CN117873016A - Aircraft composite fault diagnosis and control compensation method and system - Google Patents
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Abstract
A method and a system for diagnosing and controlling compensating composite faults of an aircraft belong to the technical field of flight control. The method provided by the invention comprises the following steps: step one, determining a fault form of a composite fault to be diagnosed, and acquiring a double-channel dynamics model containing the composite fault; step two, rewriting a two-channel dynamics model containing faults into an affine nonlinear form, wherein the fault items are equivalent linear input forms in the affine nonlinear form; step three, respectively constructing corresponding observers for the two channels in the step two; step four, designing the change rate of the fault parameter estimation value of the dual-channel observer in the step three, and ensuring that the composite fault parameter estimation value can be converged to a fault true value; step five, giving a fault diagnosis threshold according to engineering experience, and judging whether a fault occurs or not by comparing the fault estimation value with the fault threshold; and step six, compensating the control law according to the fault diagnosis result in the step five, and carrying out amplitude limiting treatment on the compensation coefficient.
Description
Technical Field
The invention relates to a method and a system for diagnosing and controlling and compensating composite faults of an aircraft, and belongs to the technical field of flight control of the aircraft.
Background
The composite fault diagnosis and control compensation means that after the fault of an actuating mechanism and the fault of a sensor occur in a flight control system, fault parameters are estimated through a fault diagnosis technology based on an observer, and the estimated parameters are utilized to compensate an original control law, so that the reduction of flight performance caused by the fault is inhibited, and the attitude system of the aircraft is controlled more accurately. When the aileron efficiency loss fault occurs in the aircraft, the airfoil can not always pay a desired moment, so that the system response is slow, in addition, under the condition that the control surface requirement of the attitude stabilization system is large, the airfoil can not pay a sufficient moment, and the attitude angle can not be in place or even the attitude system diverges. When the pitch angle speed sensor of the aircraft fails, the state quantity feedback acquired by the control system contains sensor failure information, and a control law influenced by the failure acts on the actuating mechanism, so that the attitude stabilizing system cannot accurately track instructions. When a plurality of faults occur simultaneously, channels where the faults are positioned are mutually coupled to form a composite fault, and the coupling characteristic of the composite fault increases the diagnosis difficulty. Therefore, aiming at the problem of stable control of the attitude of the aircraft under the composite fault, the fault diagnosis and control compensation technology based on the observer is adopted, so that the flight quality of the aircraft is improved.
The fault diagnosis methods commonly used at present mainly comprise data-based and model-based diagnosis methods. The data-based diagnosis methods such as neural networks, clustering and other technologies have low dependence on an object model, are sensitive to system input and output, and determine fault types through matching of aircraft state quantity and observables, and the high coupling of composite faults can seriously reduce the capability of the methods for stripping fault information and influence the accuracy of fault diagnosis; the model-based diagnosis method has higher accuracy requirements on object modeling by technologies such as an observer, a filtering algorithm and the like, residual errors are constructed through system output feedback, and approximation of an estimated value to fault parameters is realized by utilizing residual error convergence, but in the traditional model-based diagnosis method, when complex faults of a complex flight control system are handled, how a channel is decoupled becomes a problem solving difficulty.
Disclosure of Invention
The invention solves the technical problems that: the method and the system for diagnosing and controlling the composite faults of the aircraft solve the problems that a plurality of faults occur in an aircraft system and diagnosis is difficult due to cross coupling of fault information in a channel, and control law is compensated according to an estimated value of fault parameters, so that the reduction of the composite faults on the flight performance is restrained.
The technical scheme of the invention is as follows: a composite fault diagnosis and control compensation method for an aircraft comprises the following steps:
determining a fault form of a composite fault to be diagnosed, and acquiring a two-channel dynamics model containing the composite fault;
rewriting a two-channel dynamics model containing a composite fault into an affine nonlinear form, wherein the fault term is an equivalent linear input form in the affine nonlinear form;
respectively constructing corresponding observers for the two-channel dynamics model;
setting the change rate of fault parameter estimation values of the dual-channel observer, and ensuring that the composite fault parameter estimation values are converged to a fault true value;
determining a fault diagnosis threshold value, and judging whether a fault occurs or not by comparing the fault estimation value with the fault threshold value to obtain a fault diagnosis result;
and judging whether to compensate the control law according to the fault diagnosis result, and performing amplitude limiting processing on the compensation coefficient during compensation.
Further, the fault form of the composite fault to be diagnosed includes:wherein delta a Q are aileron, pitch rate, delta a 'q' are state quantities after failure, lambda a And eta is a fault parameter.
Further, the affine nonlinear form of the two-channel dynamics model containing the composite fault comprises:
wherein the selected two channels are respectively rolling angle speed channelsAnd yaw rate channel->F 1 (x,u)、F 2 (x, u) is a nonlinear considerable state quantity in affine nonlinear form, x, u represent the state quantity and the control input, G 1 q+H 1 λ a δ a 、G 2 q+H 2 λ a δ a Is an equivalent linear input form in affine nonlinear form, G 1 、G 2 、H 1 、H 2 Is pitch angle rate q and aileron deflection delta a Is a coefficient of (a).
Further, the observer corresponding to the dual channel includes:
wherein,for observer cell state error,/->As a fault parameter lambda a Estimated value of ∈10->For estimating the fault parameter eta, kappa 1 、κ 2 Convergence rate system for two observers respectivelyA number.
Further, the failure parameter estimation value change rate is thatWherein (1)>Respectively fault parameter estimation value->Rate of change, e 1 、e 2 G for observer cell state error 1 、G 2 、H 1 、H 2 Is pitch angle rate q and aileron deflection delta a Is a coefficient of (a).
Further, the fault diagnosis threshold is gamma 1 ＝0.05，γ 2 =0.01 (°/s), where γ 1 ,γ 2 Respectively fault parameter estimated valuesA corresponding threshold; when->Indicating that the aileron has efficiency loss fault; when->Indicating that the pitch angle speed sensor has offset faults; />Is a fault parameter estimate.
Further, the compensating the control law includes:
wherein, delta a And q "is a parameter for designing a compensation control law,delta as a fault parameter estimate a Q is aileron, pitch rate, < ->Respectively is the estimated value of fault parameters +.>The limited variable is delta a And q' replaces delta in the original control law a Q implements control law compensation.
An aircraft compound fault diagnosis and control compensation system comprises an aircraft controller unit, a sensor unit, an observer unit and an actuator transmission unit;
the sensor unit is used for acquiring real-time attitude information of the aircraft, determining a fault form of a composite fault to be diagnosed, acquiring a double-channel dynamics model containing the composite fault, and transmitting the aircraft information comprising the double-channel dynamics model to the flight control unit and the observer unit;
an observer unit for rewriting a two-channel dynamics model containing a composite fault into an affine nonlinear form according to aircraft information, wherein the fault term is an equivalent linear input form in the affine nonlinear form; respectively constructing corresponding observers for the two-channel dynamics model; setting the change rate of fault parameter estimation values of the dual-channel observer, and ensuring that the composite fault parameter estimation values are converged to a fault true value; determining a fault diagnosis threshold value, and judging whether a fault occurs or not by comparing the fault estimation value with the fault threshold value to obtain a fault diagnosis result;
the flight controller unit is used for judging whether to compensate the control law according to the fault diagnosis result, and carrying out amplitude limiting treatment on the compensation coefficient during compensation to obtain a rudder deflection instruction;
and the actuator transmission unit is used for responding to the deflection instruction of the rudder of the flight control unit and outputting the actual rudder deflection angle.
A computer readable storage medium storing a computer program which when executed by a processor performs the steps of the aircraft composite fault diagnosis and control compensation method.
An aircraft composite fault diagnosis and control compensation device comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the computer program to realize the steps of the aircraft composite fault diagnosis and control compensation method.
Compared with the prior art, the invention has the advantages that:
an observer is built on a plurality of channels simultaneously, and composite fault parameters are estimated simultaneously by designing an estimation function, so that the problem that the system is difficult to estimate the fault parameters independently due to composite fault coupling is solved; based on the estimated parameters, the compensation control law is designed to improve the flight control performance, and in addition, the problem of oscillation of the compensation coefficient caused by dynamic response of an observer unit estimation process is solved by carrying out amplitude limiting treatment on the compensation coefficient. The invention can be realized in software, has stable performance and is easy for engineering operation.
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Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
FIG. 1 is a schematic flow chart of an aircraft composite fault diagnosis and control compensation scheme provided by the invention;
FIG. 2 is a control block diagram of a flight system provided by the present invention;
fig. 3 is a schematic diagram of an aircraft composite fault diagnosis scheme provided by the invention.
Detailed Description
In order to better understand the technical solutions described above, the following detailed description of the technical solutions of the present application is provided through the accompanying drawings and specific embodiments, and it should be understood that the specific features of the embodiments and embodiments of the present application are detailed descriptions of the technical solutions of the present application, and not limit the technical solutions of the present application, and the technical features of the embodiments and embodiments of the present application may be combined with each other without conflict.
The following describes in further detail an aircraft composite fault diagnosis and control compensation method provided in the embodiments of the present application with reference to the accompanying drawings, and a specific implementation manner may include (as shown in fig. 1):
step one, determining a fault form of a composite fault to be diagnosed, and acquiring a double-channel dynamics model containing the composite fault;
step two, rewriting a two-channel dynamics model containing faults into an affine nonlinear form, wherein the fault items are equivalent linear input forms in the affine nonlinear form;
step three, respectively constructing corresponding observers for the two channels in the step two;
step four, designing the change rate of the fault parameter estimation value of the dual-channel observer in the step three, and ensuring that the composite fault parameter estimation value can be converged to a fault true value;
step five, giving a fault diagnosis threshold according to engineering experience, and judging whether a fault occurs or not by comparing the fault estimation value with the fault threshold;
and step six, compensating the control law according to the fault diagnosis result in the step five, and carrying out amplitude limiting treatment on the compensation coefficient.
Further, the fault form of the composite fault in the first step is as follows:
wherein delta a Q is the aileron, pitch rate, delta, respectively a 'q' is the state quantity after failure, lambda a η is a fault parameter.
The two-channel dynamics model without fault parameters is as follows:
the selected double channels are respectively rolling angle speed channelsAnd yaw rate channel->p, q, r are the roll angle speed, pitch angle speed, yaw angle speed, J x ,J y ,J z For moment of inertia, J xz For the product of inertia-> Is an aerodynamic moment. N (N) T Represents yaw moment generated by a vector engine, h E Is the angular momentum of the engine. Failure delta of actuator a Is included in->And each state quantity is considerable.
Further, the affine nonlinear form of the two-channel rewriting of the fault parameters introduced in the second step is as follows:
wherein F is 1 (x,u)、F 2 (x, u) is a nonlinear considerable state quantity in affine nonlinear form, x, u representing the state quantity and the control input, respectively, and G 1 q+H 1 λ a δ a 、G 2 q+H 2 λ a δ a Is an equivalent linear input form in affine nonlinear form, G 1 、G 2 、H 1 、H 2 Is pitch rate q and aileron deflection delta a Is a coefficient of (a).
Further, the observer corresponding to the two channels in the third step is designed as follows:
wherein (1)>Is observer cell status error,/->Is a fault parameter lambda a Estimated value of ∈10->Is an estimate of the fault parameter η, κ 1 、κ 2 The convergence rate coefficients of the two observers, respectively.
Further, in the fourth step, the calculation formula of the change rate of the estimated value of the fault parameter is as follows:
wherein (1)>Fault parameter estimation values +.>Is a rate of change of (c).
Further, the fault diagnosis threshold in the fifth step is:
γ 1 ＝0.05，γ 2 =0.01 (°/s), where γ 1 ,γ 2 Respectively, fault parameter estimatesA corresponding threshold. When->Indicating that the aileron has efficiency loss fault; when->Indicating a bias failure of the pitch angle rate sensor.
Further, the control law compensation formula in the step six is as follows:
δ″ a and q "is a parameter for designing a compensation control law, the original basic control law u=u (δ a Q., a.) is changed to the compensation control law U' =u (δ) " a ,q″,...)
The invention uses a flight controller unit, a sensor unit, an observer unit, and an actuator transfer unit; the flight controller unit gives out rudder deflection instructions, the sensor unit senses attitude angle and attitude angular speed information, and an observer unit is constructed based on the information; the residual error convergence fault parameter estimation error formed by the attitude angle rate loop output and the corresponding observer output is utilized to diagnose the compound fault through comparing with the fault threshold value; and compensating the fault parameter estimation value into a flight controller to calculate a rudder deflection command through amplitude limiting processing, and outputting the rudder deflection command to an actuator transmission unit to realize flight attitude control.
In the solution provided in the embodiment of the present application, the present invention is further described with reference to an implementation example with respect to the composite fault diagnosis section in fig. 2.
Referring to a composite fault diagnosis schematic diagram of FIG. 3, a fault parameter estimation calculation step is provided, and step one, a fault channel is rewritten into an affine nonlinear form; step two, constructing a double-channel observer and calculating a channel residual error; step three, designing the change rate of the fault parameter estimation value; step four, calculating fault parameter estimation values; and fifthly, comparing the estimated value with a fault threshold value to diagnose faults.
In one embodiment of the invention, the flight conditions are as follows: (the following states have all achieved dimensionless integration)
p＝0.1；r＝0.1；q＝0.2；δ a ＝0.2；N T ＝0；h E ＝0；
J x ＝0.0517；J y ＝0.3036；J z ＝0.3432；J xz ＝0.0053；
In this example, the fault parameter set is lambda a =0.8, η=0.05, initial fault estimate value is
In this embodiment, a specific workflow is described as follows:
1. the affine nonlinear form of the two-channel rewrite introducing the fault parameters is:
wherein F is 1 (x,u)、F 2 (x, u) is a nonlinear considerable state quantity in affine nonlinear form, and G 1 q+H 1 δ a 、G 2 q+H 2 δ a Is an equivalent linear input form in affine nonlinear form, G 1 、G 2 、H 1 、H 2 Is pitch rate q and aileron deflection delta a Is a coefficient of (a).
Setting the fault coefficient as lambda a ＝0.8；η＝0.05。
2. The observer corresponding to the double channels is designed as follows:
wherein (1)>Is observer cell state residual,/->Is a fault parameter lambda a Estimated value of ∈10->Is an estimate of the fault parameter η, κ 1 、κ 2 The convergence rate coefficients, κ, of the two observers, respectively 1 ＝0.05；κ 2 ＝25。
3. The calculation formula of the change rate of the fault parameter estimation value comprises the following steps:
wherein (1)>Fault parameter estimation respectivelyValue->Is a rate of change of (c).
4. The fault parameter estimation value is calculated as follows:
where ∈ is the integral symbol.
5. The fault diagnosis threshold is:
γ 1 ＝0.05，γ 2 =0.01 (°/s), where γ 1 ,γ 2 Respectively, fault parameter estimatesA corresponding threshold.
When (when)Indicating that the aileron has efficiency loss fault; when->Indicating a bias failure of the pitch angle rate sensor.
The invention constructs a double observer unit based on the multichannel state information of the attitude system, utilizes the residual error formed by the output of the attitude angular rate loop and the output of the corresponding observer to simultaneously converge the estimation error of multiple fault parameters, then compares the estimation value with the fault threshold value to diagnose the composite fault, finally compensates the estimation value of the fault parameters into a flight controller to calculate a rudder deflection command through amplitude limiting treatment, and outputs the rudder deflection command to an actuator transmission unit, thereby improving the flight performance under the fault condition.
The present application provides a computer readable storage medium storing computer instructions that, when run on a computer, cause the computer to perform the method described in fig. 1.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, magnetic disk storage, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the spirit or scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims and the equivalents thereof, the present application is intended to cover such modifications and variations.
What is not described in detail in the present specification is a well known technology to those skilled in the art.
Claims (10)
1. The composite fault diagnosis and control compensation method for the aircraft is characterized by comprising the following steps of:
determining a fault form of a composite fault to be diagnosed, and acquiring a two-channel dynamics model containing the composite fault;
rewriting a two-channel dynamics model containing a composite fault into an affine nonlinear form, wherein the fault term is an equivalent linear input form in the affine nonlinear form;
respectively constructing corresponding observers for the two-channel dynamics model;
setting the change rate of fault parameter estimation values of the dual-channel observer, and ensuring that the composite fault parameter estimation values are converged to a fault true value;
determining a fault diagnosis threshold value, and judging whether a fault occurs or not by comparing the fault estimation value with the fault threshold value to obtain a fault diagnosis result;
and judging whether to compensate the control law according to the fault diagnosis result, and performing amplitude limiting processing on the compensation coefficient during compensation.
2. The aircraft composite fault diagnosis and control compensation method according to claim 1, wherein the fault form of the composite fault to be diagnosed comprises:wherein delta a Q are aileron, pitch rate, delta a 'q' are state quantities after failure, lambda a And eta is a fault parameter.
3. The method for composite fault diagnosis and control compensation of an aircraft according to claim 1, wherein the affine nonlinear form of the two-channel dynamics model comprising the composite fault comprises:
wherein the selected two channels are respectively rolling angle speed channelsAnd yaw rate channel->F 1 (x,u)、F 2 (x, u) is a nonlinear considerable state quantity in affine nonlinear form, x, u represent the state quantity and the control input, G 1 q+H 1 λ a δ a 、G 2 q+H 2 λ a δ a Is an equivalent linear input form in affine nonlinear form, G 1 、G 2 、H 1 、H 2 Is pitch angle rate q and aileron deflection delta a Is a coefficient of (a).
4. The method for composite fault diagnosis and control compensation of an aircraft according to claim 1, wherein the two-channel corresponding observer comprises:
wherein,for observer cell state error,/->As a fault parameter lambda a Estimated value of ∈10->For estimating the fault parameter eta, kappa 1 、κ 2 The convergence rate coefficients of the two observers, respectively.
5. The aircraft composite fault diagnosis and control compensation method according to claim 1, wherein the rate of change of the fault parameter estimation value isWherein (1)>Respectively fault parameter estimation value->Rate of change, e 1 、e 2 G for observer cell state error 1 、G 2 、H 1 、H 2 Is pitch angle rate q and aileron deflection delta a Is a coefficient of (a).
6. The aircraft composite fault diagnosis and control compensation method according to claim 1, wherein the fault diagnosis threshold is γ 1 ＝0.05，γ 2 =0.01 (°/s), where γ 1 ,γ 2 Respectively fault parameter estimated valuesA corresponding threshold; when->Indicating that the aileron has efficiency loss fault; when->Indicating that the pitch angle speed sensor has offset faults; />Is a fault parameter estimate.
7. The aircraft composite fault diagnosis and control compensation method according to claim 1, wherein the compensating the control law comprises:
wherein, delta a And q "is a parameter for designing a compensation control law,delta as a fault parameter estimate a Q is aileron, pitch rate, < ->Respectively is the estimated value of fault parameters +.>The limited variable is delta a And q' replaces delta in the original control law a Q implements control law compensation.
8. The aircraft composite fault diagnosis and control compensation system is characterized by comprising a flight controller unit, a sensor unit, an observer unit and an actuator transmission unit;
the sensor unit is used for acquiring real-time attitude information of the aircraft, determining a fault form of a composite fault to be diagnosed, acquiring a double-channel dynamics model containing the composite fault, and transmitting the aircraft information comprising the double-channel dynamics model to the flight control unit and the observer unit;
an observer unit for rewriting a two-channel dynamics model containing a composite fault into an affine nonlinear form according to aircraft information, wherein the fault term is an equivalent linear input form in the affine nonlinear form; respectively constructing corresponding observers for the two-channel dynamics model; setting the change rate of fault parameter estimation values of the dual-channel observer, and ensuring that the composite fault parameter estimation values are converged to a fault true value; determining a fault diagnosis threshold value, and judging whether a fault occurs or not by comparing the fault estimation value with the fault threshold value to obtain a fault diagnosis result;
the flight controller unit is used for judging whether to compensate the control law according to the fault diagnosis result, and carrying out amplitude limiting treatment on the compensation coefficient during compensation to obtain a rudder deflection instruction;
and the actuator transmission unit is used for responding to the deflection instruction of the rudder of the flight control unit and outputting the actual rudder deflection angle.
9. A computer readable storage medium storing a computer program, which when executed by a processor performs the steps of the method according to any one of claims 1 to 7.
10. An aircraft composite fault diagnosis and control compensation apparatus comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: the processor, when executing the computer program, performs the steps of the method according to any one of claims 1 to 7.
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