CN114326404A - Aero-engine overrun protection control law design method based on low-selection-high-selection architecture - Google Patents
Aero-engine 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 aero-engine overrun protection control law design method based on a low-selection-high-selection framework, which comprises the following steps of: designing a PI controller based on a zero-pole cancellation method; analyzing static characteristics of a control system; designing a multi-loop association method for multi-target control; and designing a main fuel control architecture based on the limit plan. The invention converts the multi-target control of high performance, high reliability and high safety of the engine into the single-target control of independent calculation of each loop control fuel, realizes control decoupling, ensures that the control framework has full envelope adaptability and smooth switching of control quantity, prevents jump of the engine performance, clarifies the design principle of the main fuel multi-loop control framework, realizes the basis of control parameters and framework design, and has strong engineering application value for further improving the engine performance.
Description
Technical Field
The invention belongs to a design method of an aero-engine control law, and particularly relates to a design method of an aero-engine overrun protection control law based on a low-selection-high-selection framework.
Background
The aero-engine is a complex system with strong nonlinearity and large-range change of working points, and repeatedly works for a long time in the abnormally severe environments of high rotating speed, high temperature, high pressure, high load and the like, if key variables of the engine are not considered to be maintained within an allowable limit range, including mechanical constraints such as rotating speed, thermal constraints such as pressure and temperature, safety and stability working process constraints such as surge margin, combustion chamber flameout limitation and the like, the engine can enter an abnormal working condition, and the service life of the engine is seriously shortened. Excessive safety concerns will result in reduced engine performance. Therefore, the fuel control of the aircraft engine needs to realize two control targets of power management and limit management, so that the key parameters are always limited within a safe working boundary while the engine generates good thrust response. The traditional aero-engine overrun protection control law only designs a set of control parameters aiming at parameters (such as engine rotating speed) representing thrust level, a constraint parameter plan needs to be converted into a rotating speed plan through a pre-designed interpolation conversion relation, a proper rotating speed plan is finally selected as a fuel control instruction, the problems that all control loops are coupled, a rotating speed controller cannot exert the performance potential of other loops, the control parameters are difficult to adjust, the equivalent relation of all loops only meets the design state conversion relation, the full envelope adaptability is not achieved and the like exist, 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 existing design method for selecting a loop based on fuel quantity lacks mature theoretical guidance, and is embodied as the lack of theoretical support from controller design to control architecture design, the matching of limiting characteristics and controller performance is not comprehensively considered at the initial stage of architecture design, the correlation between the priorities of different control tasks and the associated placing positions of low-selection/high-selection selectors is not determined, and a theoretically reliable over-limit protection control forward design method capable of solving the problems is urgently needed to be researched.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a method for designing an aero-engine over-limit protection control law based on a low-selection-high-selection framework, which can ensure that a control framework has full-envelope adaptability, can ensure smooth switching of control quantity and can prevent jump of engine performance.
According to the technical scheme provided by the invention, the aero-engine overrun protection control law design method 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, analyzing static characteristics of the control system;
s3, designing a multi-loop association method for multi-target control;
and S4, designing a main fuel control architecture based on the restriction plan.
Preferably, the PI controller based on the pole-zero cancellation method specifically includes: the method comprises the steps of identifying engine characteristics based on a component-level model, and obtaining characteristic data such as a transfer function of an appointed loop of an engine; based on different loops, an independent controller is designed by adopting a PI controller parameter design method, and good dynamic and steady-state performance of each loop is guaranteed.
Further preferably, the designing step of the PI controller based on the pole-zero cancellation method further includes: the method comprises the steps of identifying an engine model based on a nonlinear component model and test run data, and obtaining characteristic parameters such as fuel-rotating speed, fuel-pressure, fuel-temperature and the like gain coefficients and an engine time constant; the dynamic performance indexes of each fuel control loop are reasonably decomposed and designed according to the overall performance requirement of the engine, the characteristics of an open-loop control system are determined based on the design bandwidth, the parameters of a controller are designed by a zero-pole cancellation method, the stable and dynamic characteristic setting of the control loops is realized, and the target performance requirement is further met.
Preferably, the step of analyzing the static characteristics of the control system specifically comprises: and aiming at the PI closed-loop control system, the static characteristics of the control loop are obtained according to the theorem of initial values and final values.
Further preferably, the analysis of the static characteristics of the control system further specifically includes: the method comprises the steps of obtaining control quantities of different control loops in an initial state and a stable state by adopting an initial value and final value theorem, and judging the magnitude relation between the stable state final value of the controlled parameter of other control loops and the limit value of the controlled parameter when a certain control loop is activated based on the static characteristic analysis result.
Preferably, the multi-loop association method for multi-target control specifically comprises the following design steps: according to the limiting characteristic and the static characteristic, a method for associating different loops with a specific selection link is designed by combining low selection-high selection main fuel selection logic, and the engine is guaranteed not to exceed a safe working boundary.
Further preferably, the method comprises analyzing the initial state loop activation condition and the stable state loop activation condition from two angles respectively aiming at 3 control architectures of only low selection, only high selection and low selection-high selection, acquiring the corresponding relation of the control parameters, the limiting direction and the selector characteristics, and designing the multi-loop association criterion.
Preferably, the design steps of the main fuel control architecture based on the restriction plan are specifically as follows: and (3) synthesizing a multi-element restriction plan of the engine and priorities of different restriction plans based on a multi-loop association method to obtain a main fuel control scheme.
Further preferably, the design step of the main fuel control architecture based on the restriction plan further includes: based on a multi-loop association criterion, the selectors with the same control task priority and the same type are combined, and finally the selectors are connected to obtain a final control framework of the main fuel of the engine, so that the requirements of system rapidity and safety and reliability can be met.
The invention converts the multi-target control of high performance, high reliability and high safety of the engine into the single-target control of independent calculation of each loop control fuel, realizes control decoupling, ensures that the control framework has full envelope adaptability and smooth switching of control quantity, prevents jump of the engine performance, clarifies the design principle of the main fuel multi-loop control framework, realizes the basis of control parameters and framework design, and has strong engineering application value for further improving the engine performance.
Drawings
FIG. 1 is a schematic diagram of a main fuel level selection control architecture of an aircraft engine.
Fig. 2 shows the effect of the N1 loop limit protection control.
Fig. 3 shows the effect of the N2 loop limit protection control.
Fig. 4 shows the effect of the T6 loop limit protection control.
Fig. 5 shows the effect of the P31 loop limit protection control.
Detailed Description
The present invention will be further described with reference to the following specific examples.
The principle of the aero-engine overrun protection control law design method based on the low-selection-high-selection architecture is shown in figure 1. In the figure, the control command is denoted by riThe controlled parameter is represented as yiThe controller is represented by KiThe characteristic of different controlled parameters of the engine is represented as GiThe control quantity of each loop is selected by low selection or high selection, and finally the control quantity of the obtained activated loop is expressed as uiAnd the subscript index of the low-selection loop correlation quantity is defined as i ═ 1,2, L, and the subscript index of the high-selection loop correlation quantity is defined as i ═ L +1, L +2, L, and h.
The method comprises the steps of obtaining characteristic parameters G(s) of the engine through a fitting method, designing parameters K(s) of PI controllers of different loops by adopting a zero-pole cancellation method, respectively constructing transfer functions from instructions of the different loops to control variables based on identification results of the PI controllers and the engine characteristics, analyzing static characteristics of the loops by adopting an initial value theorem and a final value theorem, determining which selector the loops are connected with based on a multi-loop association criterion and a limiting task, and finally forming a design scheme of an aircraft engine main fuel control framework.
The invention provides a method for designing an aero-engine overrun protection control law based on a low-selection-high-selection framework, which comprises the following specific steps of:
1) developing characteristic identification according to engine nonlinear component level model or test run data
The method comprises the following steps of obtaining engine transfer function models corresponding to different controlled parameters by adopting a characteristic identification method, and setting the identification model as the following first-order inertia link form in consideration of inertia characteristics of an engine:
in the formula, YiFor the controlled parameters of the engine, for example a turbofan engine of a certain type with a low bypass ratio, the high-pressure rotor speed N is included for representing the thrust level2Limiting parameters to be constrained, e.g. low rotor speed N1Low pressure turbine rear exhaust temperature T6And the back pressure P of the high-pressure compressor31Etc. of UiIndicating the engine fuel control quantity, Te,iIs a time constant, Ke,iFor steady state gain, YiAnd UiAre respectively based on yiAnd uiAnd performing pull type transformation to obtain.
2) Design of control loop parameters by zero-pole cancellation method
And reasonably designing the dynamic performance indexes of the fuel control loops according to the performance requirements of the engine. Assume the current controlled output yiClosed loop design bandwidth of omegab,irad/s, i.e. adjusting the time index to about 3/omegab,iAnd s. The PI controller adopted by the loop has the following form:
Ki＝Kp,i+Kp,i/Ti,is (2)
in the formula, Kp,iCharacterizing the ith Loop controller scaling factor, Ti,iAnd characterizing the ith loop controller integral coefficient.
Based on the controller form (2) and the design index, the ith loop system open-loop transfer function should satisfy the following relationship:
if the above relationship is true, the control parameters are:
Kp,i＝Te,i/Ke,iωb,Ti,i＝Te,i (4)
3) static characteristic analysis of multi-loop switching control system
Before the static characteristic analysis is performed, if the ith control loop is not an active loop and the jth control loop is an inactive loop different from i, the active loop control quantity can be expressed as:
in the formula, RiBased on riAnd performing pull type transformation to obtain.
The inactive loop control quantity is derived from the active loop control quantity, the inactive loop engine characteristic, the inactive loop command, and the inactive loop controller characteristic:
Uj(s)＝Kj(s)(Rj(s)-Ui(s)Gj(s)) (6)
assuming that each loop command is a step signal, Ri(s)＝ri/s，Rj(s)＝rjAnd/s, adopting an initial value theorem to obtain a control quantity in an initial state:
by substituting formulae (1) and (2) for formulae (7) and (8), it is possible to obtain:
similarly, the control quantity after the closed-loop control system is stabilized is obtained by adopting a final value theorem:
similarly, formula (1) and formula (2) can be substituted for formula (11) and formula (12):
note that Y isj(s)＝Ui(s)Gj(s) using the final value theorem:
by substituting formula (15) for formula (14), it is possible to obtain:
in the formula, rjTo restrict planning, yjAnd the infinity is a steady-state final value of the controlled parameter after the current control task is executed.
So far, the control quantities of different control loops in the initial state and the stable state are obtained by adopting the theorem of initial value and final value. The initial state characteristic analysis result can be used for judging which control loop is activated when the control task starts; for the analysis result of the stable state characteristics, the relationship between the stable state final value of the controlled parameters of other control loops and the limiting values thereof can be judged when a certain control loop is activated, and a theoretical basis is provided for subsequent collocation of different selectors.
4) Multi-loop association rule design based on low-selection-high-selection architecture
The part of the design method is respectively considered for three control architectures: low separation only, high separation only and low separation-high separation mixture. Each control architecture is analyzed from the perspective of an initial state loop activation condition and a steady state loop activation condition, respectively. It is worth mentioning 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 correlation design.
a) Low selection only
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 equation (9) and equation (10):
riKp,i≤rjKp,j (17)
therefore, the initial time activation loop determination can be performed by means of the initial guess verification based on the equation (17). For a steady state, the following relationship can be obtained:
from the above formula, when s tends to 0, ujThe infinity must be satisfied if the relation in the formula (18) is satisfied, only r is required to be ensuredj-yj(∞) and Ki,jThe same number. When the integral coefficient of the controller is determined, the sign of the integral coefficient is used as the basis for judging the limiting capability. That is, if the integral coefficient K is selected only by the low-selection selectori,jGreater than 0, a downward limit on the parameter may be implemented, otherwise an upward limit may be implemented.
b) High selection only
If only the low-select selector is used, the active loop control amount must not be less than the inactive loop control amount. The relationship of the initial state control quantity obtained by the same method is as follows:
riKp,i≥rjKp,j (19)
the initial state activation loop determination method is the same as the low selection only method, and is not described in detail. For the steady state, we can get:
the following conclusions can also be reached using similar methods: if the relation of the formula (20) is satisfied, only r needs to be ensuredj-yj(∞) and Ki,jDifferent sign, when only high selector is used, if integral coefficient Ki,jGreater than 0, a parameter limit up may be implemented, otherwise a limit down may be implemented.
c) Low separation-high separation mixture
When complex restriction problems are handled, if the integral coefficient symbols are different but restriction tasks in the same direction need to be realized, only a low-selection or high-selection menu-selector is adopted, and a complete restriction function obviously cannot be realized, and at the moment, a low-selection-high-selection mixed type architecture needs to be adopted.
If a mixed low-select-high-select architecture is adopted, the activation loop may be in the low-select loop or the high-select loop, and the two cases need to be discussed separately. To facilitate theoretical derivation, subscripts j and k are used to distinguish the low-selection loop from the high-selection loop. The control framework signal flow is assumed to be the control quantity after low selection and then high selection.
For the initial state, if the active loop is in the low selection loop, then:
if the active loop is in the high-selection loop, then:
as can be seen from the above two equations, compared with the low-selection-only and high-selection-only architecture, the low-selection-high-selection hybrid architecture may perform 2 iterations when determining the initial activation loop. For a control architecture formed by combining a plurality of low-selection selectors and a plurality of high-selection selectors, the iteration times are at most the total number of the low-selection selectors and the high-selection selectors.
For the steady state, if the active loop is in the low selection loop, then:
if the active loop is in the high-selection loop, then:
it can be seen that if the activation loop is located in the low-selection selector at the front end of the signal stream, the control quantity relationship between each control loop and the activation loop is clear, and when the integral coefficient sign is determined, the corresponding restriction task can be realized by reasonably selecting the corresponding selector; if the activation loop is located in the high-selection selector at the rear end of the signal flow, only the control loop connected with the high-selection selector has a definite relationship, and the restriction task can be ensured, but for each control loop connected with the low-selection selector, only the control loop with the minimum control quantity can be ensured to meet the specific relationship.
5) Main fuel control architecture design based on control task priority
As can be seen from the foregoing, for the low-selection-only and high-selection-only control architectures, if the association criterion is adopted for design, the task of limitation may be implemented, but for the hybrid control architecture, there still may be an overrun risk, and the root cause of this phenomenon is that the placement positions of the two selectors on the control signal stream are different, and if the multi-selector architecture is continuously considered, it is necessary to prioritize different control tasks, 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, thereby ensuring that when the activation loop is located at a certain level, the control loop higher than the level can still implement the task of limitation.
Based on the technical scheme, the design of the main fuel control scheme is developed, full-digital simulation and semi-physical simulation verification are carried out, the effect is in accordance with expectation, and engine bench tests show that the algorithm can ensure that key parameters of the engine do not exceed the limit on the basis of ensuring the dynamic performance of the engine, and the safety and reliability of the work of the engine are effectively ensured. The effects are shown in fig. 2-5, and it can be seen that the limit plans of N1/N2/T6/P31 are respectively adjusted downwards by pulling the throttle lever to the middle state position, so that the engine enters the quasi-overrun state.
Claims (9)
1. A design method of an aero-engine overrun protection control law based on a low-selection-high-selection framework is characterized by comprising the following steps:
s1, designing a PI controller based on a zero-pole cancellation method;
s2, analyzing static characteristics of the multi-loop switching control system;
s3, designing a multi-loop association method for multi-target control;
and S4, designing a main fuel control architecture based on the restriction plan.
2. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 1, wherein the method comprises the following steps: the PI controller design method based on the pole-zero cancellation method specifically comprises the following steps: the method comprises the steps of identifying engine characteristics based on a component-level model, and obtaining characteristic data such as a transfer function of an appointed loop of an engine; based on different loops, an independent controller is designed by adopting a PI controller parameter design method, and good dynamic and steady-state performance of each loop is guaranteed.
3. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 2, wherein the method comprises the following steps: the PI controller design steps based on the pole-zero cancellation method are further embodied as follows: the method comprises the steps of identifying an engine model based on a nonlinear component model and test run data, and obtaining characteristic parameters such as fuel-rotating speed, fuel-pressure, fuel-temperature and the like gain coefficients and an engine time constant; the dynamic performance indexes of each fuel control loop are reasonably decomposed and designed according to the overall performance requirement of the engine, the characteristics of an open-loop control system are determined based on the design bandwidth, the parameters of a controller are designed by a zero-pole cancellation method, the stable and dynamic characteristic setting of the control loops is realized, and the target performance requirement is further met.
4. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 1, wherein the method comprises the following steps: the static characteristic analysis step of the multi-loop switching control system specifically comprises the following steps: and aiming at the PI closed-loop control system, the static characteristics of the control loop are obtained according to the theorem of initial values and final values.
5. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 4, wherein the method comprises the following steps: the analysis of the static characteristics of the multi-loop switching control system is further embodied as follows: the method comprises the steps of obtaining control quantities of different control loops in an initial state and a stable state by adopting an initial value and final value theorem, and judging the magnitude relation between the stable state final value of the controlled parameter of other control loops and the limit value of the controlled parameter when a certain control loop is activated based on the static characteristic analysis result.
6. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 1, wherein the method comprises the following steps: the multi-loop association method for multi-target control specifically comprises the following design steps: according to the limiting characteristic and the static characteristic, a method for associating different loops with a specific selection link is designed by combining low selection-high selection main fuel selection logic, and the engine is guaranteed not to exceed a safe working boundary.
7. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 6, wherein the method comprises the following steps: the multi-loop association method for multi-target control comprises the following design steps: aiming at 3 control architectures of only low selection, only high selection and low selection-high selection, analysis is respectively carried out from two angles of an initial state loop activation condition and a stable state loop activation condition, the corresponding relation of control parameters, a limiting direction and selector characteristics is obtained, and a multi-loop association criterion is designed.
8. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 1, wherein the method comprises the following steps: the design steps of the main fuel control architecture based on the restriction plan are as follows: and (3) synthesizing a multi-element restriction plan of the engine and priorities of different restriction plans based on a multi-loop association method to obtain a main fuel control scheme.
9. The aero-engine overrun protection control law design method based on the low-selection-high-selection architecture as claimed in claim 8, wherein the method comprises the following steps: the design steps of the main fuel control architecture based on the restriction plan are further specifically as follows: based on a multi-loop association criterion, the selectors with the same control task priority and the same type are combined, and finally the selectors are connected to obtain a final control framework of the main fuel of the engine, so that the requirements of system rapidity and safety and reliability can be met.
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