CN112525471B - Rolling damping compensation method for wind tunnel free rolling dynamic experiment - Google Patents
Rolling damping compensation method for wind tunnel free rolling dynamic experiment Download PDFInfo
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Abstract
The invention discloses a roll damping compensation method for a wind tunnel free roll dynamic experiment. The method comprises the following steps: determining a damping compensation objective function; determining a system control strategy; determining system control parameters; and (5) implementing a wind tunnel experiment. When the damping compensation objective function and the aircraft model are unchanged, the first three steps can be performed only once, and the fourth step is only required to be repeatedly performed when the wind tunnel operates every time. The roll damping compensation method for the wind tunnel free roll dynamic experiment drives the aircraft model to perform roll motion through the torque actuator to generate roll torque, and meanwhile, the torque actuator is utilized to apply compensation roll torque with different amplification coefficients to the aircraft model to further reduce the damping of the mechanism, so that the requirement of the free roll dynamic experiment on the damping of the mechanism as small as possible is met.
Description
Technical Field
The invention belongs to the technical field of wind tunnel dynamic experiments, and particularly relates to a roll damping compensation method for a wind tunnel free roll dynamic experiment.
Background
The free rolling dynamic experiment is a wind tunnel dynamic experiment. During the free rolling dynamic experiment, the aircraft model performs free rolling under the action of aerodynamic force, and the rolling dynamic aerodynamic characteristics of the aircraft model including the rock characteristic can be obtained by analyzing the rolling motion process or the dynamic aerodynamic force in the rolling motion process of the aircraft model.
The aircraft model in the free-rolling dynamic experiment is influenced by mechanical damping and aerodynamic damping. Among them, the pneumatic damping is one of the key parameters determining the rock characteristic, but the influence of the mechanism damping on the rock characteristic is large, and those skilled in the art are always trying to take various measures to reduce the influence of the mechanism damping. The problem that the measurement deviation of the initial attack angle of the long and thin triangular wing rock roll is large exists, and analysis shows that the mechanism damping is large to be one of possible reasons. The conventional method for reducing the damping influence of the mechanism is to reduce the mechanical damping of the mechanism as much as possible, such as adopting a small damping bearing and a reasonably designed bearing support structure, or adopting a gas bearing and the like. After various measures are implemented, the mechanical damping can be effectively reduced, but the mechanical damping of each aircraft model is greatly different, and once the aircraft model is replaced, a special measure for reducing the mechanical damping must be designed for the corresponding aircraft model, so that the universality is poor. Moreover, the mechanical damping difference of each aircraft model is large, and how to eliminate the mechanical damping influence of each aircraft model in the data analysis process is difficult.
At present, it is urgently needed to develop a roll damping compensation method for a wind tunnel free roll dynamic experiment.
Disclosure of Invention
The invention aims to provide a roll damping compensation method for a wind tunnel free roll dynamic experiment.
The invention discloses a roll damping compensation method for a wind tunnel free roll dynamic experiment, which is characterized in that key execution components and sensors of an experiment mechanism used by the roll damping compensation method comprise a torque actuator for driving a mandrel to generate roll torque and applying compensation roll torque with different amplification coefficients to the mandrel, a rotary encoder for measuring the rotation angle of the mandrel, a balance for measuring the roll torque applied to an aircraft model by the mandrel and a gear motor for amplifying the roll torque;
the roll damping compensation method comprises the following steps:
a. determining a damping compensation objective function g ═ func (x);
the value of the damping compensation objective function is an expected rolling torque exerted on the aircraft model by the mandrel, and the independent variable x is selected according to the requirement of a wind tunnel free rolling dynamic experiment; if the value of the damping compensation objective function is always zero g-0, the damping compensation objective function represents that all mechanisms are compensated; if the independent variable x selects the mandrel rolling angular speed omega, the value of the damping compensation objective function is in direct proportion to the mandrel rolling angular speed omega and has opposite sign, namely g is-k omega, the damping compensation objective function only compensates partial mechanism damping, and the rest mechanism damping is enabled to present the characteristic of viscous damping;
b. determining a system control strategy;
the system control strategy selects PID, adopts two links of proportion P and integral I, and is assisted by feedforward to improve the control precision; the system control strategy regards the roll torque applied to the aircraft model by the mandrel as the actual output of the system, the value of the roll torque applied to the aircraft model by the mandrel is equal to the negative value-f of the measured value f of the roll torque balance, the value g of the damping compensation objective function is regarded as a given value, and the control target of the system is that g + f tends to 0;
c. determining system control parameters;
controlling the mandrel to rotate, taking the rotating speed as an execution input parameter of feedforward control, and measuring the output torque of the torque actuator at different rotating speeds; the external force drives the aircraft model to perform rolling motion, the output torque is used as an execution input torque parameter of the torque actuator to obtain the change process of a balance measurement value, and the execution input parameter and the execution input torque parameter are determined by adopting any PID parameter setting method;
d. implementing a wind tunnel experiment;
applying the system control strategy and the system control parameters to a control system of an experimental mechanism, starting a wind tunnel, and carrying out an experiment;
and c, when the damping compensation objective function and the aircraft model are unchanged, the steps a to c are only carried out once, and then the step d only needs to be repeatedly carried out when the wind tunnel operates every time.
Furthermore, the rotation angle, the rotation speed and the rolling moment of the aircraft model all adopt a balance coordinate system, and the positive direction is determined according to a right-hand screw rule.
Further, the torque actuator has rotational speed feedback.
Further, the rotary encoder differentially measures the rotation angle of the mandrel.
The roll damping compensation method for the wind tunnel free roll dynamic experiment drives the aircraft model to perform roll motion through the torque actuator to generate roll torque, and meanwhile, the torque actuator is utilized to apply compensation roll torque with different amplification coefficients to the aircraft model to further reduce the damping of the mechanism, so that the requirement of the free roll dynamic experiment on the damping of the mechanism as small as possible is met.
The roll damping compensation method for the wind tunnel free roll dynamic experiment can be simultaneously used for researching the roll characteristic of an aircraft model under pneumatic load and the influence of mechanism damping on the roll characteristic of the aircraft.
The roll damping compensation method for the wind tunnel free roll dynamic experiment is suitable for wind tunnel free roll dynamic experiment mechanisms in any forms and has universality.
Drawings
FIG. 1 is an experimental mechanism I used in the roll damping compensation method for the wind tunnel free roll dynamic experiment of the present invention;
FIG. 2 is an experimental mechanism II used in the roll damping compensation method for the wind tunnel free roll dynamic experiment of the present invention.
In the figure, 1, a torque actuator 2, a rotary encoder 3, a balance 4, a speed reducing motor 5 and a mandrel.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and examples.
The key executive component and the sensor of the experimental mechanism used by the roll damping compensation method for the wind tunnel free roll dynamic experiment comprise a torque actuator for driving a mandrel to generate roll torque and applying compensation roll torque with different amplification coefficients to the mandrel, a rotary encoder for measuring the rotation angle of the mandrel, a balance for measuring the roll torque applied to an aircraft model by the mandrel and a speed reducing motor for amplifying the roll torque;
the roll damping compensation method comprises the following steps:
a. determining a damping compensation objective function g ═ func (x);
the value of the damping compensation objective function is an expected rolling torque exerted on the aircraft model by the mandrel, and the independent variable x is selected according to the requirement of a wind tunnel free rolling dynamic experiment; if the value of the damping compensation objective function is always zero g-0, the damping compensation objective function represents that all mechanisms are compensated; if the independent variable x selects the mandrel rolling angular speed omega, the value of the damping compensation objective function is in direct proportion to the mandrel rolling angular speed omega and has opposite sign, namely g is-k omega, the damping compensation objective function only compensates partial mechanism damping, and the rest mechanism damping is enabled to present the characteristic of viscous damping;
b. determining a system control strategy;
the system control strategy selects PID, adopts two links of proportion P and integral I, and is assisted by feedforward to improve the control precision; the system control strategy regards the roll torque applied to the aircraft model by the mandrel as the actual output of the system, the value of the roll torque applied to the aircraft model by the mandrel is equal to the negative value-f of the measured value f of the roll torque balance, the value g of the damping compensation objective function is regarded as a given value, and the control target of the system is that g + f tends to 0;
c. determining system control parameters;
controlling the mandrel to rotate, taking the rotating speed as an execution input parameter of feedforward control, and measuring the output torque of the torque actuator at different rotating speeds; the external force drives the aircraft model to perform rolling motion, the output torque is used as an execution input torque parameter of the torque actuator to obtain the change process of a balance measurement value, and the execution input parameter and the execution input torque parameter are determined by adopting any PID parameter setting method;
d. implementing a wind tunnel experiment;
applying the system control strategy and the system control parameters to a control system of an experimental mechanism, starting a wind tunnel, and carrying out an experiment;
and c, when the damping compensation objective function and the aircraft model are unchanged, the steps a to c are only carried out once, and then the step d only needs to be repeatedly carried out when the wind tunnel operates every time.
Furthermore, the rotation angle, the rotation speed and the rolling moment of the aircraft model all adopt a balance coordinate system, and the positive direction is determined according to a right-hand screw rule.
Further, the torque actuator has rotational speed feedback.
Further, the rotary encoder differentially measures the rotation angle of the mandrel.
Example 1
As shown in fig. 1, the rolling dynamic experiment mechanism i used in this embodiment is a T-shaped rod structure, and includes a tail support rod horizontally disposed, a mandrel 5 is installed on a central axis of the tail support rod, a front end of the mandrel 5 extends out of the tail support rod and is fixedly connected to a balance 3, and an aircraft model is fixedly connected to the balance 3; the rear end of the mandrel 5 extends out of the tail support rod, torque actuators 1 are symmetrically arranged above and below the rear end of the mandrel 5, the two torque actuators 1 are used for driving the aircraft model to perform rolling motion to generate rolling torque, and compensation rolling torque with different amplification coefficients is also applied to the aircraft model; the rear end of the mandrel 5 is sleeved with a rotary encoder 2.
a. Determining a damping compensation objective function g func (x)
When the rock characteristic of the aircraft model under aerodynamic load is researched, the damping compensation objective function g is equal to 0. When the influence of the damping of the mechanism on the rock characteristic of the aircraft model is researched, a damping compensation objective function g is-k omega; wherein the value k is determined according to the mechanism damping obtained in the previous stage, and the current value k is 0.051 Nm/(rad/s); ω is the spindle 5 rotation speed, and the unit rad/s can be obtained by dividing the feedback of the rotation speed of the torque actuator 1 by the rotation speed ratio 14 from the torque actuator 1 to the spindle 5, or by differentiating the measured values by the rotary encoder 2. In this embodiment, the rotational speed snr obtained by the difference is lower, and therefore, the measured value difference of the rotary encoder 2 is selected.
b. Determining a torque execution control strategy
The embodiment adopts a feedforward and PID control strategy, wherein the PID control strategy only comprises two links of proportion P and integral I. The sum of the control amount given by the feedforward and the control amount given by the PID is output to the torque actuator 1. The feed forward gives the control quantity directly from the rotational speed ω of the spindle 5. The PID control strategy gives a controlled variable based on a given quantity, which is the value g of the damping compensation objective function, and a feedback quantity, which is the negative value-f of the measured value of the balance 3, and which is also the output quantity of the system. The goal of the control is that the output quantity-f follows a given quantity g, or is described as the error quantity err-g + f tending to 0. The unit of the control quantity is Nm, when the torque actuator 1 is controlled, the control quantity is divided by the mechanical torque amplification factor 14 and the coefficient 0.423Nm/V of the torque actuator 1, and the control quantity is converted into voltage and output to the torque actuator 1, wherein the driving torque is converted into driving torque of the mandrel 5. The unit of the error amount is also Nm.
c. Determining system control parameters
c1. Determining feedforward control parameters
Applying a control quantity to the torque actuator 1 to rotate the mandrel 5, adjusting the control quantity to enable the rotating speed of the mandrel 5 to reach-22.44, -20.20, -17.05, -13.91, -10.77, -7.63, -4.49, -0.90, 0.90, 3.14, 6.28, 9.42, 12.57, 15.71, 18.85 and 22.440 rad/s respectively, wherein the rotating speed error is within +/-10 percent, and recording the corresponding rotating speed omegaiAnd a control quantity ffi. When the control is implemented, aiming at the rotating speed omega (| omega | non-volatile gas of any mandrel 5<22.44rad/s), the feedforward control quantity ff is equal to ffiWith respect to ωiAnd (6) linear interpolation.
2) Determining PID control parameters
And closing an integration link, starting from 0.1, gradually increasing the proportional coefficient Kp until approximately constant amplitude oscillation is generated when Kp is equal to 2.1, wherein the oscillation period is 0.015 s. The final Kp was taken to be about 45% of 2.1, resulting in 0.945, and the integration time constant Ti was taken to be 0.015s, about 83%, resulting in 0.013 s.
The trial running method of the ground running mechanism with the parameters is to manually stir the model to roll, verify and control the oscillation condition, and if the oscillation exceeds the permission, increase the integral time constant Ti or reduce the proportionality coefficient Kp. In this embodiment, the oscillation is acceptable, so the above parameters are used finally, and thus the PID parameter Kp is 0.945 and Ti is 0.013 s. In addition, the roll torque applied when the model is manually stirred can be analogized with the pneumatic roll torque applied when the wind tunnel experiment is carried out, and related data can be used for controlling effect analysis.
d. Carrying out wind tunnel tests
d1. Starting the wind tunnel;
d2. operating the attack angle mechanism, and changing the attack angle of the aircraft model towards the target value;
d3. starting damping compensation control when the attack angle of the aircraft model reaches a target value;
d4. measuring and recording the parameter change processes of the aircraft model, such as the roll angle and the like;
d5. stopping damping compensation control;
d6. operating the attack angle mechanism, and changing the attack angle of the aircraft model towards zero value;
d7. and when the absolute value of the attack angle of the aircraft model is smaller than the safe shutdown threshold value, closing the wind tunnel.
Example 2
As shown in fig. 2, the roll dynamics experimental mechanism ii used in embodiment 2 has substantially the same structure as the roll dynamics experimental mechanism i, and the main difference is that a speed reduction motor 4 for amplifying the roll torque is mounted on the torque actuator 1.
Although the embodiments of the present invention have been disclosed above, it is not limited to the applications listed in the description and the embodiments, but it can be applied to various fields suitable for the present invention. Additional modifications and refinements of the present invention will readily occur to those skilled in the art without departing from the principles of the present invention, and therefore the present invention is not limited to the specific details and illustrations shown and described herein without departing from the general concept defined by the claims and their equivalents.
Claims (4)
1. A roll damping compensation method for a wind tunnel free roll dynamic experiment is characterized in that key execution components and sensors of an experiment mechanism used in the roll damping compensation method comprise a torque actuator for driving a mandrel to generate roll torque and applying compensation roll torque with different amplification coefficients to the mandrel, a rotary encoder for measuring the rotation angle of the mandrel, a balance for measuring the roll torque applied to an aircraft model by the mandrel, and a gear motor for amplifying the roll torque;
the roll damping compensation method comprises the following steps:
a. determining a damping compensation objective function g ═ func (x);
the value of the damping compensation objective function is an expected rolling torque exerted on the aircraft model by the mandrel, and the independent variable x is selected according to the requirement of a wind tunnel free rolling dynamic experiment; if the value of the damping compensation objective function is always zero g-0, the damping compensation objective function represents that all mechanisms are compensated; if the independent variable x selects the mandrel rolling angular speed omega, the value of the damping compensation objective function is in direct proportion to the mandrel rolling angular speed omega and has opposite sign, namely g is-k omega, the damping compensation objective function only compensates partial mechanism damping, and the rest mechanism damping is enabled to present the characteristic of viscous damping;
b. determining a system control strategy;
the system control strategy selects PID, adopts two links of proportion P and integral I, and is assisted by feedforward to improve the control precision; the system control strategy regards the roll torque applied to the aircraft model by the mandrel as the actual output of the system, the value of the roll torque applied to the aircraft model by the mandrel is equal to the negative value-f of the measured value f of the roll torque balance, the value g of the damping compensation objective function is regarded as a given value, and the control target of the system is that g + f tends to 0;
c. determining system control parameters;
controlling the mandrel to rotate, taking the rotating speed as an execution input parameter of feedforward control, and measuring the output torque of the torque actuator at different rotating speeds; the external force drives the aircraft model to perform rolling motion, the output torque is used as an execution input torque parameter of the torque actuator to obtain the change process of a balance measurement value, and the execution input parameter and the execution input torque parameter are determined by adopting any PID parameter setting method;
d. implementing a wind tunnel experiment;
applying the system control strategy and the system control parameters to a control system of an experimental mechanism, starting a wind tunnel, and carrying out an experiment;
and c, when the damping compensation objective function and the aircraft model are unchanged, the steps a to c are only carried out once, and then the step d only needs to be repeatedly carried out when the wind tunnel operates every time.
2. The roll damping compensation method for the wind tunnel free roll dynamic experiment according to claim 1, wherein the rotation angle, the rotation speed and the roll torque of the aircraft model all adopt a balance coordinate system, and the positive direction is determined according to a right-hand screw rule.
3. The roll damping compensation method for wind tunnel free roll dynamics experiments according to claim 1, characterized in that the torque actuator has rotational speed feedback.
4. The roll damping compensation method for the wind tunnel free roll dynamic experiment according to claim 1, wherein the rotary encoder measures the rotation angle of the spindle differentially.
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