CN115981265A - Shipboard aircraft fault online detection method based on extended observer - Google Patents
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Abstract
The invention discloses an extended observer-based shipboard aircraft fault online detection method, which is characterized in that an extended state observer of a system is established by deducing small linear disturbance equations of the longitudinal direction and the transverse direction of a shipboard aircraft, so that the reliable state estimation is still provided when the system fault occurs in the shipboard aircraft, and the online detection of key faults is limited by a threshold value of a state quantity. Compared with the existing fault detection method based on data and intelligent algorithm, the method has stronger timeliness, can detect fault and alarm on line, and has simpler and more stable algorithm; compared with the traditional state observer, the extended observer is still effective for a nonlinear and time-varying system, and meanwhile, the reliable state estimation enables the flight control system to have certain fault tolerance.
Description
Technical Field
The invention relates to the field of aircraft control and information engineering, in particular to an extended observer-based shipboard aircraft fault online detection method.
Background
The carrier-based aircraft is a carrier-based fixed-wing manned fighter plane, and due to the complex marine working environment, the carrier-based aircraft can be influenced by disturbance such as atmospheric turbulence, gusts and the like when flying in the air, so that the fault is easy to occur, a lot of state variables need to be controlled because the environmental disturbance factors are changeable in the carrier landing process, and meanwhile, the standard for control accuracy is strict, so that the risk probability is high, and the stage is an accident frequent stage. The research on the fault online detection method of the carrier-based aircraft is a premise for researching the fault state and fault-tolerant control technology of the carrier-based aircraft.
The invention provides an extended observer-based shipboard aircraft fault online detection method, which is one of fault diagnosis methods and belongs to a state estimation-based analytical model method in classification. The method mainly comprises the steps of estimating or reconstructing a state vector of a controlled object, comparing the state vector with a measurable variable, constructing a residual error, separating fault information from the residual error information according to some statistical test methods, and judging whether a system fails or not. Typically, when the system is operating properly, the residual is zero, and when the system fails, the residual is non-zero.
At present, aiming at the problem that the fault on-line detection method of the shipboard aircraft is less, a fault detection and isolation method of a satellite attitude control system sensor and an actuator based on a state observer and an equivalent space is researched in patent CN 102176159A. The method is based on the traditional state space theory, constructs a state observer of the system, and carries out fault detection through the estimator of the state observer. The method has the defect that if the system fails, the state space expression of the system is changed, and the analytic model depended by the state observer cannot consider the change of the system, so that the state estimation based on the method is not accurate enough in the failure state of the system. In order to solve the problem, the invention provides a fault detection method based on an extended state observer, which sets system faults and external disturbance as total disturbance, expands the total disturbance into new state quantity, carries out state estimation of the system under the disturbance, and has better estimation accuracy and fault tolerance.
Disclosure of Invention
The invention aims to solve the technical problems of poor timeliness of fault detection of the shipboard aircraft and high algorithm complexity. One type of the existing airplane fault detection methods is a fault isolation manual based on a database and experience, and the existing airplane fault detection methods are mainly used for maintenance after a fault, cannot detect the fault on line, simultaneously need a large amount of data and experience, and have poor timeliness; one type is based on a filtering algorithm or an intelligent algorithm, the algorithm is relatively complex, and the optimal filtering and calculating process may exceed the allowable time and cannot meet the requirement of real-time performance. The fault detection method provided by the invention has the advantages of timeliness and algorithm simplicity, and strong engineering applicability.
The invention provides an extended observer-based shipboard aircraft fault online detection method, which is characterized in that a linear extended state observer based on model assistance is established by deducing longitudinal and transverse course linearized small disturbance equations of a shipboard aircraft, each state is subjected to real-time detection and fault alarm by establishing a state evaluation function, and a reliable state estimator is fed back to a flight control system.
In order to achieve the purpose, the invention provides the following technical scheme:
an extended observer-based shipboard aircraft fault online detection method comprises the following steps:
the first step is as follows: establishing a ship-borne aircraft longitudinal small disturbance motion equation set by taking a fixed straight plane flight state as a reference state based on a small disturbance hypothesis, and converting the set into a matrix standard form to obtain a state space equation, wherein the state space equation is a set of differential equations for describing the motion rule of the ship-borne aircraft;
the second step is that: establishing a flight control module of the carrier-based aircraft, wherein the flight control module is an indispensable module on the carrier-based aircraft, is used for calculating a control instruction required by the carrier-based aircraft to reach an expected state based on the actual flight state and the expected flight state of the carrier-based aircraft, and is used as the control input of a state space equation of the carrier-based aircraft to realize the control of the carrier-based aircraft; specifically, when no fault exists, the actual flight state is considered to be consistent with the output value of the sensor; when a fault occurs (namely the sensor has a fault and the value of the sensor is unavailable), the observed value of the extended state observer is used for replacing the output of the sensor and is used as the actual flight state to be sent to the flight control module;
the third step: selecting a state variable based on the state space equation, defining the total disturbance of the carrier-based aircraft as an expanded state variable, and constructing an expanded state space equation; assuming an observer gain matrix represented by parameters, and setting an extended state observer containing output feedback for the extended state space equation; the extended state observer is used for observing the state variable output by the carrier-based aircraft and is used as the input of the fault detection module;
the fourth step: the poles of the characteristic equation of the extended state observer are configured to the left half plane of the complex plane, namely the poles contain negative real roots, the characteristic equation of the extended state observer and the expected characteristic equation are compared, the coefficients of the same kind of terms are made to be equal, and the gain matrix of the extended state observer is obtained, so that the determined extended state observer is obtained;
the fifth step: establishing an evaluation function and a fault detection module, wherein the evaluation function is used for calculating the error accumulated amount of the output of the airborne sensor and the output of the extended state observer, and the fault detection module judges whether a fault occurs based on the result given by the evaluation function by setting the reasonable error threshold value of each state amount; if the fault is judged to occur, isolating the state quantity of the fault, and replacing the state quantity output by the extended state observer to transmit the state quantity to the flight control module to realize effective control on the carrier-based aircraft.
Further, the third step specifically comprises:
selecting a state variable: x = [ x = 1 x 2 x 3 x 4 x 5 ] T ，x 1 ＝Δu，x 2 ＝w，x 3 ＝q，x 4 ＝Δθ，x 5 = f, wherein Δ u isDetermining the axial disturbance speed of the straight and flat flight, wherein w is the normal disturbance speed, q is the pitch angle speed, delta theta is the disturbance pitch angle, and f is the disturbance suffered by the shipboard aircraft system;
the expansion state space equation is:
wherein, the first and the second end of the pipe are connected with each other,
E＝[0 0 0 0 1] T
C＝[1 1 1 1 1]
wherein u = [ δ t δ e δ lef δ tef δ sa] T Delta t is the deflection of the accelerator, delta e is the deflection of the elevator, delta lef is the deflection of the leading edge flap, delta tef is the deflection of the trailing edge flap, delta sa is the deflection of the coupled aileron, and X is the deflection of the coupled aileron u Is the derivative of the axial force on the axial disturbance velocity Deltau, X w As a derivative of axial force with respect to normal disturbance velocity w, X q As derivative of axial force on pitch angle rate q, X δt Is the derivative of axial force to the accelerator polarization deltat, X δe As the derivative of the axial force on the amount of elevator deflection deltae, X δlef Is the derivative of the axial force on the leading-edge flap deflection delta lef, X δtef Is the derivative of the axial force on the deflection δ tef of the trailing edge flap, X δsa As a derivative of the axial force on the deflection δ sa of the coupled aileron, Z u Is the derivative of the normal force on the axial disturbance velocity Deltau, Z w Is the derivative of the normal force with respect to the normal disturbance velocity w, Z q As a derivative of normal force with respect to pitch angle velocity q, Z δt As a derivative of normal force to throttle polarization deltat, Z δe As a derivative of the normal force on the amount of elevator deflection deltae, Z δlef As a derivative of the normal force on the leading-edge flap deflection δ lef，Z δtef As a derivative of the normal force on the deflection δ tef of the trailing edge flap, Z δsa Is the derivative of the normal force on the deflection δ sa of the coupled aileron, M u As derivative of the pitching moment on the axial disturbance velocity Deltau, M w As the derivative of the pitching moment with respect to the normal disturbance velocity w, M q As a derivative of the pitching moment with respect to the pitch angle velocity q, M δt As derivative of the pitching moment on the accelerator polarization quantity deltat, M δe As a derivative of the pitching moment on the amount of elevator deflection δ e, M δlef Is the derivative of the pitching moment on the leading-edge flap deflection delta lef, M δtef As a derivative of the pitching moment on the trailing edge flap deflection δ tef, M δsa Is the derivative of the pitching moment to the deflection delta sa of the linkage aileron, m is the total mass of the carrier-borne aircraft, I y G is the moment of inertia of the ship-borne aircraft around the y axis, and u is the gravity acceleration 0 、w 0 And theta 0 Axial velocity, normal velocity and pitch angle of the reference state, respectively;
let observer gain matrix L = [ L ] 1 l 2 l 3 ] T Wherein l is 1 ,l 2 ,l 3 Respectively unknown constants. An extended state observer containing output feedback is set for the extended state space equation as follows:
in the formula u c ＝[u y]Is a combined input, y is a sensor output of the shipboard aircraft system, y c Is the output of the extended state observer.
Further, the fourth step is specifically:
the poles of the characteristic equation of the extended state observer are placed at the same position-omega 0 The upper part, namely:
λ(s)＝|sI-(A-LC)|＝(s+ω 0 ) 5
wherein λ(s) is a characteristic equation of the extended state observer, i.e. | sI- (A-LC) |, s is an equation variable, I is an identity matrix with dimension 5, (s + ω) 0 ) 5 Is the desired characteristic equation, ω 0 Is a desired normal number;
mixing | sI- (A-LC) | and (s + omega | 0 ) 5 And expanding the polynomial into a polynomial, and enabling the same terms to be equal to obtain a gain matrix of the extended state observer.
Further, in the fifth step, the evaluation function is:
wherein k is the evaluation gain, y is the sensor output of the carrier-based aircraft system, and y c Is the output of the extended state observer, t 0 And t 1 Is a prescribed period of time.
According to the shipboard aircraft fault online detection method based on the extended state observer, a fault detection module is externally connected with a flight control system, a model-assisted linear extended state observer is established, each state is subjected to real-time detection and fault alarm by establishing a state evaluation function, and reliable state estimators are fed back to the flight control system. Compared with the prior art, the invention has the following beneficial effects:
1. compared with the method of the state observer, the method based on the extended state observer has better adaptability and accuracy to the nonlinearity and the undetermined fault of the system.
2. Compared with filtering and intelligent algorithm calculation, the method based on the extended state observer has the advantages of being less in time and better in timeliness.
3. The method of externally connecting one or more redundant observers with the flight control system provides certain fault tolerance for the flight control system.
Drawings
FIG. 1 is a system schematic of fault detection of the present invention;
fig. 2 is a schematic diagram of the longitudinal controller of the carrier-based aircraft.
Detailed Description
Embodiments of the present application will be described in further detail below with reference to the drawings and examples. The following examples are intended to illustrate the present application but are not intended to limit the scope of the present application.
The invention provides an extended observer-based shipboard aircraft fault online detection method, which comprises the following steps:
the first step is as follows: and establishing a longitudinal dynamics linear model of the carrier-based aircraft.
Based on a six-degree-of-freedom full equation of a shipboard aircraft, taking a fixed straight-horizontal flight state as a reference state, and performing small disturbance linearization on the equation in the reference state to obtain the following state space equation:
wherein x is 0 ＝[Δu w q Δθ] T ，u＝[δt δe δlef δtef δsa] T 。
C 0 ＝[1 1 1 1]
The above kinetic equations are illustrated as follows:
[Δu w q Δθ] T and the longitudinal state variable of the system is shown, wherein delta u is the axial disturbance speed of the straight-line level flight, w is the normal disturbance speed, q is the pitch angle speed, and delta theta is the disturbance pitch angle.
[δt δe δlef δtef δsa] T The longitudinal manipulated variable is shown as delta t, delta e, delta lef, delta tef and delta sa, wherein delta t is the deflection of an accelerator, delta e is the deflection of an elevator, delta lef is the deflection of a leading edge flap, delta tef is the deflection of a trailing edge flap, and delta sa is the deflection of a linked aileron.
X u Is the derivative of the axial force on the axial disturbance velocity Deltau, X w As a derivative of axial force with respect to normal disturbance velocity w, X q As a derivative of axial force with respect to pitch angle rate q, X δt Polarizing the throttle for the axial forceDerivative of δ t, X δe As a derivative of the axial force on the amount of elevator deflection deltae, X δlef As a derivative of the axial force on the leading-edge flap deflection δ lef, X δtef As a derivative of the axial force on the deflection δ tef of the trailing edge flap, X δsa The derivative of the axial force on the amount of coupled aileron deflection δ sa.
Z u Is the derivative of the normal force to the axial disturbance velocity Deltau, Z w Is the derivative of the normal force with respect to the normal disturbance velocity w, Z q As a derivative of normal force with respect to pitch angle velocity q, Z δt As a derivative of normal force to throttle polarization deltat, Z δe As a derivative of the normal force on the amount of elevator deflection deltae, Z δlef As a derivative of the normal force on the deflection delta lef of the leading-edge flap, Z δtef As a derivative of the normal force on the deflection δ tef of the trailing edge flap, Z δsa Is the derivative of the normal force to the amount of coupled aileron deflection δ sa.
M u As derivative of the pitching moment with respect to the axial disturbance velocity Deltau, M w As the derivative of the pitching moment with respect to the normal disturbance velocity w, M q As a derivative of the pitching moment with respect to the pitch angle velocity q, M δt Is the derivative of the pitching moment on the accelerator polarization quantity deltat, M δe As a derivative of the pitching moment on the amount of elevator deflection δ e, M δlef Is the derivative of the pitching moment on the leading-edge flap deflection delta lef, M δtef Is the derivative of the pitching moment on the trailing edge flap deflection δ tef, M δsa Is the derivative of the pitching moment on the amount of coupled flap yaw δ sa.
m is the total mass of the carrier-based aircraft, I y G is the moment of inertia of the ship-borne aircraft around the y axis, and u is the gravity acceleration 0 、w 0 And theta 0 Respectively, the axial velocity, normal velocity and pitch angle of the reference state.
In addition to the system longitudinal state variables and longitudinal manipulated variables, other parameters are known.
The second step is that: and establishing a flight control module of the carrier-based aircraft.
Because the control laws and the control parameters of different airplanes are different, the design of the flight control system is quite complex, and the internal structure of the flight control system is not the main research content of the patent, the main input and output of the flight control system are only given in the step, and the ideas of applying different flight control systems are the same.
A module input/output diagram of the longitudinal controller of the carrier-based aircraft is given below, and as shown in fig. 2, the input is an expected state and a longitudinal state quantity, generally an expected flight speed, a position, an attitude angular velocity and the like; the output is generally the manipulated variable of the carrier-based aircraft, and is generally the manipulated variable of an accelerator, a horizontal tail, a rudder, an aileron, a flap, and the like.
The third step: and constructing a linear extended state observer module based on model assistance.
Selecting a state variable: x is a radical of a fluorine atom 1 ＝Δu，x 2 ＝w，x 3 ＝q，x 4 ＝Δθ，x 5 And (f). Wherein f is the disturbance of the system, which can be the system characteristic change caused by fault, or the disturbance of the external to the system, and the total disturbance is estimated in the calculation of the expansion state equation.
Then x = [ x ] 1 x 2 x 3 x 4 x 5 ] T To include the perturbed dilated state, the system dimension becomes five, and the dilated state space equation can be described as:
wherein the content of the first and second substances,
E＝[0 0 0 0 1] T
C＝[1 1 1 1 1]
let L = [ L 1 l 2 l 3 ] T This is the observationObserver gain matrix required by the observer, where l 1 ,l 2 ,l 3 Respectively, represent unknown constants. Setting a state observer containing output feedback for the extended state space equation is as follows:
in the formula u c ＝[u y]Is a combined input, y c Is the output of the extended state observer.
The fourth step: a gain matrix of the observer is calculated.
The state matrix of the extended state observer is [ A-LC ]]For the observer to be stable, it is necessary to have the characteristic root of the state matrix with a negative real root, while for the sake of simplifying the calculation, the poles of the observer's characteristic equation can be placed at the same position- ω 0 And, obtaining:
λ(s)＝|sI-(A-LC)|＝(s+ω 0 ) 5
wherein λ(s) is a characteristic equation of the extended state observer, i.e. | sI- (A-LC) |, s is an equation variable, I is an identity matrix with dimension 5, (s + ω) 0 ) 5 Is the desired characteristic equation, ω 0 Is the desired normal constant.
Mixing | sI- (A-LC) | and (s + omega) 0 ) 5 And expanding the polynomial into a polynomial, and enabling the same kind of terms to be equal to obtain a gain matrix of the observer.
The method of configuration of the poles may be different for the fourth step. Because different system characteristics are different and requirements on stability and sensitivity of observation are different, pole configuration can be changed according to the system requirements, and the only requirement is that the characteristic root of the observer must have a negative real part.
The fifth step: and establishing an evaluation function and a fault detection module.
Let the evaluation function be p, let:
where k is the evaluation gain, y is the sensor output of the shipboard aircraft system, y c Is the output of the extended state observer, t 0 And t 1 Is a prescribed period of time. The evaluation function means that the error between the actual output of the sensor and the actual output of the observer is integrated for a period of time, namely the error is accumulated, when the error accumulation reaches a certain threshold value, the sensor is judged to be in fault, and the fault is alarmed.
For the fifth step, the establishment of the evaluation function may be different, and since the error magnitude and the allowable error range of different state quantities are different, the adjustment may be performed by changing the gain k, and the threshold value is also specifically treated according to the actual system.
Claims (4)
1. An extended observer-based shipboard aircraft fault online detection method is characterized by comprising the following steps:
the first step is as follows: establishing a ship-borne aircraft longitudinal small disturbance motion equation set by taking a fixed straight plane flight state as a reference state based on a small disturbance hypothesis, and converting the set into a matrix standard form to obtain a state space equation;
the second step is that: establishing a flight control module of the carrier-based aircraft, inputting the actual flight state of the carrier-based aircraft into the flight control module to obtain an operating instruction required by the carrier-based aircraft to reach an expected state, and using the operating instruction as the control input of a state space equation to realize the control of the carrier-based aircraft;
the third step: selecting a state variable based on the state space equation, defining the total disturbance of the shipboard aircraft as an expanded state variable, and constructing an expanded state space equation; assuming an observer gain matrix represented by parameters, and setting an extended state observer containing output feedback for the extended state space equation;
the fourth step: allocating poles of the characteristic equation of the extended state observer to the left half plane of the complex plane, namely the poles contain negative real roots, comparing the characteristic equation of the extended state observer with an expected characteristic equation, and making coefficients of the same kind of terms equal to obtain a gain matrix of the extended state observer;
the fifth step: establishing an evaluation function and a fault detection module, wherein the evaluation function is used for calculating the error accumulated quantity of the output of the airborne sensor and the output of the extended state observer, and the fault detection module judges whether a fault occurs based on the result given by the evaluation function by setting the reasonable error threshold value of each state quantity; and if the fault is judged to occur, isolating the state quantity of the fault, and transmitting the state quantity output by the extended state observer to the flight control module instead of the state quantity.
2. The method according to claim 1, wherein the third step is specifically:
selecting a state variable: x = [ x = 1 x 2 x 3 x 4 x 5 ] T ，x 1 ＝Δu，x 2 ＝w，x 3 ＝q，x 4 ＝Δθ，x 5 = f, wherein delta u is the axial disturbance speed of fixed straight and level flight, w is the normal disturbance speed, q is the pitch angle speed, delta theta is the disturbance pitch angle, and f is the disturbance of the carrier-based aircraft system;
the expansion state space equation is:
wherein, the first and the second end of the pipe are connected with each other,
E＝[0 0 0 0 1] T
C＝[1 1 1 1 1]
wherein u = [ δ t δ e δ lef δ tef δ sa] T Delta t is the deflection of the accelerator, delta e is the deflection of the elevator, delta lef is the deflection of the leading edge flap, and delta tef is the deflection of the trailing edge flapDelta sa is the amount of deflection of the coupled aileron, X u Is the derivative of the axial force on the axial disturbance velocity Deltau, X w As a derivative of axial force with respect to normal disturbance velocity w, X q As derivative of axial force on pitch angle rate q, X δt As a derivative of axial force on throttle polarization delta t, X δe As the derivative of the axial force on the amount of elevator deflection deltae, X δlef As a derivative of the axial force on the leading-edge flap deflection δ lef, X δtef Is the derivative of the axial force on the deflection δ tef of the trailing edge flap, X δsa As a derivative of the axial force on the deflection δ sa of the coupled aileron, Z u Is the derivative of the normal force to the axial disturbance velocity Deltau, Z w Is the derivative of the normal force with respect to the normal disturbance velocity w, Z q As a derivative of normal force with respect to pitch angle velocity q, Z δt As a derivative of normal force to throttle polarization deltat, Z δe As a derivative of the normal force on the amount of elevator deflection deltae, Z δlef As a derivative of the normal force on the deflection delta lef of the leading-edge flap, Z δtef Is the derivative of the normal force on the deflection δ tef of the trailing edge flap, Z δsa Is the derivative of the normal force on the deflection δ sa of the coupled aileron, M u As derivative of the pitching moment with respect to the axial disturbance velocity Deltau, M w As the derivative of the pitching moment with respect to the normal disturbance velocity w, M q As a derivative of the pitching moment with respect to the pitch angle velocity q, M δt As derivative of the pitching moment on the accelerator polarization quantity deltat, M δe As a derivative of the pitching moment on the amount of elevator deflection δ e, M δlef As a derivative of the pitching moment on the leading-edge flap deflection δ lef, M δtef As a derivative of the pitching moment on the trailing edge flap deflection δ tef, M δsa Is the derivative of the pitching moment to the deflection delta sa of the linkage aileron, m is the total mass of the carrier-borne aircraft, I y G is the moment of inertia of the ship-borne aircraft around the y axis, and u is the gravity acceleration 0 、w 0 And theta 0 Axial velocity, normal velocity and pitch angle of the reference state, respectively;
let observer gain matrix L = [ L 1 l 2 l 3 ] T Wherein l is 1 ,l 2 ,l 3 Respectively represent unknown constants; setting expansion including output feedback for an expanded state space equationThe state observer is as follows:
in the formula u c ＝[u y]Is a combined input, y is a sensor output of the shipboard aircraft system, y c Is the output of the extended state observer.
3. The method according to claim 2, wherein the fourth step is specifically:
the poles of the characteristic equation of the extended state observer are placed at the same position-omega 0 The upper part is as follows:
λ(s)＝|sI-(A-LC)|＝(s+ω 0 ) 5
wherein λ(s) is a characteristic equation of the extended state observer, i.e. | sI- (A-LC) |, s is an equation variable, I is an identity matrix with dimension 5, (s + ω) 0 ) 5 Is the desired characteristic equation, ω 0 Is a desired normal number;
mixing | sI- (A-LC) | and (s + omega) 0 ) 5 And expanding the polynomial into a polynomial, and enabling the same type terms to be equal to obtain a gain matrix of the extended state observer.
4. The method according to claim 3, wherein in the fifth step, the merit function is:
wherein k is the evaluation gain, y is the sensor output of the carrier-based aircraft system, and y c Is the output of the extended state observer, t 0 And t 1 Is a prescribed period of time.
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