WO2006075158A1 - Evaluation des performances de systemes - Google Patents

Evaluation des performances de systemes Download PDF

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Publication number
WO2006075158A1
WO2006075158A1 PCT/GB2006/000099 GB2006000099W WO2006075158A1 WO 2006075158 A1 WO2006075158 A1 WO 2006075158A1 GB 2006000099 W GB2006000099 W GB 2006000099W WO 2006075158 A1 WO2006075158 A1 WO 2006075158A1
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WO
WIPO (PCT)
Prior art keywords
simulation
fluid flow
simulation apparatus
sensors
motion simulator
Prior art date
Application number
PCT/GB2006/000099
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English (en)
Inventor
Marko Bacic
Ronald Daniel
Original Assignee
Isis Innovation Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of WO2006075158A1 publication Critical patent/WO2006075158A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
    • G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
    • G01M9/062—Wind tunnel balances; Holding devices combined with measuring arrangements
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
    • G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
    • G01M9/065—Measuring arrangements specially adapted for aerodynamic testing dealing with flow

Definitions

  • the present invention relates generally to simulation apparatus and method for evaluating the performance of a vehicle or system.
  • the present invention relates to simulation apparatus for evaluating the control systems of unmanned air vehicles (UAVs) .
  • UAVs unmanned air vehicles
  • the present invention finds utility in evaluating the performance of many other types of vehicle including other types of aircraft, marine craft, land vehicles and spacecraft.
  • the present invention can also be used where validation is required of any system whose behaviour is dependent on contact with other systems, or in general, an environment.
  • apparatus and method for controlling a production process there is provided.
  • Control system validation is an expensive and time-consuming task that forms a key stage in the development of any system.
  • the present invention seeks to provide methodology and apparatus applicable to the design and validation of control systems for systems whose behaviour is dependent on its physical environment, and in particular, unmanned drones.
  • Control system design requires the use of a system model - or at least a parameterisation of a candidate system model in the case of an adaptive controller.
  • system models can be either explicit or implicit. The performance of any controller may thus depend very much on the quality of the model used during controller design.
  • Hardware-in-the-loop (HWIL) simulation offers the possibility of reducing the conservativeness of the controller by including the real system in the simulation loop during controller design. It also offers the capability of including non-modelled aspects of a system's behaviour to the satisfaction of agencies that monitor the certification process. The basic idea is straightforward: rather than testing the control algorithm on the mathematical model from which it is derived, use real hardware in the simulation loop.
  • a simulation apparatus for evaluation of a system's performance, the apparatus comprising imposition means which is adapted to be arranged in communication with the system, simulation control means and sensor means, the apparatus being such that, in use, the system is arranged to be in communication with the imposition means and with the sensor means, and the simulation control means is operative to cause the imposition means to act on the system in response to a signal received from the sensor means so as to provide a simulated effect corresponding to said signal.
  • the invention may preferably be viewed as simulation apparatus for validating a system's interaction with its environment, the apparatus comprising a motion, force or other dynamic variable imposition means, simulation control means and sensor means, the apparatus being such that, in use, the system's interaction with its environment is transparent.
  • a method of evaluating a system's performance comprising arranging that the system is in communication with imposition means and with sensor means, the method further comprising causing the imposition means to act on the system in response to a signal received from the sensor means so as to provide a simulated effect corresponding to said signal.
  • a wind tunnel-based HWIL simulator for design and validation of control systems.
  • the purpose of the wind tunnel is to add realism - the ultimate goal being that from the UAVs reference frame the simulation is equivalent to the actual flight.
  • Such hardware-in-the-loop simulation requires careful design of the in-flight environment.
  • a tailor-made control algorithm such as a non-linear model predictive control, is used to ensure the correct wind velocity is maintained together with computer control via a force-feedback active robot wrist.
  • the robot wrist is programmed to respond as though the UAV was flying, the speed of the wind in the tunnel being coupled to the forces being sensed.
  • the inertial forces are sensed by a force-torque sensor and D'Alembert's principle is used to compute the accelerations of the UAV.
  • the information on the UAV acceleration is used to recover the UAVs trajectory using Frenet Frame theory. This information is then used to position the robot wrist in such a way as to track the UAVs motion and move as though in free flight.
  • HWIL simulator uses a HWIL simulator to improve its performance.
  • sensitivity analysis obtained from a mathematical model.
  • the present invention seeks to validate a system by testing real hardware within a transparent environment.
  • Transparency is a measure of how realistically a human couples to his or her environment through the medium of a remote teleoperation device.
  • the same concept may be applied to physical systems where interaction is through physical or other contact via force, heat, flow etc.
  • a system boundary is defined that separates the system from its environment, which might be a support point, wings, a hull, or other physical component allowing interaction with its environment.
  • Transparency is then a measure of how well the generalised impedances of the boundary so defined are matched in the simulated environment, eg how the force on a wing transports aerodynamic lift to the object's mass, while the object itself behaves as though it is in an environment that is free to react to this force.
  • the simulator is said to be transparent with respect to this boundary.
  • the present invention seeks to provide transparency in simulating an object's interaction with its environment.
  • a valid test of a system is one where all properties of the system under test are present (hence the need for the presence of the real system and not a mathematical model) and the system responds within a maximally transparent simulator. The bounds on the validity of the test can be assessed by the quality of the transparency achieved.
  • the present invention seeks to provide a maximally valid test of a control system using a simulated environment.
  • a HWIL simulation for testing dynamic objects, such as aircraft, in a wind tunnel.
  • the use of robotic mechanisms with force sensing provides an active flight test platform for real-time testing of air vehicles, particularly small UAVs. This allows for simulation of un- tethered flight within the wind tunnel.
  • apparatus for controlling a production process comprising a plurality of spaced- apart sensors, the sensors being spaced in a downstream direction of a production source, the sensors being adapted to measure a physical aspect of a substance issued by the production source, the apparatus further comprising production source control means and the arrangement being such that, in use, the production source control means receives signals from the sensors and controls the production source at least in part in response to the received signals.
  • a method of controlling a production process comprising receiving signals from a plurality of sensors, the sensors being spaced in a downstream direction of a production source, the signals being indicative of measures of a physical aspect of a substance issued by the production source, the method further comprising processing the signals and controlling the production source at least in part in response to the received signals.
  • Figure 1 is a schematic side elevation of an unmanned air vehicle (UAV) under test mounted on a robotic wrist in a wind tunnel;
  • UAV unmanned air vehicle
  • FIG 2 is a schematic side elevation of the UAV of Figure 1 (the robotic wrist being omitted for simplicity) in a wind tunnel with a fan and intermediately disposed of the UAV and the fan a plurality of spaced Pitot tubes;
  • Figure 3 is a block diagram of the various components of Figure 2 together with a simulation control computer;
  • Figure 4 is a schematic side view of the UAV of Figure 1 mounted on a first two degrees of freedom robotic wrist;
  • Figure 5 is a schematic side view of the UAV of Figure 1 mounted on a second two degrees of freedom wrist;
  • Figure 6 is a schematic representation of the transport delay phenomenon
  • Figure 7 is a schematic representation of an inventive state estimator arrangement
  • Figure 8 is a schematic representation of Figure 2 showing how the methodology of Figure 7 is implemented to accurately control air speed across the UAV.
  • FIG. 1 shows a schematic side view of an unmanned air vehicle (UAV) 1 of which a control system thereof is to be tested.
  • the UAV generally comprises an airframe, the airframe comprising a fuselage, two wings and a tail fin.
  • the UAV 1 is mounted on a three degree of freedom robotic wrist (shown generally at 2), and the robotic wrist is connected to the UAV 1 by way of a six axis force-torque sensor 3.
  • the robotic wrist 2 is mounted on the floor 9 of a wind tunnel.
  • Attachment means 8 is provided between the UAV 1 and the force-torque sensor 3.
  • the attachment means is sufficiently light and rigid not to impart parasitic dynamics to the system under test.
  • a fan assembly 15 Disposed intermediately of the UAV 1 and robotic wrist 2 and the fan 15 there is provided a plurality of Pitot tubes 16 which are spaced apart in the path of air from the fan assembly to the UAV/robotic wrist combination.
  • the UAV/robotic combination, the array of Pitot tubes and the fan are connected to a simulation control computer 13.
  • the simulator computer 13 comprises data processing means and memory means.
  • the control system of the UAV comprises an onboard data processor (and associated memory) 10 and inertial navigation sensors 11, the outputs of which are fed to the onboard data processor.
  • the data processor 10 is also connected to an output of a Pitot tube 12 which is adapted to measure air speed and is positioned on or adjacent to the UAV 1.
  • the inertial navigation sensors 11 are of the rate gyro type and are operative to measure the rate of angular change of the UAV in each axis of freedom corresponding to attitude, roll and yaw.
  • the data processor 10 serves as a guidance control means in that on receiving data from the inertial navigation sensors, the wind speed sensor, satellite navigational data (for example by way of radio frequency link) in conjunction with any predetermined instructions or communicated instructions, the data processor is operative to operate servomotors connected to the various control surfaces (ie ailerons, elevator and rudder) and control the course of the UAV accordingly.
  • the Frenet Frame As previously discussed in order for a flight simulation to be valid it has to be transparent with respect to the means of reproducing the frame of reference defining the trajectory of the UAV, the Frenet Frame.
  • the support means is typically moving at a very low velocity or is stationary.
  • Geared devices at very low velocities do not transmit forces using simple gear relationships but have non-minimum phase zeros due to complex interactions when nearly stationary.
  • Non-minimum phase zeros are a way of describing the effects of apparent time delays within the gear mechanism because of its complex behaviour in delivering motion at low speed.
  • Non-minimum phase zeros destroy the capacity of the Frenet Frame controller to be transparent, as the object under test will not experience motion of the robotic wrist without a time delay or inappropriate motion.
  • Gears provide a robust and cheap method of providing drive to the support and can be made to have no non-minimum phase zeros provided they are never stationary.
  • For the gears to be non-stationary while the support is stationary requires redundant drives, where there are more motors than degrees of freedom. If the motors and their gear reductions can be made to act differentially they are then never stationary.
  • Figure 4 shows one possible embodiment in which two motors are used per axis, each run differentially, which requires four motors Ml , M2, M3 and M4 for the two degrees of rotational freedom.
  • Each joint axis is shown with two motors.
  • the vertical base axis Y-Y is driven by motors Ml and M2 running in opposition and the horizontal axis X-X is driven by motors M3 and M4 running in opposition.
  • the difference in speed of each individual motor within a pair is controlled to achieve the net motion required of the robotic wrist.
  • a third axis can be added to provide full control over the attitude of the
  • N degrees of freedom it is in fact only necessary to have N + 1 motors if all joints are to be driven differentially and thus reduce the number of motors required.
  • An embodiment for two degrees of freedom using three motors is shown in Figure 5.
  • a simple application of the same principle of design would result in a four motor design for three degrees of freedom.
  • Motor M2 acts as a freewheel and carries a horizontal bearing 30 to take the shaft 25 of motor M3.
  • Motor Ml drives a shaft 27 that is connected to a cage 26a.
  • the cage 26a rotates with the output of motor Ml and is connected to a bevel gear 26b.
  • motor Ml There are thus two outputs from motor Ml , one driving the shaft 27 and one connected to the bevel gear 26b.
  • the shaft 27 and the bevel gear 26b rotate together rigidly.
  • the shaft output of motor Ml is connected to the shaft output of motor M2. These two motors rotate in opposition and act as a differential drive for the vertical axis.
  • the body of motor M2 is connected to a bearing housing 30 carrying the horizontal axis of the robotic wrist.
  • the horizontal axis of shaft 25 rotates synchronously with the body of motor M2.
  • a bevel gear 28 is connected to the shaft 25 through the bearing housing 30. Differential rotational motion between motor M2 and motor Ml causes the bevel gear 28 to rotate and thus to cause the shaft carrying motor M3 to rotate. Motor M3 can then be made to rotate in opposition to the differential motion of the bevel gear 25 and so deliver a differential drive to the horizontal axis.
  • FIG. 5 provides a mechanism to generate a differential drive using 3 motors to provide two degrees of freedom for a Frenet Frame robotic wrist. Any competent practitioner can extend this to N + 1 motors driving N degrees of freedom.
  • Transparent simulation of flight from the UAVs perspective requires that the apparent velocity of the UAV with respect to the air is commensurate with the proper motion of the UAV experienced during flight. To achieve transparency there needs to be accurate control over the speed of the wind passing over the UAV under test.
  • the dynamic control of wind speed is needed for transparency of the simulation.
  • the generation of wind within a wind tunnel is an example of a transport delay.
  • the speed of the wind is instantaneously determined by the dynamics of the fan.
  • the speed of wind that passes the UAV under test is a delayed version of this speed due to the time taken for the air to move from the fan to the object under test.
  • Controlling systems with time delays is extremely difficult as the delay introduces a very large phase lag that prevents high gain control of the output of interest.
  • High gain control is required of systems that are subject to uncertainty, particularly if there are disturbances within the transport phenomenon and the quality of the finished product is of importance.
  • a known method used by control practitioners is to use a technique called a 'Smith Predictor' .
  • Such a controller is not robust to uncertainty in a mathematical model and certainly will not be able to deliver sufficient control over wind tunnel transport delays to provide sufficient gain for transparency. Delays are a major limiter of performance.
  • Figure 6 illustrates the principle of transport delay.
  • a transport delay is an infinite dimensional object, where the state is a description of the substance under transport at every instant of time. If it were possible to generate a finite dimensional description of the state of the substance being transported then alternative control methodologies become possible.
  • the flow of interest is the flow of air.
  • the velocity of the air needs to be measured at multiple points between the source (the fan 15) and the UAV 1 under test so that a delay line can be implemented and the internal state of the air flow estimated.
  • the signals from each pitot tube 16 instantaneously measure the velocity profile moving as one conceptually moves towards the fan 15.
  • the signal from each tube 16 should accurately reflect the signal received at the next tube back down the flow towards UAV 1 after an appropriate delay.
  • the real signals are sampled by the simulation control computer at a regular rate, say 500 times per second, so that the computer can calculate the expected flow rate for each tube in the future given the flow rate of the tube upstream.
  • the consequent flow rate at the next sample time will not exactly match that calculated in the simulation control computer. Any such error adds information on the system internal state and thus can be used to update the computer's estimate of the actual state and well as how that state may be expected to evolve given the current state.
  • the memory associated with the onboard data processor 10 is provided with a landing autopilot program.
  • the program is operative to cause the data processor 10 to control the servomotors (not illustrated) for the control surfaces in response to received radio signals as to the aircraft carrier's position and speed.
  • the simulation control computer is programmed to interpret the control signals issued by the force-torque sensor 3 and convert those into control signals sent to the robotic wrist 2.
  • the robotic wrist then implements the appropriate change of orientation to mimic that which the UAV 1 would have experienced during free flight. More particularly the force-torque sensor 3 measures the weight of the UAV 1 plus any forces imposed on it by the airstream.
  • the aerodynamic forces are caused by the interaction of the control surfaces plus the general components of the airframe with the airflow.
  • Such forces cause the UAV 1 to manoeuvre in free flight. If there is lift detected, for an accurate simulation the speed of the air must be reduced unless there is more power generated by the aircraft's prime mover.
  • the controller must therefore compute the energy imparted to the air-stream, as well as the energy imparted to the aircraft, by virtue of the presumed velocity (stored as numbers within the simulation control computer) of the UAV 1 and the forces being imposed on it. This energy must be exactly matched in the simulation to prevent additional energy entering the simulation environment through poor transparency.
  • the orientation of the wrist 2 must be such to impose the same expected Coriolis and centripetal forces that the UAV in free flight would experience - but to actually impose these as centrifugal forces via a D'Alambertian frame transformation.
  • the simulation control computer 13 must therefore compute the expected kinetic energy of the vehicle, the expected loss due to drag and the expected increase in energy through changes in gravitational potential and input from the prime mover. These changes must then be made consistent with the orientation of the wrist 2 and speed of air and match the dynamic model of the UAV through the forces being sensed. These computations must be made at high speed and take into account uncertainty and time delays in the control of the air flow.
  • the simulation control computer 13 inputs data to the onboard data processor 5 which mimics GPS data of the moving aircraft carrier.
  • the illustrated connection between the simulation control computer 13 and the onboard data processor 5 by way of either a hard-wired connection or a wireless connection or a combination of both. Since the onboard data processor is provided with its initial location (in the simulated environment) and using its inertial navigation sensors 11 (stimulated by movements of the robotic wrist) and wind speed sensor 12 (stimulated by the flow of air generated by the fan 15) , the onboard data processor is able to calculate its current position. The data processor 5 is accordingly able to use the simulated GPS data and data pertaining to its own position and speed to calculate its speed and position in relation to the virtual aircraft carrier.
  • the autopilot landing program is operative to control the course of the UAV 1 accordingly .
  • the actual speed of the wind at the UAV is measured using a Pitot sensor and is used to control the predictive component in the system.
  • Linear acceleration must be simulated by causing the wind speed to vary in response to the attitude of the UAV, where turning is simulated by the roll and pitch of the three-axis wrist.
  • the amount of roll and pitch will be determined by the curvature and torsion of the simulated path being followed by the UAV - the associated accelerations being replaced by D'Alembertian forces sensed in the force-torque sensor.
  • the simulation control computer is configured to substantially synchronise a change in orientation with an appropriate change in wind speed as sensed by the UAV.
  • Using a Kalman filter the computer 13 can accurately construct the state of the airflow with an accurate estimate of the airflow state upstream of the UAV and future airflow of the UAV can be predicted.
  • the fan assembly 15 can be controlled accordingly.
  • the inventive simulation apparatus can be used to test other automated flight programs, as well as the craft's ability to respond to pure or partial manual control. It is of particular importance to note that use of a plurality of sensors spaced in a downstream direction of a production source, in combination with a Kalman filter, finds utility in other areas in which transport delay is an issue.
  • the sensors would measure an appropriate physical property at various positions along the direction of flow. For example use of a delay-line would find application in continuous feedstock delivery through a conduit in a process industry, extrusion through a die, rolling of steel where stock needs to pass through a plurality of rolling stages and the manufacture of thin films of plastic.
  • the arrangement finds application in may other industrial processes.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

L'invention concerne un appareil de simulation destiné à évaluer les performances d'un système (1), notamment celles d'un véhicule. L'appareil comprend des moyens d'imposition (2), des moyens de commande de simulation (13) et des moyens de détection (3), de sorte qu'en fonctionnement, le système soit disposé de manière à être en communication avec les moyens d'imposition et avec les moyens de détection. Les moyens de commande de simulation fonctionnent afin d'entraîner les moyens d'imposition à agir sur le système en réponse à un signal reçu du moyen de détection en vue de fournir un effet simulé correspondant à ce signal. Les moyens d'imposition peuvent comprendre une structure support de véhicule mobile. L'appareil peut en outre comprendre un moyen d'écoulement de fluide contrôlable (15), de sorte qu'en fonctionnement, le véhicule soit positionné dans le trajet d'écoulement du fluide. L'invention concerne également un appareil destiné à commander un procédé de production comportant plusieurs capteurs espacés entre eux.
PCT/GB2006/000099 2005-01-11 2006-01-11 Evaluation des performances de systemes WO2006075158A1 (fr)

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GB0500502A GB0500502D0 (en) 2005-01-11 2005-01-11 Evaluation of the performance of systems
GB0500502.0 2005-01-11

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CN102621962A (zh) * 2012-03-31 2012-08-01 林德福 半实物仿真用中央控制系统
CN102914991A (zh) * 2011-08-02 2013-02-06 波音公司 用于受控承载无人驾驶飞行器系统展示的飞行解释器
CN105223835B (zh) * 2015-11-13 2016-06-08 中航鹰航空技术（北京）有限公司 多旋翼无人飞行器实验平台
US20160252328A1 (en) * 2015-02-27 2016-09-01 Mbda Deutschland Gmbh Stationary and Mobile Test Device for Missiles
JP2017132461A (ja) * 2016-01-25 2017-08-03 大分県 無人飛行体の特性計測装置及びそれを用いた無人飛行体評価システム
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CN109032171A (zh) * 2018-06-26 2018-12-18 中国空气动力研究与发展中心低速空气动力研究所 一种基于非线性控制律的飞行器风洞自由飞的控制方法
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