal state of the system is not considered, so that the fault analysis is not facilitated.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides a fault modeling method for an electric steering engine servo system.
In order to achieve the purpose, the invention is implemented according to the following technical scheme:
a fault modeling method for an electric steering engine servo system divides the electric steering engine servo system into a plurality of functional units according to the physical structure of the electric steering engine servo system, the output of each functional unit and the input of each functional unit have a definite relationship when the system works normally, the relationship can be described by a nominal model G(s), and the definite relationship of the input and the output of the functional unit where a fault is located is broken due to the influence of the fault when the fault occurs, so that the fault appearance is shown and is represented by a fault model G'(s). The invention considers that all fault representations are formed by adding fault factors on the basis of normal system representations, and different fault factors cause different fault representations. Therefore, the method can establish the fault model of the functional units, and connect the functional units with each other according to the physical relationship to obtain the complete system fault model, thereby analyzing various faults of the system, and the specific steps are as follows:
step one, divide electric steering engine servo into a plurality of functional units according to electric steering engine servo's physical structure, then establish the nominal model of each functional unit of electric steering engine servo, connect the nominal model of establishing each functional unit each other according to electric steering engine servo's physical connection and signal flow direction again and form electric steering engine servo's nominal model, wherein the functional unit includes:
the controller is used for building a variable structure control law by an analog circuit, receiving a flight control system instruction and a position feedback signal, executing a control algorithm and outputting a control quantity in a duty ratio form;
the power driver is a saturation link, and the upper limit and the lower limit of the power driver are the amplitude of the power voltage of the steering engine;
the servo motor adopts a permanent magnet direct current motor, can be described by a second-order link, and has a transfer function as follows:
in the formula, KmFor motor amplification factor, τmFor its electromechanical time constant, ω(s) is the motor angular velocity, θ(s) is the motor output angle, uv(s) is the voltage across the motor winding;
the speed reducer takes the transmission clearance of the speed reducer into consideration and can be represented by a proportion link and a delay link;
the feedback sensor mainly adopts a plastic potentiometer, so that the angular displacement of the actuating mechanism is converted into an equal-proportion voltage quantity, and a transfer function is a proportional link;
step two, functional unit fault analysis and fault modeling: the failure modes and failure models of all functional units of the servo system of the electric steering engine are respectively expressed as follows:
the controller mainly realizes the calculation of instruction and feedback error quantity and the generation of control quantity, the main physical component is an operational amplifier, and the fault type of the controller mainly comprises: (a) amplifier output saturation, (b) amplifier gain misalignment, (c) amplifier contact failure;
let the transfer function of the simulation model of the controller be Gc(s) the controller output in the normal state is
uc＝Gc(s)·(Um-Uf)＝Gc(s)Ue
In the formula of UeAs an input error amount, ucTo output the control quantity, the output of the controller under fault conditions is represented as
Where const is a saturated output representing the controller, independent of both its input and output signals; Δ G is a coefficient describing the gain misalignment of the amplifier; f. of1(t) is a function describing the contact failure, represented by the random 0/1 function;
the power driver, the trouble mainly appears in H bridge power amplifier circuit part, mainly includes: (a) open circuit of power tube, (b) short circuit of power tube, (c) abnormal power voltage, (d) poor contact of leading-out wire;
the power driver is a voltage bilateral amplitude limiting link on a mathematical model, so the fault mathematical model of the power driver mainly shows the influence on an amplitude limiting form, and the input of the link is ucOutput is uvThe clipping element is represented as
In the formula umax＝Vcc，uminSet as-Vcc, power module output at fault as uv' the model of the power module at the time of the fault occurrence is respectively expressed as:
failure (a): considering a single power tube open circuit, with umin0, or umax＝0，uv′＝uv；
Failure (b): u. ofv′＝0；
Failure (c):
wherein u isLAnd uHRespectively the lowest voltage and the highest voltage allowed by the normal operation of the system;
failure (d): u. ofv′＝uv·f1(t)，f1(t) a random function having a value of 0/1;
the faults of the servo motor are mainly classified into three types: (a) the magnetic steel is demagnetized, (b) the motor winding is short-circuited, (c) the motor winding is open-circuited, and the fault (a) can cause the gain reduction of the motor and the performance reduction; the faults (b) and (c) cause the voltage difference between two ends of the motor winding to be zero so as to stop the motor, and the motor model is G under the normal conditiond(s) the motor fault model under fault conditions is expressed as
G′d(s)＝f1(t)·(Gd+ΔGd)(s)，
In the formula,. DELTA.GdIndicating that fault (a) results in a change in a parameter such as motor gain, time constant, etc.; the motor output is zero due to the faults (b) and (c), and f is taken1(t)＝0；
The speed reducer has the following possible faults in the operation process: (a) mechanical clearance is increased, (b) mechanical clamping is dead, and (c) structure fracture; the failure (a) is caused by transmission abrasion or gear beating caused by long-term operation of the system, so that the delay of the system is increased and the performance is reduced; when the fault (b) occurs, the angle output of the speed reducer is kept at the position of the fault moment and cannot change along with the command; when the fault (c) occurs, the internal mechanical structure of the speed reducer is damaged, the output shaft is suspended, and the angle is not controlled by the instruction any more and changes along with the external load; let the original functional unit mechanical delay link be h(s) ═ e-τsIf the delay increases tau' after the fault (a), the delay link after the fault becomes
h′(s)＝e-(τ+τ′)s，
If the function of the functional unit angle output is (t), the angle output in the case of a fault (b) becomes
the angle output in case of failure (c) becomes
In the formula, t2The time when the structural fracture fault occurs; g1(t) is the change rule of the angle after the fault occurs, and is determined by the external load;
the position feedback sensor adopts a potentiometer, and the generated faults comprise: (a) short circuit between output and power supply, (b) partial falling of conductive film, (c) poor contact of lead wire, (d) abrasion; the position sensor normally exhibits a linear proportional element, i.e. UfK is the proportionality coefficient of the sensor, and the fault (a) causes the output of the sensor not to change along with the angle but to be a constant value; the failures (b) and (c) cause the sensor output to become Uf1(t)＝f1(t) K (t), wherein f1(t) is a non-linear influence factor or 0/1 random function for indicating poor contact; the malfunction (d) causes an increase in noise, and the sensor output becomes Uf2(t)＝Uf(t) + N (t), N (t) being an additive noise signal;
step three: modeling system faults: after the fault models of the functional units are built, the fault models of the functional units are connected with each other according to physical connection and signal flow direction to build a fault model of the electric steering engine servo system.
Compared with the prior art, the invention has the beneficial effects that: the electric steering engine servo system is divided into a plurality of functional units according to the physical structure of the electric steering engine servo system, the interrelation among the internal state, input and output of the functional units is considered, and perfect fault models of the functional units are established, so that a fault model of the whole system is formed, and faults can be positioned through input and output comparison of the units. The method has applicability to other control systems.
Drawings
FIG. 1 is a nominal model of the normal input-output relationship of a functional unit expressed in terms of a transfer function.
FIG. 2 is a nominal model of the electric steering engine servo system established by the present invention.
FIG. 3 is a unified representation of a functional unit fault model based on a nominal model.
FIG. 4 is a flow chart of an embodiment of the method of the present invention.
Detailed Description
The present invention will be further described with reference to specific examples, which are illustrative of the invention and are not to be construed as limiting the invention.
The embodiment of the invention is as follows: the fault causes the state of the functional unit to change, so that the output of the system deviates from a normal value, and therefore, the fault model can be considered to be composed of fault factors such as parameter change, input interference and the like on the basis of the nominal model of the fault model based on the output appearance of the functional unit. Referring to fig. 1, considering SISO system, its nominal model under normal condition can be described by transfer function g(s), and the system output expression is
y＝G(s)u
Referring to fig. 3, on the basis of a nominal model, a functional unit fault model can be represented by connecting corresponding fault description links in series and in parallel to an original mathematical model. Thus, the fault model output expression for a functional unit is
y＝{f1(t)(G+ΔG)[u+g1(t)]+f1(t)g2(t)+g3(t)}β1+[f2(t)g4(t)+g5]β2，
In the formula (f)1(t) -describing fault factors that are injected into the system, which can be gain, linear, nonlinear functions; f. of2(t) -describing the response of the strong fault condition system to the outside world, which may be a gain, linear, nonlinear function; g1(t)、g2(t)、g3(t)、g4(t)、g5(t) -input variables, which may be external disturbances,Fault parameter inputs, fault functions introduced somewhere in the model, etc.; β1(t)、β2(t) -gating variable, taking the value of 0 or 1.
Referring to fig. 4, the method of the present invention includes the following steps:
the method comprises the following steps: and (5) establishing a system nominal model. The servo system of the electric steering engine is a high-precision position servo system and is a final actuating mechanism for various electric control mechanical movements on aircrafts such as a spacecraft and the like. A nominal mathematical model can be established based on expert knowledge, and a typical model is shown in FIG. 2.
Step two: and dividing system functional units. The system internal components are divided into a plurality of functional units according to the functions of the system internal components in the whole. The functional units should be divided according to the following criteria: independence-a functional unit is an independent unit that can perform a function, and may be composed of multiple components, or a single component, with certain inputs and outputs; single input single output-in order to convert the simulation model into a fault model, the simulation model is expressed in a uniform form, and when the functional unit is in fault modeling, the functional unit is specified to be subdivided into a single input single output stage; fault impact-a functional unit is affected by a fault and has some definite appearance on the output; maximization-the division of functional units is maximized on the premise that the task requirements are met.
According to the above principle, the electric steering engine servo system can be divided into the following functional units:
(1) and a controller. A variable structure control law is built by an analog circuit, a flight control system instruction and a position feedback signal are received, a control algorithm is executed, and control quantity is output in a duty ratio mode.
(2) A power driver. The power driver is a saturation link, and the upper limit and the lower limit of the power driver are the amplitude of the power voltage of the steering engine.
(3) A servo motor. The permanent magnet direct current motor can be described by a second-order link, and the transfer function is as follows:
in the formula, KmFor motor amplification factor, τmFor its electromechanical time constant, ω(s) is the motor angular velocity, θ(s) is the motor output angle, uvAnd(s) is the voltage across the motor winding.
(4) And a speed reducer. The transmission clearance of the speed reducer is considered, and a proportion link and a delay link can be adopted for representation.
(5) A feedback sensor. The angular displacement of the actuating mechanism is converted into an equal proportion of voltage by adopting a plastic potentiometer, and a transfer function is a proportion link.
Step three: and analyzing and modeling the fault of the functional unit. And (4) regarding the functional units as independent systems, analyzing common fault modes of the functional units, and establishing fault models of the functional units according to a fault modeling method.
The failure modes and failure models of all functional units of the servo system of the electric steering engine are respectively expressed as follows:
(1) and a controller. The method mainly realizes the calculation of instruction and feedback error quantity and the generation of control quantity, and the main physical component is an operational amplifier. The failure types of the controller mainly include: (a) amplifier output saturation, (b) amplifier gain misalignment, (c) amplifier contact failure.
Let the transfer function of the simulation model of the controller be Gc(s) the controller output in the normal state is
uc＝Gc(s)·(Um-Uf)＝Gc(s)Ue
In the formula of UeAs an input error amount, ucTo output the control quantity, the output of the controller under fault conditions may then be expressed as
Where const is a saturated output representing the controller, independent of both its input and output signals; Δ G is a coefficient describing the gain misalignment of the amplifier; f. of1(t) description of contact failureThe function is represented by a random 0/1 function.
(2) A power driver. The fault mainly occurs in an H-bridge power amplification circuit part and mainly comprises the following components: (a) open circuit of power tube, (b) short circuit of power tube, (c) abnormal power voltage, and (d) poor contact of leading-out wire.
The power module is a voltage bilateral amplitude limiting link on a mathematical model, so the fault mathematical model mainly shows the influence on an amplitude limiting form. Let the link input be ucOutput is uvThe clipping element is represented as
In the formula umax＝Vcc，umin＝-Vcc。
Suppose that the output of the power module is u 'at the time of failure'vThen the model of the power module at the time of the fault occurrence can be expressed as:
failure (a): considering a single power tube open circuit, with umin0, or umax＝0，u′v＝uv。
Failure (b): u'v＝0。
Failure (c):
wherein u isLAnd uHRespectively, the lowest and highest voltages allowed for the system to operate properly.
Failure (d): u'v＝uv·f1(t)，f1(t) is a random function with a value of 0/1.
(3) A servo motor. The motor faults are mainly classified into three types: (a) the magnetic steel is demagnetized, (b) the motor winding is short-circuited, and (c) the motor winding is open-circuited. The failure (a) can cause the gain of the motor to be reduced and the performance to be reduced; faults (b) and (c) will cause the voltage difference across the motor windings to be zero and the motor to stop operating.
Let the motor model under normal conditions be Gd(s), then the motor fault model under fault conditions may be expressed as
G′d(s)＝f1(t)·(Gd+ΔGd)(s)
In the formula,. DELTA.GdIndicating that fault (a) results in a change in a parameter such as motor gain, time constant, etc.; the motor output is zero due to the faults (b) and (c), and f is taken1(t)＝0。
(4) And a speed reducer. The possible faults of the retarder during operation are mainly: (a) increased mechanical clearance, (b) mechanical seizure, (c) structural fracture. The failure (a) is caused by transmission abrasion or gear beating caused by long-term operation of the system, so that the delay of the system is increased and the performance is reduced; when the fault (b) occurs, the angle output of the speed reducer is kept at the position of the fault moment and cannot change along with the command; when the fault (c) occurs, the internal mechanical structure of the speed reducer is damaged, the output shaft is suspended, and the angle is not controlled by the instruction any more and changes along with the external load.
Let the original functional unit mechanical delay link be h(s) ═ e-τsIf the delay increases tau' after the fault (a), the delay link after the fault becomes
h′(s)＝e-(τ+τ′)s
If the function of the functional unit angle output is (t), the angle output in the case of a fault (b) becomes
In the formula, t1Is the occurrence time of the failure (b).
The angle output in case of failure (c) becomes
In the formula, t2The time when the structural fracture fault occurs; g1And (t) is the change rule of the angle after the fault occurs and is determined by the external load.
(5) A feedback sensor. The position feedback sensor adopts a potentiometer, and the generated faults comprise: (a) short circuit between output and power supply, (b) partial falling of conductive film, (c) poor contact of lead, and (d) abrasion.
The position sensor normally exhibits a linear proportional element, i.e. UfAnd (t) is K (t), and K is a proportionality coefficient of the sensor. Failure (a) results in the sensor output not varying with angle, but being constant; the failures (b) and (c) cause the sensor output to become Uf1(t)＝f1(t) K (t), wherein f1(t) is a non-linear influence factor or 0/1 random function for indicating poor contact; the malfunction (d) causes an increase in noise, and the sensor output becomes Uf2(t)＝Uf(t) + N (t), N (t) is the additive noise signal.
Step four: and modeling system faults. And after the functional unit fault models are built, connecting the fault models of the functional units with each other according to physical connection and signal flow to build a fault model of the system.
Then, the fault model of the system can be simulated and analyzed, the fault system state and the output influence of each functional unit of the system can be simulated and analyzed under various fault modes, and the fault can be positioned through input and output comparison of each functional unit.
The technical solution of the present invention is not limited to the limitations of the above specific embodiments, and all technical modifications made according to the technical solution of the present invention fall within the protection scope of the present invention.
Claims (1)
1. A fault modeling method of an electric steering engine servo system is characterized by comprising the following steps:
step one, divide electric steering engine servo into a plurality of functional units according to electric steering engine servo's physical structure, then establish the nominal model of each functional unit of electric steering engine servo, connect the nominal model of establishing each functional unit each other according to electric steering engine servo's physical connection and signal flow direction again and form electric steering engine servo's nominal model, wherein the functional unit includes:
the controller is used for building a variable structure control law by an analog circuit, receiving a flight control system instruction and a position feedback signal, executing a control algorithm and outputting a control quantity in a duty ratio form;
the power driver is a saturation link, and the upper limit and the lower limit of the power driver are the amplitude of the power voltage of the steering engine;
the servo motor adopts a permanent magnet direct current motor, is described by a second-order link, and has a transfer function as follows:
in the formula, KmFor motor amplification factor, τmFor its electromechanical time constant, ω(s) is the motor angular velocity, θ(s) is the motor output angle, uv(s) is the voltage across the motor winding;
the speed reducer is represented by combining a proportion link and a delay link by considering the transmission clearance of the speed reducer;
the feedback sensor adopts a plastic potentiometer to convert the angular displacement of the actuating mechanism into an equal proportion voltage quantity, and a transfer function is a proportion link;
step two, functional unit fault analysis and fault modeling: the failure modes and failure models of all functional units of the servo system of the electric steering engine are respectively expressed as follows:
the controller mainly realizes the calculation of instruction and feedback error quantity and the generation of control quantity, the main physical component is an operational amplifier, and the fault type of the controller mainly comprises: (a) amplifier output saturation, (b) amplifier gain misalignment, (c) amplifier contact failure;
let the transfer function of the simulation model of the controller be Gc(s) the controller output in the normal state is
uc＝Gc(s)·(Um-Uf)＝Gc(s)Ue
In the formula of UeAs an input error amount, ucTo output the control quantity, the output of the controller under fault conditions is represented as
Where const is the saturated output of the controller, independent of both its input and output signals, △ G is a factor describing the gain misalignment of the amplifier, f1(t) is a function describing the contact failure, represented by the random 0/1 function;
the power driver, the trouble mainly appears in H bridge power amplifier circuit part, mainly includes: (a) open circuit of power tube, (b) short circuit of power tube, (c) abnormal power voltage, (d) poor contact of leading-out wire;
the power driver is a voltage bilateral amplitude limiting link on a mathematical model, so the fault mathematical model of the power driver mainly shows the influence on an amplitude limiting form, and the input of the link is ucOutput is uvThe clipping element is represented as
In the formula umax＝Vcc，umin-Vcc, and u 'as power module output at fault'vThe model of the power module at the time of the fault occurrence is respectively expressed as:
fault (a) open circuit of power tube: considering a single power tube open circuit, with umin0, or umax＝0，u′v＝uv；
Fault (b) short circuit of power tube: u'v＝0；
Failure (c) power voltage anomaly:
wherein u isLAnd uHRespectively the lowest voltage and the highest voltage allowed by the normal operation of the system;
failure (d) poor contact of the outgoing line: u'v＝uv·f1(t)，f1(t) a random function having a value of 0/1;
the faults of the servo motor are mainly classified into three types: (a) magnetic steel demagnetization, (b) motor windingThe group is short-circuited, (c) the motor winding is open-circuited, and the fault (a) the demagnetization of the magnetic steel can cause the gain reduction of the motor and the performance reduction; when the fault (b) is short circuit of the motor winding and (c) is open circuit of the motor winding, the voltage difference between two ends of the motor winding is zero, so that the motor stops working, and the motor model is G under the normal conditiond(s) the motor fault model under fault conditions is expressed as
G′d(s)＝f1(t)·(Gd+△Gd)(s)，
In the formula, △ GdIndicating that the magnetic steel demagnetization causes the change of the motor gain and time constant parameters; the motor output is zero due to the short circuit of the motor winding in the fault (b) and the open circuit of the motor winding in the fault (c), and f is taken1(t)＝0；
The reduction gear, the trouble that its reduction gear appears in the operation mainly has: (a) mechanical clearance is increased, (b) mechanical clamping is dead, and (c) structure fracture; the failure (a) mechanical clearance is increased because the system works for a long time to cause transmission abrasion or tooth beating, so that the system delay is increased and the performance is reduced; when a fault (b) occurs, the angle output of the speed reducer is kept at the position of the fault moment and cannot change along with the command; when the structure of the fault (c) is broken, the damaged output shaft of the internal mechanical structure of the speed reducer is suspended, and the angle is not controlled by a command any longer and changes along with the external load; let the original functional unit mechanical delay link be h(s) ═ e-τsIf the delay increases τ' after the mechanical clearance increases in the failure (a), the post-failure delay link becomes
h′(s)＝e-(τ+τ′)s，
If the function of the functional unit angle output is (t), the angle output in the event of a fault (b) mechanical jam becomes
In the formula, t2The time when the structural fracture fault occurs; g1(t) is the change rule of the angle after the fault occurs, and is determined by the external load;
the position feedback sensor adopts a potentiometer, and the generated faults comprise: (a) short circuit between output and power supply, (b) partial falling of conductive film, (c) poor contact of lead wire, (d) abrasion; the position sensor normally exhibits a linear proportional element, i.e. UfThe output of the sensor does not change along with the angle but is a constant value caused by the short circuit of the fault (a) output and a power supply; failure (b) detachment of the conductive film portion and failure (c) poor lead contact cause the sensor output to become Uf1(t)＝f1(t) K (t), wherein f1(t) is a non-linear influence factor or 0/1 random function for indicating poor contact; failure (d) wear causes noise to increase and the sensor output becomes Uf2(t)＝Uf(t) + N (t), N (t) being an additive noise signal;
step three: modeling system faults: after the fault models of the functional units are built, the fault models of the functional units are connected with each other according to physical connection and signal flow direction to build a fault model of the electric steering engine servo system.
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| CN108491614A (en) | 2018-09-04 |
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