CN115128966A - Design method and simulation method of a turbofan engine all-envelope controller - Google Patents

Abstract

The application provides a design method of a turbofan engine full-envelope controller, which comprises the following steps: s1, establishing an NPV model of the turbofan engine, wherein the NPV model comprises external disturbance, and converting the NPV model into an uncertain model according to the external disturbance; s2, designing a robust controller of a large envelope curve S3 based on the uncertain model, and designing a preset performance parameter matrix in the robust controller of the large envelope curve according to the performance index requirement of a turbofan engine closed-loop system; s4, solving a state feedback gain matrix in the robust controller of the large envelope curve by utilizing an SOS technology, thereby solving the robust controller of the large envelope curve; s5, designing a PI controller of the turbofan engine in a throttling state, and combining the PI controller and the large-envelope linear robust controller into the full-envelope controller by using a switching module. The full-envelope controller can better adapt to the non-linear model of the turbofan engine, so that the full-envelope controller has better control stability.

Description

Design method and simulation method of a turbofan engine all-envelope controller

technical field

The present application relates to the technical field of aero-engine control, in particular to a design method and a simulation method of an all-envelope controller of a turbofan engine.

Background technique

Turbofan engines have been widely used in national defense and civil fields due to their advantages of high thrust and high propulsion efficiency. However, due to the fact that the flight parameters and internal parameters of the turbofan engine will change in a large range, and the mechanical structure of the engine is complex, the aerodynamic and thermodynamic behavior of the turbofan engine system is complex, and there are significant nonlinear, time-varying, strong coupling and invariance. Deterministic, which brings great challenges to the design of the turbofan engine all-envelope controller.

In the current turbofan engine control system, the design of the full envelope controller mostly adopts the gain scheduling scheme. The controller gain is adjusted online to adapt to the nonlinearity and parameter variation characteristics of the system. However, the simple gain scheduling lacks theoretical rigor, and the effectiveness of its control effect depends on a large number of ground-based and control flight simulation experiments. In addition, the controller parameters are changed in an open-loop manner. When the scheduling variables change rapidly and it is difficult to capture the nonlinear characteristics of the controlled object, the stability of the system is difficult to guarantee. With the development and improvement of nonlinear system modeling methods, the linear parameter-varying (LPV) model for nonlinear system control emerges as the times require. However, the LPV model is only a first-order approximation of the original system at the corresponding operating point, and cannot reflect the complete dynamics of the system. The nonlinear parameter-varying (NPV) model can describe the time-varying and nonlinear dynamic characteristics of the plant. On the one hand, this model makes up for the lack of LPV in describing the nonlinear characteristics of the plant. On the other hand, drawing on Prajna's implementation of representing nonlinear systems as state-dependent quasi-linear systems, mature tools can be used to deal with nonlinearities. time-varying problem. On this basis, the performance analysis method and control design theory of this kind of nonlinear time-varying system are established, which can effectively solve the problems related to turbofan engine control.

Based on the above background, the present application provides a design method and simulation method of a turbofan engine full-envelope controller, aiming at the full-envelope steady-state and transition state control problems of a turbofan engine, based on a turbofan engine full digital simulation platform to design a full The envelope robust nonlinear controller ensures that the closed-loop system meets the desired performance index and has good robustness under full envelope flight conditions.

SUMMARY OF THE INVENTION

In order to solve the technical problem of poor control stability of the turbofan engine all-envelope controller in the prior art, the present application proposes a design method and a simulation method of a turbofan engine all-envelope controller.

According to the first aspect of the present application, a method for designing an all-envelope of a turbofan engine is proposed, comprising the following steps:

S1, establishing the NPV model of the turbofan engine including external disturbance, and converting the NPV model into an uncertain model according to the external disturbance;

S2. Based on the uncertainty model, design a robust controller for large envelopes;

S3, designing a preset performance parameter matrix in the large-envelope robust controller according to the performance index requirements of the turbofan engine closed-loop system;

S4, using SOS technology to solve the state feedback gain matrix in the large-envelope robust controller, so as to solve the large-envelope robust controller;

S5. Design the PI controller of the turbofan engine in a throttled state, and use a switching module to combine the PI controller and the large-envelope robust controller into the full-envelope controller, so that all The turbofan engine uses the PI controller in a throttled state, and switches to use the large-envelope robust controller through the switching module in other states.

Through the above technical solutions, aiming at the full-envelope steady-state and transition-state control problems of the turbofan engine, a large-envelope robust controller and a PI controller are designed to form an all-envelope controller. The turbofan engine control system adopts PI-PP ( Proportion-Integral&Prescribed-Performance) hybrid control strategy, that is, the turbofan engine uses the PI controller in the throttle state, and the large-envelope robust controller is used in the rest of the flight state. The control system converts the performance index of the system based on the preset performance method into The design index of the controller makes the controller better adapt to the nonlinear model of the engine, so that it has better control stability.

Preferably, the NPV model including external disturbance is specifically:

where ^x∈Rn is the system state, ^u∈Rn is the control input, ρ(t) ^∈Rs is the time-varying parameter vector, A(·,·), B(·,·) and C(·,· ) is a polynomial matrix with respect to x and ρ(t), ω(t) is an external disturbance, and E ₁ is a constant matrix of suitable dimension;

The uncertain model is specifically:

Among them, △F ₁ x(t) is the external disturbance after transformation, △ is the uncertainty matrix, satisfying △ ^T △≤I, F ₁ ,I are the constant matrix and identity matrix of suitable dimensions, respectively, satisfying F ₁ ^T F ₁ ≥ 0.

Preferably, the expression of the large-envelope robust controller is specifically:

是待设计的状态反馈增益矩阵，k_R是可调系数，

是待设计的预设性能参数矩阵。in,

is the state feedback gain matrix to be designed, k _R is an adjustable coefficient,

is the preset performance parameter matrix to be designed.

就可以使涡扇发动机闭环系统满足给定性能指标的问题。Through the above technical solutions, it can be seen from the formula that as long as an appropriate preset performance parameter matrix is selected

Then the closed-loop system of turbofan engine can meet the problem of given performance index.

Preferably, the performance index requirements of the turbofan engine are specifically: the high-pressure rotor speed control steady-state error, dynamic overshoot, step response time, nozzle closed-loop control pressure ratio steady-state error of the turbofan engine closed-loop system, and The dynamic overshoot of the rotational speed under the high-pressure rotor rotational speed disturbance is all within the preset threshold;

The design process of the preset performance parameter matrix is specifically: based on the preset performance parameter matrix to be designed, the value of the system state at any time and the preset expected value are calculated by the difference value to obtain the state error, the performance function is introduced and the state error is obtained. An error transformation function is defined, and the preset performance parameter matrix is obtained by design, and the expression of the preset performance parameter matrix is specifically:

为涡扇发动机闭环系统的状态误差，ρ_i(t)为引入的性能函数。Among them, the continuous function T is defined as the error transformation function T _i (x, t),

is the state error of the turbofan closed-loop system, and ρ _i (t) is the introduced performance function.

Through the above technical solution, a preset performance parameter matrix is constructed by introducing a performance function and defining an error transformation function.

Preferably, the solution process of the state feedback gain matrix specifically includes:

The solvability condition of the state feedback gain matrix to be designed is designed, and the expression is specifically:

和

是给定正数，Φ_SOS为SOS 多项式集合，in,

and

is a given positive number, Φ _SOS is the set of SOS polynomials,

是一个n×n维对称多项式矩阵，

是一个m×n维多项式矩阵，k_R是常数；

is an n×n-dimensional symmetric polynomial matrix,

is an m×n-dimensional polynomial matrix, and k _R is a constant;

Use SOS technology to solve the solvability condition of the state feedback gain matrix to be designed, and obtain the state feedback gain matrix. The expression of the state feedback gain matrix is specifically:

Through the above technical solution, according to the constructed preset performance parameter matrix, the state feedback gain matrix is obtained by using the SOS technology to solve.

Preferably, the control law expression of the PI controller is specifically:

Among them, K _p and T _i are constants, and e(t) is the systematic error.

Preferably, the control law expression of the all-envelope controller is specifically:

where PLA is the throttle stick angle and V is a constant.

Through the above technical solutions, since the large-envelope NPV model of the turbofan engine does not have the feature of low working state, the large-envelope robust controller designed based on the NPV model has poor control effect under the throttling state, so the turbofan engine is in the throttling state. The PI controller is used in the throttling state. PI control is a classic control algorithm. It forms a control deviation according to the given value and the actual output value. control.

According to the second aspect of the present application, a simulation method for an all-envelope controller of a turbofan engine is proposed, which simulates the all-envelope controller in the above-mentioned design method, including the following steps:

a) building the all-envelope controller on an all-digital simulation platform;

b) using the method of gain parameter adjustment to optimize the all-envelope controller;

c) performing full digital simulation on the optimized all-envelope controller;

Wherein, the step b) specifically includes:

b1) Determine a plurality of typical operating points according to the flight height and Mach number of the turbofan engine, and use grids for the parameters in the full-envelope controller under different typical operating points and different operating states The search method selects the parameters that make the dynamic performance of the turbofan engine closed-loop system optimal, and realizes the tuning of the parameters;

b2) adopting a linear interpolation method to combine the set parameters, so that the closed-loop system of the turbofan engine meets the performance index requirements at all operating points, and is synthesized into a variable gain full-envelope controller.

Through the above technical solution, in view of the strong nonlinear characteristics of the nonlinear component model of the turbofan engine, the method of gain parameter adjustment is used to adjust the parameters of the controller at different operating points, so that the controller can better adapt to the nonlinear model of the engine and control the The effect has been further improved.

Preferably, the control law expression of the all-envelope controller to be optimized in the step b) is specifically:

Among them, _Ku , K ₁ , K _R , K _p , and T _i are parameters to be set.

Through the above technical solution, the method based on gain parameter tuning is used to adjust the parameters of the all-envelope controller under different typical operating points, so as to ensure that the designed all-in The line controller is more robust to unmodeled dynamics.

Preferably, it also includes: performing steady-state experiments and dynamic experiments on the hardware-in-the-loop platform and the semi-physical platform in the form of hardware for the all-envelope controller.

Through the above technical solution, the hardware-in-the-loop simulation system has real I/O interfaces, controller hardware devices and virtual controlled object models, which is a control algorithm test and verification method with high confidence. Semi-physical simulation has a real oil circuit system, which can comprehensively and experimentally verify the controller, hydraulic mechanical system and related sensors. Compared with hardware-in-the-loop simulation, it has higher fidelity.

This application proposes a design method and a simulation method for a turbofan engine full-envelope controller. Aiming at the problem of turbofan engine full-envelope steady-state and transition state control, an all-envelope controller is designed based on a turbofan engine full-digital simulation platform. The robust nonlinear controller ensures that the closed-loop system meets the desired performance index and has good robustness under full-envelope flight conditions. The turbofan engine control system adopts the PI-PP hybrid control strategy, that is, the PI controller is used in the throttle state, and the large-envelope robust controller is used in the other flight states. The control system converts the performance index of the system into the design index of the controller based on the preset performance method, and uses the method of gain parameter adjustment to adjust the parameters of the controller at different typical operating points, so that the controller can better adapt to the nonlinearity of the engine Model. The designed all-in-the-loop controller is simulated on an all-digital simulation platform, a hardware-in-the-loop (HIL) platform and a semi-physical platform. The simulation results show that the designed controller can guarantee The system has global stability in the whole envelope range, meets the given performance indicators, and has good robustness.

Description of drawings

The accompanying drawings are included to provide a further understanding of the embodiments and are incorporated into and constitute a part of this specification. The drawings illustrate embodiments and together with the description serve to explain the principles of the application. Other embodiments and many of the intended advantages of the embodiments will be readily recognized as they become better understood by reference to the following detailed description. The elements of the drawings are not necessarily to scale to each other. Like reference numerals designate corresponding similar parts.

1 is a flowchart of a design method of a turbofan engine all-envelope controller according to an embodiment of the present application;

2 is a structural diagram of a turbofan engine control system according to a specific embodiment of the present application;

3 is a flowchart of a simulation method of a turbofan engine all-envelope controller according to an embodiment of the present application;

4 is a schematic diagram of the main structure division of an all-digital simulation platform according to a specific embodiment of the present application;

5 is a block diagram of an all-envelope controller of the main fuel quantity according to a specific embodiment of the present application;

6 is a block diagram of an all-envelope controller for throat area according to a specific embodiment of the present application;

7 is a given PLA change diagram when the turbofan engine is in a throttled state according to a specific embodiment of the present application;

8 is a given PLA change diagram when the turbofan engine is in an intermediate state according to a specific embodiment of the present application;

9 is a given PLA change diagram when the turbofan engine is in an afterburner state according to a specific embodiment of the present application;

10 is a graph showing the variation of flight height, Mach number and throttle stick angle with time in the turbofan engine envelope according to a specific embodiment of the present application;

FIG. 11 is a graph showing a high-pressure rotor rotational speed variation curve obtained by a flight trajectory simulation experiment according to a specific embodiment of the present application;

Fig. 12 is a graph showing the variation of engine pressure ratio obtained by a flight trajectory simulation experiment according to a specific embodiment of the present application;

Fig. 13 is a high-voltage rotor speed variation curve obtained by simulation under the throttling state of the operating point (0, 0) according to a single working condition simulation experiment according to a specific embodiment of the present application;

Fig. 14 is a high-voltage rotor rotational speed variation curve obtained by simulation in the middle state of the operating point (0, 0) according to a single working condition simulation experiment according to a specific embodiment of the present application;

Fig. 15 is a high-voltage rotor speed variation curve obtained by simulation under the applied force state at the working point (0, 0) according to a single-condition simulation experiment according to a specific embodiment of the present application;

Fig. 16 shows the variation curve of engine pressure ratio obtained by simulation in the middle state of the working point (0, 0) according to a single working condition simulation experiment according to a specific embodiment of the present application;

FIG. 17 is a simulation experiment of a single working condition according to a specific embodiment of the present application, and a variation curve of the engine pressure ratio obtained by simulation under the applied force state at the working point (0, 0).

Detailed ways

The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application more clear, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only configured to explain the present application, and are not configured to limit the present application. It will be apparent to those skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely to provide a better understanding of the present application by illustrating examples of the present application.

It should be noted that, in this document, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any relationship between these entities or operations. any such actual relationship or sequence exists. Moreover, the terms "comprising", "comprising" or any other variation thereof are intended to encompass a non-exclusive inclusion such that a process, method, article or device that includes a list of elements includes not only those elements, but also includes not explicitly listed or other elements inherent to such a process, method, article or apparatus. Without further limitation, an element defined by the phrase "comprises..." does not preclude the presence of additional identical elements in the process, method, article, or device that includes the element.

According to the first aspect of the present application, a design method for an all-envelope controller of a turbofan engine is proposed.

The following will take a certain type of small bypass ratio twin-shaft turbofan engine as the research object, and introduce the design method of the turbofan engine all-envelope controller.

FIG. 1 shows a flowchart of a design method of a turbofan engine all-envelope controller according to an embodiment of the present application. As shown in FIG. 1 , the design method includes the following steps:

S1. Establish an NPV model of the turbofan engine including external disturbances, and convert the NPV model into an uncertain model according to the external disturbance.

In a specific embodiment, consider the NPV model of a certain type of turbofan engine in the form of the following state variables:

where ^x∈Rn is the system state, ^u∈Rn is the control input, ρ(t) ^∈Rs is the time-varying parameter vector, A(·,·), B(·,·) and C(·,· ) is a polynomial matrix about x and ρ(t), n _L is the low pressure rotor speed, n _H is the high pressure rotor speed, W _{f is} the main fuel quantity, and A ₈ is the throat area. The detailed expressions of a _ij , b _ij and c _ij (i, j=1, 2) are as follows:

a ₁₁ = -0.01452H ³ +0.1052H ² +0.7103H-3424.0n _H ³ -10270.0n _H ² n Href + _{10010.0n H} ² -10270.0n _H n Href ² + _{20010.0n H} n Href _{-9708.0n H} -3424.0 n Href ³ + _10010.0n Href ² _-9708.0n Href _-4.357Ma +3123.0

_{3 _ _ _ _ _ _ _ _ _ _} ^{_ _} + _{212.1W fref} n Href ² +46220.0A _8ref n Href ² _{-10270.0n Lref} n _Href ² +n _H ² (70.71W _fref +15410.0A _8ref -3424.0n _{Lref -4646.0n} Href +3241.0)-1162.0n _H ³ - 1.0n _H (206.8W _fref +44410.0A _8ref -10010.0n _{Lref -9724.0n} Href -212.1W _fref n Href _{-46220.0A 8ref} n Href + _{10270.0n Lref} n Href + _6969.0n Href ² _+2999.0 ) + _9724.0n Href ² _-4646.0n Href ³ +924.8

a ₂₁ =-0.01538H ³ +0.1659H ² -0.5276H-817.5n _H ³ -2452.0n _H ² n Href + _{2347.0n H} ² -2452.0n _H n Href ² + _{4695.0n H} n Href _{-2239.0n H} -817.5 n Href ³ + _2347.0n Href ² _-2239.0n Href + _1.359Ma +708.5

a ₂₂ =1.121H-2.098Ma-204.3W _fref -11090.0A _8ref -2239.0n _Lref + _10980.0n Href +430.8W _fref n Href + _{23540.0W fref} n Href + _{4695.0n Lref} n Href _-1.0nH ² (75.66W _fref +4148.0A _8ref +817.5n _{Lref -8143.0n} Href +5802.0)-0.3035H ² +0.0255H ³ -227.0W _fref n Href ² _{-12440.0A 8ref} n Href ² _{-2452.0n Lref} n Href ² +n _H ( _{215.4W fref} +11770.0A _8ref +2347.0n _{Lref -17400.0n} Href -227.0W _fref n Href _{-12440.0A 8ref} n Href _{-2452.0n Lref} n Href + _12210.0n Href ² +5489.0)+ _{2036.0n H} ³ _-17400.0n Href ² + _8143.0n Href ³ -1726.0

b ₁₁ =0.0002945H ³ -0.00616H ² +0.01127H+70.71n _H ³ +212.1n _H ² n Href _{-206.8n H} ² + _{212.1n H} n Href ² -413.6n _H n Href + _{200.5n H} +70.71n Href ³ _-206.8n Href ² + _200.5n Href + _0.1605Ma -64.06

b ₁₂ =0.01606H ³ -0.2997H ² +0.6669H+15410.0n _H ³ +46220.0n _H ² n Href _{-44410.0n H} ² + _{46220.0n H} n Href ² -88810.0n _H n Href + _{42500.0n H} +15410.0n Href ³ _-44410.0n Href ² + _42500.0n Href +5.999Ma- _13510.0

b ₂₁ = -0.0003558H ³ +0.003819H ² -0.005397H-75.66n _H ³ -227.0n _H ² n Href + _{215.4n H} ² -227.0n _H n Href ² + _{430.8n H} n Href _{-204.3n H} -75.66 n Href ³ + _215.4n Href ² _-204.3n Href _-0.01056Ma +64.74

b ₂₂ = -0.03469H ³ +0.4663H ² -2.014H-4148.0n _H ³ -12440.0n _H ² n Href + _{11770.0n H} ² -12440.0n _H n Href ² + _{23540.0n H} n Href _{-11090.0n H} -4148.0 n Href ³ + _11770.0n Href ² _-11090.0n Href + _2.938Ma +3470.0

c ₂₁ =0.01922H ³ -0.1625H ² +0.155H+5873.0n _H ³ +17620.0n _H ² n Href _{-17030.0n H} ² + _{17620.0n H} n Href ² -34060.0n _H n Href + _{16390.0n H} +5873.0n Href ³ _-17030.0n Href ² + _16390.0n Href _-0.03688Ma -5236.0

c ₂₂ =16390.0n _Lref -0.04604Ma-0.1191H- _31400.0n Href _{-34060.0n Lref} n Href +n _H ² (5873.0n _{Lref -22530.0n} Href +16320.0)+0.1541H ² -0.0185H ³ +17620.0n _Lref n Href ² _{-5633.0n H} ³ + _48960.0n Href ² _-22530.0n Href ³ -1.0n _H (17030.0n _{Lref -48960.0n} Href -17620.0n _Lref n Href + _33800.0n Href ² +15700.0) _+5011.0

Among them, n _Href represents the expected value of the high pressure rotor speed, n _Lref represents the expected value of the low pressure rotor speed, W _fref represents the expected value of the main fuel quantity, A _8ref represents the expected value of the throat area, H represents the flight height, and Ma represents the Mach number.

On the basis of the NPV model, the external disturbance is introduced, and the NPV model including the external disturbance is established:

Wherein, ω(t) is an external disturbance. In this embodiment, ω(t)=0.1(n _Href −n _H (0))sint, n Href= _0.9437 , and n _H (0)=0.8632. E1 is _a constant matrix of suitable dimension.

Let ω(t)=ΔF ₁ x(t). △ is the uncertainty matrix, which satisfies △ ^T △≤I. F ₁ , I are a constant matrix and an identity matrix with appropriate dimensions, respectively, satisfying F ₁ ^T F ₁ ≥0. Thus, the external disturbance ω(t) is transformed into the uncertainty of the system structure. Then, the NPV model containing external disturbances is transformed into the following uncertainty model:

Continuing to refer to FIG. 1, after step S1,

S2. Based on the uncertainty model, design a robust controller for large envelopes.

In a specific embodiment, for the uncertain model, a large-envelope robust controller based on a preset performance method is designed, such as:

是待设计的状态反馈增益矩阵，k_R是可调系数，

是待设计的预设性能参数矩阵。in,

is the state feedback gain matrix to be designed, k _R is an adjustable coefficient,

is the preset performance parameter matrix to be designed.

Continuing to refer to FIG. 1, after step S2,

S3. Design the preset performance parameter matrix in the large-envelope robust controller according to the performance index requirements of the turbofan engine closed-loop system.

就可以使闭环系统满足给定性能指标的问题。In a specific embodiment, the preset performance method is specifically designed to design a large-envelope robust controller by making the closed-loop system of the turbofan engine meet the preset performance index requirements. The preset performance method is to make the system meet the desired performance index by limiting the maximum overshoot of the dynamic response of the system, the convergence speed and the steady-state error of the system. It can be seen from the expression of the large-envelope robust controller that as long as an appropriate preset performance parameter matrix is selected

It is possible to make the closed-loop system meet the given performance index.

不大于T₁。喷管闭环控制压比稳态误差不大于δ₂。在高压转子转速扰动

下，转速动态超调不大于σ₂，即：In this embodiment, the performance indicators that the closed-loop system of the turbofan engine should meet are: the steady-state error of the high-pressure rotor speed control of the turbofan engine is not greater than δ ₁ , the dynamic overshoot is not greater than σ ₁ , and the step response time is

not greater than T ₁ . The steady-state error of the nozzle closed-loop control pressure ratio is not greater than δ ₂ . rotor speed disturbances at high pressure

, the dynamic overshoot of the rotational speed is not greater than σ ₂ , namely:

Among them, n _H (0), n _H (∞) represent the initial value and final value of the high pressure rotor speed respectively, n _Href represents the expected value of the high pressure rotor speed, t _p represents the overshoot time, and π(∞) represents the nozzle pressure ratio The final value of , π _ref represents the expected value of the nozzle pressure ratio, δ ₁ , σ ₁ , T ₁ , δ ₂ and σ ₂ are the preset thresholds of the performance indicators in this embodiment, respectively. In this embodiment, δ ₁ =0.1%, σ ₁ =1%, T ₁ =4s, δ ₂ =0.5%, and σ ₂ =1%.

The design process of the preset performance parameter matrix is specifically: based on the preset performance parameter matrix to be designed, the difference between the value of the system state at any time and the preset expected value is calculated to obtain the state error, the performance function is introduced and the error transformation function is defined. , and design the preset performance parameter matrix. The design process is as follows:

通过引入性能函数，对状态误差的瞬态和稳态性能进行设定，使其满足如下不等式约束：set state error

By introducing a performance function, the transient and steady-state performance of the state error are set to satisfy the following inequality constraints:

给定指数收敛的性能函数如下：Among them, ρ _i (t) is the introduced performance function, t∈[0,∞);

The performance function for a given exponential convergence is as follows:

Among them, γ _i >0, ρ _i (0) represents the initial error bound, and ρ _i (∞) represents the maximum allowable state error in steady state.

Design the performance function of the high-pressure rotor speed according to the given performance index:

α为常数，T₁为阶跃响应时间常数。And let the performance function of low pressure rotor speed ρ ₁ (t)=ρ ₂ (t). where, ρ ₂ (∞)≤n _Href δ ₁ ,

α is a constant and T ₁ is the step response time constant.

根据计算可得：In this embodiment, taking ω _H =max{0.1(n _Href -n _H (0))sint}=0.00805, α=1,

According to the calculation, we can get:

ρ ₁ (0)=ρ ₂ (0)=0.08, γ ₁ =γ ₂ =1.73, ρ ₁ (∞)=ρ ₂ (∞)=10 ⁻³

thereby,

ρ _i (t)=0.079e ^-1.73t +0.001

Define the continuous function T as the error transformation function, if the following conditions are met:

1)

2)

Then, the given error transformation function is:

为涡扇发动机闭环系统的状态误差。Among them, T _i (x, t) is the error transformation function,

is the state error of the turbofan engine closed-loop system.

Then, the preset performance parameter matrix is:

In this embodiment,

Continuing to refer to FIG. 1, after step S3,

S4, using the SOS technology to solve the state feedback gain matrix in the large-envelope robust controller, so as to solve the large-envelope robust controller.

In a specific embodiment, the solvability condition of the state feedback gain matrix to be designed is designed, and the expression is specifically:

和

是给定正数，Φ_SOS为SOS 多项式集合，in,

and

is a given positive number, Φ _SOS is the set of SOS polynomials,

是一个n×n维对称多项式矩阵，

是一个m×n维多项式矩阵，k_R是常数。

is an n×n-dimensional symmetric polynomial matrix,

is an m×n-dimensional polynomial matrix, and k _R is a constant.

的可解性条件，得到状态反馈增益矩阵为：Solving State Feedback Matrix Using SOS Technology

The solvability condition of , the state feedback gain matrix is obtained as:

In this embodiment, ε ₁ =ε ₂ =ε ₃ =10 ⁻⁶ , k _R =0.01. The large-envelope robust controller obtained by using the SOS toolbox in Matlab is: K=[k ₁₁ , k ₁₂ ; k ₂₁ , k ₂₂ ], where,

k ₁₁ =0.07907n _L ² +1.124*10 ^-10 n _L n _H -1.631*10 ^-8 n _L +0.000403n _H ² -17.55n _H -10.21

k ₁₂ =-0.3095n _L ² -4.398*10 ^-10 n _L n _H +6.369*10 ^-8 n _L -0.001578n _H ² +115.4n _H -44.61

k ₂₁ = -0.0007736n _L ² -1.099*10 ^-12 n _L n _H +1.593*10 ^-10 n _L -3.943*10 ^-6 n _H ² -0.04534n _H +0.2149

k ₂₂ =0.00412n _L ² +5.855*10 ^-12 n _L n _H -8.538*10 ^-10 n _L +2.1*10 ^-5 n _H ² -0.5422n _H +0.7073

Continue to refer to FIG. 1, after step S4,

S5. Design the PI controller of the turbofan engine in the throttled state, and use the switching module to combine the PI controller and the large-envelope robust controller into a full-envelope controller, so that the turbofan engine can use the PI in the throttled state The controller, in other states, is switched to the robust controller using the large envelope by switching the module.

In a specific embodiment, since the large-envelope NPV model of the turbofan engine does not have the feature of low working state, the large-envelope robust controller designed based on the NPV model has poor control effect under the throttling state. Therefore, the traditional PI controller is used below the throttle state. PI control is a classic control algorithm. It forms a control deviation according to the given value and the actual output value. The proportion and integral of the deviation are linearly combined to form a control quantity to control the controlled object. The control law expression of the PI controller is as follows:

Among them, K _p and T _i are constants, and e(t) is the systematic error. In this embodiment, K _p =150 and T _i =1.

The designed large-envelope robust controller and the PI controller are combined through a switching module. In this embodiment, the switching module is specifically a switching switch. In this way, the PI-PP hybrid control strategy is adopted, that is, when the turbofan engine is under the throttle state, the traditional PI controller is used to control, and when the throttle state is above, the large-envelope robust controller is used, which finally ensures the turbofan engine. Control effects of closed-loop engine systems under full-envelope flight conditions. The control law of the combined all-envelope controller is:

Among them, PLA is the throttle stick angle, V is a constant, K _R , K _p , and T _i are parameters to be set. In this embodiment, V=41 is taken.

FIG. 2 shows a structural diagram of a turbofan engine control system according to a specific embodiment of the present application. As shown in FIG. 2 , the implementation principle of the present application is:

Aiming at the full-envelope steady-state and transition-state control problems of turbofan engines, a large-envelope robust controller and a PI controller are designed, and a switch-over switch is used to form an all-envelope controller. The turbofan engine control system transforms the performance index of the system into the design index of the full-envelope controller based on the preset performance method, so that the full-envelope controller can better adapt to the nonlinear model of the engine, so that it has better control stability. The turbofan engine control system adopts the PI-PP hybrid control strategy, that is, the turbofan engine uses the PI controller in the throttle state, and the large-envelope robust controller is used in the rest of the flight state, which finally ensures that the turbofan engine closed-loop system operates in the full package. Control effects in line flight conditions.

According to the second aspect of the present application, a simulation method of a turbofan engine full-envelope controller is proposed, and the simulation method is used for simulating the software part and the hardware part of the above-mentioned full-envelope controller.

FIG. 3 shows a flowchart of a simulation method for an all-envelope controller of a turbofan engine according to an embodiment of the present application. As shown in FIG. 3 , the simulation method includes the following steps:

a) Build an all-envelope controller on an all-digital simulation platform.

In a specific embodiment, the all-digital simulation platform can use Matlab or Simulink. In this embodiment, the all-digital simulation platform specifically uses Simulink, which can realize rapid modeling and simulation, and use the automatic code generation function built in Simulink to generate C code from the packaged component-level real-time model, and the generated code can be used for Perform hardware-in-the-loop and semi-physical simulation verification.

FIG. 4 shows a schematic diagram of the main structure division of a full-digital simulation platform according to a specific embodiment of the present application. As shown in FIG. 4 , the turbofan engine full-digital simulation platform is a full-digital simulation of a turbofan engine component-level real-time model, It is mainly composed of five modules: flight control command signal, controller, actuator, engine and observation signal. Among them, the flight control command signal module can realize the setting of the aircraft flight height (H), Mach number (Ma) and throttle stick angle (PLA), so as to adjust the working state of the aircraft; the controller is the realization part of the engine control algorithm , to ensure that the engine runs smoothly under a given working state.

For controlling the input main fuel quantity and throat area, the corresponding PI control module is provided in the all-digital simulation platform to realize closed-loop control below the throttle state. On this basis, the large-envelope robust controller designed in the first aspect of the present application is substituted into the component-level model of the all-digital simulation platform for control, so as to ensure the stable operation of the turbofan engine system in the large-envelope range. Then, switch between different controllers by switching the switch, that is, the PI controller is used below the throttling state, and the large-envelope robust controller is used above the throttling state to form an all-envelope controller to ensure that the closed-loop system operates in the full-envelope. Control effects in flight conditions. Fig. 5 shows a block diagram of an all-envelope controller of the main fuel quantity according to a specific embodiment of the present application, and Fig. 6 shows a block diagram of an all-envelope controller of the throat area according to a specific embodiment of the present application.

Continuing to refer to Figure 3, after step a),

b) Using the method of gain parameter tuning to optimize the full envelope controller.

Specifically, step b) specifically includes:

b1) Determine multiple typical operating points according to the flight height and Mach number of the turbofan engine. Under different typical operating points and different working conditions, the parameters in the full-envelope controller are selected by grid search method so that the turbofan The parameters with the best dynamic performance of the engine closed-loop system can realize the tuning of the parameters;

b2) The linear interpolation method is adopted to combine the set parameters, so that the closed-loop system of the turbofan engine meets the performance index requirements at all operating points, and is integrated into a variable-gain full-envelope controller.

In a specific embodiment, in order to further improve the control effect of the all-envelope controller, the parameters of the all-envelope controller are set under different typical operating points based on the method of gain parameter adjustment, so as to ensure that the performance of the closed-loop system meets the given On the basis of the control effect of , the designed all-envelope controller has better robustness to unmodeled dynamics. By adding the adjustable parameters Ku and K ₁ , the control law of the full _- envelope controller to be optimized is:

Among them, _Ku and K ₁ are also parameters to be set.

In a specific embodiment, five typical operating points (0, 0), (8, 1.2), (3, 0.3), (6, 0.6) and (4, 0.8) are selected according to flight height H and Mach number Ma . Grid search is carried out for the controller parameters of the three working states of throttle, intermediate and afterburner at five typical working points, and the parameters with the best dynamic performance are selected. The optimization index function variables are taken as the engine high-pressure rotor speed n _H and pressure. ratio π, and define the normalized deviation of the deviation quantities e _nH and e _π respectively, namely:

Among them, e ^* _nH (t) is the normalized deviation of the high pressure rotor speed deviation, e ^* _π (t) is the normalized deviation of the pressure ratio deviation, n _H (0), n _Href respectively represent the high pressure of the closed-loop system The initial value and expected value of the rotor speed; π(0), _πref represent the initial value and expected value of the pressure ratio, respectively.

Then, the normalized ITAE index quantities are respectively defined for the high-pressure rotor speed and pressure ratio:

Therefore, the normalized form of the objective function is:

Among them, w ₁ and w ₂ are weight coefficients corresponding to each index component, which are dimensionless. The weight coefficients of the index components are taken as: w ₁ =1, w ₂ =1.

问题。根据目标函数归一化形式，利用网格搜索法即可实现对参数的整定。在大包线鲁棒控制器的参数整定中，K_u的搜索范围为(0，1)，搜索步长为0.1； K₁的搜索范围为(0，0.1)，搜索步长为0.01；K_R的搜索范围为(-0.1，0)，搜索步长为0.01。PI控制器的参数整定中，K_P的搜索范围为(0，200)，搜索步长为1；T_i的搜索范围为(0，10)，搜索步长为0.1，搜索结果如表 1和表2所示。Therefore, the controller parameter optimization problem is transformed into the solution optimization

question. According to the normalized form of the objective function, the parameters can be adjusted by grid search method. In the parameter tuning of the large _- envelope robust controller, the search range of Ku is (0, 1), and the search step is 0.1; the search range of K ₁ is (0, 0.1), and the search step is 0.01; K The search range of _R is (-0.1, 0), and the search step is 0.01. In the parameter setting of the PI controller, the search range of K _P is (0, 200), and the search step is 1; the search range of T _i is (0, 10), and the search step is 0.1. The search results are shown in Table 1 and Table 1. shown in Table 2.

Table 1 Parameter table of robust controller for large envelope

Table 2 PI controller parameter table

After the parameters are set, the linear interpolation method is used to combine the set parameter values, so that the closed-loop system of the turbofan engine meets the performance index requirements at all operating points, and is integrated into a variable gain full-envelope controller.

Continuing to refer to Figure 3, after step b),

c) Full digital simulation of the optimized all-envelope controller.

d) Carry out steady-state experiments and dynamic experiments on the hardware-in-the-loop platform and semi-physical platform with the full-envelope controller in the form of hardware.

Among them, the hardware-in-the-loop simulation system has real I/O interfaces, controller hardware devices and virtual controlled object models, which is a high-confidence control algorithm test and verification method. Semi-physical simulation has a real oil circuit system, which can comprehensively and experimentally verify the controller, hydraulic mechanical system and related sensors. Compared with hardware-in-the-loop simulation, it has higher fidelity. Therefore, hardware-in-the-loop simulation and semi-physical simulation test have become the most important tests in engine control system development.

In a specific embodiment, the flight trajectory and 5 typical operating points are arbitrarily selected within the flight envelope of a certain type of small bypass ratio twin-shaft turbofan engine, and the designed full-envelope controller is simulated in full digital in the form of software. Experiments are carried out on the platform, and the designed all-in-the-loop controller is carried out on the hardware-in-the-Loop (HIL) and semi-physical platforms in the form of hardware. Make a large-scale step of the accelerator lever at the five operating points (0, 0), (8, 1.2), (3, 0.3), (6, 0.6) and (4, 0.8) respectively, and observe according to the dynamic response curve. control effect, so as to test the performance of the designed all-envelope controller.

Full digital simulation experiment:

All-digital simulation experiments include arbitrary flight trajectory simulation experiments and single-condition simulation experiments. Single-condition simulation experiments include steady-state simulation experiments and dynamic simulation experiments for five points (0, 0), (8, 1.2), (3, 0.3), (6, 0.6) and (4, 0.8). The steady-state simulation test mainly verifies the performance of the controller when the throttle lever is stepped with a small amplitude (±5°) in the throttle state, the small step of the throttle lever in the intermediate state, and the afterburner state. The dynamic (or transition state) simulation test mainly verifies that when the slow car enters throttling, the slow car enters the middle, the slow car enters full afterburner, the throttle enters the idle car, the middle enters the idle car, and the full afterburner enters the idle car, when the accelerator lever is rapidly and greatly stepped, Full-coverage controller performance.

FIG. 7 shows a given PLA change diagram when the turbofan engine is in a throttle state according to a specific embodiment of the present application, and FIG. 8 shows a given PLA change diagram when the turbofan engine is in an intermediate state according to a specific embodiment of the present application Figure 9 shows a given PLA change diagram when the turbofan engine is in the afterburner state according to a specific embodiment of the present application, as shown in Figures 7-9, the 0-20 seconds and 80-100 seconds are dynamic simulation experiments, 20-80 seconds are steady-state simulation experiments, 0-20 seconds and 100-120 seconds in intermediate and afterburning states are dynamic simulation experiments, and 20-100 seconds are steady-state simulation experiments.

(1) Simulation experiment of arbitrary flight trajectory within the envelope:

Fig. 10 is a graph showing the variation of flight height, Mach number and throttle stick angle with time within the envelope of a turbofan engine according to a specific embodiment of the present application, as shown in Fig. 10, wherein the flight trajectory includes rollout, takeoff, climb, Cruise, acceleration, climb, acceleration and other processes. FIG. 11 shows a graph of the high-pressure rotor rotational speed variation curve obtained by a flight trajectory simulation experiment according to a specific embodiment of the present application, and FIG. 12 shows an engine pressure ratio variation curve obtained by a flight trajectory simulation experiment according to a specific embodiment of the present application. As shown in Figures 11 and 12, it can be seen from the simulation results that with the change of flight conditions, the rotational speed and pressure ratio of the high-pressure rotor of the engine can track the control objectives given by the control plan, and the dynamic response is good. The line controller shows good robustness and stability, and can meet the requirements of turbofan engine control within the envelope.

(2) Simulation experiment of single working condition:

The performance indicators of the full digital simulation test are: within 4 seconds of the adjustment time of the high-pressure rotor speed control, the steady-state error is not greater than 0.1%, and the overshoot is not greater than 1%; the steady-state error of the low-pressure rotor is not greater than 0.1%. The steady-state error of the engine pressure ratio is not more than 0.5%.

The steady-state experimental results at each operating point are shown in Table 3.

Table 3 Record table of steady state experimental results

In the dynamic experiment, the experimental results of the rising process of PLA are shown in Table 4.

Table 4 Dynamic experiment (PLA rising process) result record table

The experimental results of the PLA descending process are shown in Table 5.

Table 5 dynamic experiment (PLA descending process) result record table

Among them, NA indicates that the corresponding cannot be calculated. The simulation result graph of point (0, 0) is selected for display.

FIG. 13 shows the high-voltage rotor speed variation curve obtained by simulation under the throttling state at the operating point (0, 0) according to a single working condition simulation experiment according to a specific embodiment of the present application, and FIG. 14 shows a specific implementation according to the present application. Figure 15 shows the simulation experiment of a single working condition according to a specific embodiment of the present application at the working point (0, 0). , 0) the high-pressure rotor speed variation curve obtained by simulation under the afterburner state; Fig. 16 shows the engine pressure ratio obtained by simulation in the middle state of the operating point (0, 0) according to a single working condition simulation experiment according to a specific embodiment of the present application Variation curve, Fig. 17 shows the variation curve of engine pressure ratio obtained by simulation under the state of applying force at the working point (0, 0) according to a single working condition simulation experiment according to a specific embodiment of the present application.

It can be seen from the record table of experimental results that in the steady-state control experiment, the control effects of each operating point meet the performance requirements; in the dynamic control experiment, except for the high-voltage rotor speed adjustment time in some states that exceeds 4 seconds, other performances are satisfied. indicator requirements. The reason for the large adjustment time is that when the reference state changes greatly, it cannot be greatly changed due to the physical limitation of the fuel quantity.

It can be seen from the simulation results that the steady-state error of the high-pressure rotor speed is not more than 0.1%, and the overshoot is not more than 1%; the speed can quickly and smoothly keep up with the system command, and the error converges quickly. The steady-state error of the engine pressure ratio is not more than 0.5%. In the idle state and below, the engine pressure ratio is open-loop control, so the reference value is not tracked. The full digital simulation results show that the turbofan engine large-envelope controller can ensure the stability of the system within the full-envelope range, meet the requirements of multiple performance indicators, and the system has good dynamic characteristics. Robust stability.

Hardware-in-the-loop (HIL) simulation and semi-physical simulation experiments:

The hardware-in-the-loop simulation and semi-physical simulation experiment not only completed the steady-state experiment and dynamic experiment of the five operating points in the full-digital simulation experiment, but also performed three experiments on (0,0), (3,0.3) and (8,1.2) The biasing experiment is carried out at the working point, that is, the rotational inertia of the high and low rotors is biased by 10% in the whole process. The dynamic and steady-state experimental results of the five single-condition experimental points and the three deflection single-condition experimental points obtained from the hardware-in-the-loop simulation experiment are shown in Table 6, Table 7, and Table 8, respectively. The experimental results of the transition state and the steady state of the five single-condition experimental points and the three single-condition experimental points obtained by semi-physics are shown in Table 9, Table 10 and Table 11, respectively.

Table 6 HIL dynamic experiment (PLA rising process) result record table

Table 7 HIL dynamic experiment (PLA descending process) result record table

Table 8 Record table of HIL steady state experimental results

Table 9 Semi-physical dynamic experiment (PLA rising process) result record table

Table 10 Record table of results of semi-physical dynamic experiment (PLA descending process)

Table 11 Record table of semi-physical steady state experimental results

It can be seen from the experimental result record table that in the dynamic test, the steady-state error and overshoot of the five single-condition experimental points and the three single-biased single-condition experimental points all meet the performance requirements. In addition, the partial pressure ratio adjustment time is too large and the overshoot is too large. The reason for the overtime of the adjustment time is that when the high-pressure rotor speed changes greatly, the speed cannot be greatly changed due to the limitation of the fuel quantity. In the steady-state test, the adjustment time, steady-state error and overshoot of the high-voltage rotor at the five single-condition experimental points and the three pull-off single-condition experimental points all meet the performance requirements.

To sum up, the all-envelope controller can meet the design requirements of the control system, and can theoretically ensure the global stability of the system, so that the control system has good performance in the entire envelope range. The experimental results show that under the condition that the engine speed changes in a wide range, the all-envelope controller can keep the system stable in the whole-envelope range, meet the given requirements of multiple performance indicators, and has good dynamic performance and robustness. sex.

This application proposes a design method and a simulation method of a turbofan engine full-envelope controller. In the full digital simulation stage, the controller designed to overcome the NPV model of the turbofan engine has poor control effect under the throttle state. problem, a PI-PP hybrid control strategy is proposed. Through the given design of the full-envelope controller switching strategy, the control effect of the turbofan engine closed-loop system under the full-envelope flight condition is finally guaranteed. In view of the strong nonlinear characteristics of the turbofan engine nonlinear component model, the method of gain parameter adjustment is used to optimize the full envelope controller, which makes the full envelope controller better adapt to the engine nonlinear model, and the control effect is further improved. In the hardware-in-the-loop simulation and semi-physical simulation experiments, the all-envelope controller built based on the above strategies can ensure that the system has global stability in the entire envelope range. On the basis of satisfying the steady-state performance, it can also guarantee The transition (dynamic) process can fully meet the given multi-performance index requirements, and the closed-loop system of the turbofan engine has good robustness.

In the embodiments of the present application, it should be understood that the disclosed technical content may be implemented in other manners. The apparatus/system/method embodiments described above are only illustrative, for example, the division of the units may be a logical function division, and in actual implementation, there may be other divisions, such as multiple units or components May be combined or may be integrated into another system, or some features may be omitted, or not implemented. On the other hand, the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of units or modules, and may be in electrical or other forms.

The units described as separate components may or may not be physically separated, and components shown as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit. The above-mentioned integrated units may be implemented in the form of hardware, or may be implemented in the form of software functional units.

The integrated unit, if implemented in the form of a software functional unit and sold or used as an independent product, may be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the present application can be embodied in the form of software products in essence, or the parts that contribute to the prior art, or all or part of the technical solutions, and the computer software products are stored in a storage medium , including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes .

It will be apparent to those skilled in the art that various modifications and changes to the embodiments of the present application can be made without departing from the spirit and scope of the present application. In this manner, this application is also intended to cover such modifications and changes if they come within the scope of the claims of this application and their equivalents. The word "comprising" does not exclude the presence of other elements or steps not listed in a claim. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. Any reference signs in the claims should not be construed as limiting the scope.

Claims (10)

1. A design method of a turbofan engine full-envelope controller is characterized by comprising the following steps:

s1, establishing an NPV model of the turbofan engine, wherein the NPV model comprises external disturbance, and converting the NPV model into an uncertain model according to the external disturbance;

s2, designing a robust controller of the large covered wire based on the uncertain model;

s3, designing a preset performance parameter matrix in the large envelope robust controller according to the performance index requirement of the turbofan engine closed-loop system;

s4, solving a state feedback gain matrix in the robust controller of the large envelope curve by utilizing an SOS technology, thereby solving the robust controller of the large envelope curve;

s5, designing a PI controller of the turbofan engine in a throttling state, and combining the PI controller and the large package wire robust controller into the full package wire controller by using a switching module, so that the PI controller is used by the turbofan engine in the throttling state, and the large package wire robust controller is switched to be used by the switching module in other states.

2. The design method according to claim 1, wherein the NPV model including the external disturbance is specifically:

wherein x ∈ R ⁿ Is the system state, u ∈ R ⁿ Is a control input, rho (t) is ∈ R ^s Is a time-varying parameter vector, A (-), B (-), and C (-,) are polynomial matrices about x and ρ (t), ω (t) is an external perturbation, E ₁ Is a constant matrix of suitable dimensions;

the uncertain model is specifically as follows:

wherein, Δ F ₁ x (t) is transformed external disturbance, Δ is uncertainty matrix, satisfies Δ ^T △≤I，F ₁ I is a constant matrix and an identity matrix of suitable dimensions, respectively, satisfying F ₁ ^T F ₁ ≥0。

3. The design method as claimed in claim 2, wherein the expression of the robust controller for large envelope is as follows:

wherein,

is the state feedback gain matrix, k, to be designed _R Is the adjustable coefficient of the linear motion vector,

is a preset performance parameter matrix to be designed.

4. A design method according to claim 3, wherein the performance index requirements of the turbofan engine closed loop system are specified as: the high-pressure rotor rotating speed control steady-state error, the dynamic overshoot, the step response time, the spray pipe closed-loop control pressure ratio steady-state error and the rotating speed dynamic overshoot under the high-pressure rotor rotating speed disturbance of the turbofan engine are all within a preset threshold value;

the design process of the preset performance parameter matrix specifically comprises the following steps: based on the preset performance parameter matrix to be designed, performing difference operation on a value of a system state at any moment and a preset expected value to obtain a state error, introducing a performance function, defining an error transformation function, and designing to obtain the preset performance parameter matrix, wherein an expression of the preset performance parameter matrix specifically comprises:

wherein the continuous function T is defined as an error transformation function T _i (x,t)，

For the state error, rho, of the turbofan engine closed-loop system _i (t) is the introduced performance function.

5. The design method according to claim 4, wherein the solving of the state feedback gain matrix specifically comprises:

designing solvability conditions of the state feedback gain matrix to be designed, wherein an expression specifically comprises the following steps:

wherein,

and

is given a positive number,. phi _SOS For the set of SOS polynomials to be,

is an n x n dimensional symmetric polynomial matrix,

is an m x n dimensional polynomial matrix, k _R Is a constant;

solving solvability conditions of the state feedback gain matrix to be designed by utilizing an SOS technology to obtain the state feedback gain matrix, wherein an expression of the state feedback gain matrix is specifically as follows:

6. the design method according to claim 3, wherein the control law expression of the PI controller is specifically:

wherein, K _p And T _i Is constant, e (t) is the systematic error.

7. The design method according to claim 6, wherein the control law expression of the full-envelope controller is specifically:

wherein, PLA is throttle lever angle, and V is the constant.

8. A simulation method of a turbofan engine full-envelope controller, which simulates the full-envelope controller in the design method according to any one of claims 1 to 7, comprising the steps of:

a) building the full-envelope controller on a full-digital simulation platform;

b) optimizing the full-envelope controller by adopting a gain parameter adjusting method;

c) performing full-digital simulation on the optimized full-envelope controller;

wherein, the step b) specifically comprises the following steps:

b1) determining a plurality of typical working points according to the flight altitude and the Mach number of the turbofan engine, and selecting the parameters in the full wrap controller by adopting a grid search method under different typical working points and different working states so as to optimize the dynamic performance of the turbofan engine closed loop system, thereby realizing the tuning of the parameters;

b2) and combining and setting the parameters by adopting a linear interpolation method, so that the turbofan engine closed-loop system meets the performance index requirements at all working points and is synthesized into a variable gain full-wrap controller.

9. The simulation method according to claim 8, wherein the control law expression of the full-envelope controller to be optimized in step b) is specifically:

wherein, K _u ，K ₁ ，K _R ，K _p ，T _i Is a parameter to be set.

10. The simulation method of claim 8, further comprising: and performing steady-state experiments and dynamic experiments on the full-envelope controller on a ring platform and a semi-physical platform in a hardware mode.

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