A design method of an aero-engine servo system based on electric propulsion technology

Abstract

The application belongs to the field of servo system design, and is a design method of an aero-engine servo system based on electric propulsion technology. The adjustable geometric section characteristics of all actuators are collected, and the electric propulsion servo system capacity and size of the actuators are optimized. Then, the controller judges all the adjustable geometric sections one by one. If an adjustable geometric section has a linkage mechanism and the stiffness of the linkage mechanism is greater than a set stiffness threshold, a first control strategy is executed. If an adjustable geometric parameter section has a linkage section with a following feature or a section without a linkage mechanism, a second control strategy is executed. If an adjustable geometric parameter section has a linkage mechanism and the adjustable geometric parameter section has a position deviation accuracy requirement, a third control strategy is executed. The engine structure design can be simplified, the intelligent level of the control system can be improved, and the maintainability of the servo system can be improved, so that the external structure design of the aero-engine is simplified.

Description

Technical Field

[0001] This application belongs to the field of servo system design, and specifically relates to a design method for an aero-engine servo system based on electric propulsion technology. Background Technology

[0002] The servo guide vanes of future aero-engine control systems have numerous cross-sections, posing a significant challenge to the maintainability of existing hydraulic drive actuation systems, as well as to the capabilities of servo fuel pumps.

[0003] The existing aircraft engine servo system has the following problems:

[0004] 1) Traditional servo system design can only select based on the maximum load among all guide vane sections, which may result in some sections being "overpowered" and thus extracting a lot of useless power;

[0005] 2) The fuel lines of the hydraulic servo system are complex and have poor maintainability;

[0006] 3) Due to structural limitations, the synchronization problem of the actuator cylinder in the hydraulic servo system has remained unresolved for a long time.

[0007] Replacing hydraulic actuation with electric propulsion simplifies engine structural design, enhances the intelligence of the control system, and improves the maintainability of the servo system. This simplifies the external structural design of the aero-engine and allows for a reduction in the weight of the servo system. With the rapid development of power electronics technology, there is a growing trend towards gradually replacing hydraulically actuated servo systems.

[0008] Therefore, how to achieve servo system control of aero engines through electric propulsion technology is a problem that needs to be solved. Summary of the Invention

[0009] The purpose of this application is to provide a design method for an aero-engine servo system based on electric propulsion technology, in order to solve the problems of large load selection and complex piping in existing servo systems.

[0010] The technical solution of this application is: a design method for an aero-engine servo system based on electric propulsion technology, including:

[0011] Collect the adjustable geometric section features of all actuators, obtain the linkage mechanism, boundary conditions, following features and stiffness corresponding to all adjustable geometric sections, optimize the electric drive servo system capability and size of the actuators, and after optimization, obtain the position deviation accuracy requirements of all adjustable geometric sections and send them to the controller.

[0012] A stiffness threshold is set, and the controller judges each adjustable geometric section one by one. If an adjustable geometric section has a linkage mechanism and the stiffness of the linkage mechanism is greater than the set stiffness threshold, the first control strategy is executed. When an adjustable geometric section has a linkage mechanism with following characteristics or no linkage mechanism, the second control strategy is executed. If an adjustable geometric section has a linkage mechanism and the adjustable geometric section has a positional deviation accuracy requirement, the third control strategy is executed.

[0013] When executing the first control strategy, the controller simultaneously sends position setpoints to each control channel based on the boundary information of each controller. Each controller receives the position setpoint command through its respective control channel and performs position control according to its own closed-loop control loop.

[0014] When the second control strategy is executed, the controller sends a position setpoint to the main control channel based on the boundary information of the main control channel. After receiving the position setpoint instruction, the main control channel performs its own position control through the closed-loop control strategy, and at the same time feeds back the real-time position of the main control channel to each slave control channel as the position setpoint of the slave control channel. After receiving the control instruction, each slave control channel performs position control according to its own closed-loop control loop.

[0015] When the third control strategy is executed, the boundary information of each controller simultaneously sends the position setpoint to each control channel. Each controller receives the position setpoint instruction through its respective control channel and performs position control according to its own closed-loop control loop. At the same time, the real-time position feedback deviation of each control channel is obtained, the feedback deviation is added to the position setpoint of the next cycle for calculation and sent to each control channel.

[0016] Preferably, the boundary conditions include the actuator cylinder diameter A1, the actuator cylinder motor diameter A2, the actuator cylinder stroke A3, the number of actuator cylinders installed A4, the required time for the actuator cylinder's full stroke A5, the motor-drive force characteristics A6, the motor drive design voltage A7, and the required load force of the geometric guide vane A8; when performing position control through a closed-loop control circuit, the parameters that need to be calculated include the actuator's three-dimensional dimensions B1, the actuator's theoretically calculated drive force B2, the servo system's theoretically calculated power B3, and the actuator's theoretically calculated motion time B4.

[0017] Preferably, before optimizing the actuators, a strong coupling relationship is established between the boundary conditions and calculation parameters of each actuator. This strong coupling relationship includes: calculating the three-dimensional dimensions of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, and actuator cylinder stroke A3; calculating the theoretical driving force of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, and voltage-driving force characteristic A6; calculating the theoretical power of the servo system based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, actuator cylinder stroke A3, number of actuators installed A4, and the required time for the actuator cylinder's full stroke A5; and calculating the theoretical motion time of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, actuator cylinder stroke A3, number of actuators installed A4, motor-driving force characteristic A6, motor drive design voltage A7, and the required load force of the geometric guide vane A8.

[0018] Then, by setting optimization functions, the capabilities and dimensions of the electrically driven servo system are optimized until the optimal result is obtained.

[0019] Preferably, the optimization function is:

[0020]

[0021] Preferably, the controller includes a characteristic determination module and a strategy conversion module. The characteristic determination module includes a stiffness threshold and a position deviation accuracy requirement. It can compare the stiffness threshold with the stiffness of the linkage mechanism and compare the position deviation accuracy requirement with the position deviation accuracy requirement of the adjustable geometric parameter section. The comparison result is sent to the strategy conversion module, which is equipped with first to third control strategies. It can determine the control strategy to be executed based on the judgment result and control each control channel.

[0022] Preferably, the feedback deviation includes the tracking error between the position setpoint and the position after control by the closed-loop control loop, and the output error between the positions of different actuators in the closed-loop control loop. After obtaining the feedback deviation, the feedback deviation is weighted and then superimposed on the position setpoint of the next cycle.

[0023] This application presents a design method for an aero-engine servo system based on electric propulsion technology. It collects the adjustable geometric cross-sectional characteristics of all actuators and optimizes the electric propulsion servo system capabilities and dimensions of the actuators. The controller then evaluates each adjustable geometric cross-section. If an adjustable geometric cross-section has a linkage mechanism and the stiffness of the linkage mechanism exceeds a set stiffness threshold, a first control strategy is executed. If an adjustable geometric cross-section has a tracking feature or no linkage mechanism, a second control strategy is executed. If an adjustable geometric cross-section has a linkage mechanism and has positional deviation accuracy requirements, a third control strategy is executed. This method simplifies engine structural design, improves the intelligence level of the control system, and enhances the maintainability of the servo system, thereby simplifying the external structural design of the aero-engine. Attached Figure Description

[0024] To more clearly illustrate the technical solutions provided in this application, the accompanying drawings will be briefly described below. Obviously, the drawings described below are merely some embodiments of this application.

[0025] Figure 1 This is a schematic diagram of the overall control structure and process of this application;

[0026] Figure 2 This is a schematic diagram illustrating the coupling relationship between the boundary conditions and computational parameters in this application. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] A design method for an aero-engine servo system based on electric propulsion technology, such as Figure 1 As shown, it includes the following steps:

[0029] Step S100: Collect the adjustable geometric section features of all actuators, obtain the linkage mechanism, boundary conditions, following features and stiffness corresponding to all adjustable geometric sections, optimize the electric drive servo system capability and size of the actuators, and after optimization, obtain the position deviation accuracy requirements of all adjustable geometric sections and send them to the controller.

[0030] Combination Figure 2The boundary conditions include the actuator cylinder diameter A1, the actuator cylinder motor diameter A2, the actuator cylinder stroke A3, the number of actuator cylinders installed A4, the required time for the actuator cylinder's full stroke A5, the motor-drive force characteristics A6, the motor drive design voltage A7, and the required load force of the geometric guide vane A8. When performing position control through a closed-loop control circuit, the parameters that need to be calculated include the actuator's three-dimensional dimensions B1, the actuator's theoretically calculated drive force B2, the servo system's theoretically calculated power B3, and the actuator's theoretically calculated motion time B4.

[0031] Preferably, before optimizing the actuators, a strong coupling relationship is established between the boundary conditions and calculation parameters of each actuator. This strong coupling relationship includes: calculating the three-dimensional dimensions of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, and actuator cylinder stroke A3; calculating the theoretical driving force of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, and voltage-driving force characteristic A6; calculating the theoretical power of the servo system based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, actuator cylinder stroke A3, number of actuators installed A4, and the required time for the actuator cylinder's full stroke A5; and calculating the theoretical motion time of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, actuator cylinder stroke A3, number of actuators installed A4, motor-driving force characteristic A6, motor drive design voltage A7, and the required load force of the geometric guide vane A8.

[0032] Then, by setting optimization functions, the capabilities and dimensions of the electrically driven servo system are optimized until the optimal result is obtained.

[0033] The optimized function is:

[0034]

[0035] The external dimensions are limited by the standard constraints set in this field.

[0036] By optimizing the capabilities and dimensions of the electric propulsion servo system, each actuator can be adapted to the control of the electric propulsion servo system, providing guidance for the forward design of the electric propulsion servo system for aero engines.

[0037] In step S200, a stiffness threshold is set. The controller judges each adjustable geometric section one by one. If an adjustable geometric section has a linkage mechanism and the stiffness of the linkage mechanism is greater than the set stiffness threshold, the first control strategy is executed. If an adjustable geometric section has a linkage mechanism or no linkage mechanism, the second control strategy is executed. If an adjustable geometric section has a linkage mechanism and the adjustable geometric section has a positional deviation accuracy requirement, the third control strategy is executed.

[0038] Preferably, the controller includes a characteristic determination module and a strategy conversion module. The characteristic determination module sets a stiffness threshold and a position deviation accuracy requirement, and can compare the stiffness threshold with the stiffness of the linkage mechanism and the position deviation accuracy requirement with the position deviation accuracy requirement of the adjustable geometric parameter section. The comparison result is sent to the strategy conversion module, which is configured with first to third control strategies. Based on the determination result, the module can determine the control strategy to be executed and control each control channel. This enables the controller to provide accurate and appropriate control strategies for electric servo control of actuation systems with different characteristics, thereby improving the synchronization adjustment accuracy of the servo system.

[0039] Compared to hydraulic actuators, it can achieve zero deviation in two-channel position feedback at a lower cost, enabling a convertible synchronous control strategy with high degree of freedom switching to support various forms of engine adjustable geometry adjustment mechanism tests.

[0040] In step S300, when executing the first control strategy, such as Figure 1 As shown in the upper control structure, the controller simultaneously sends position setpoints to each control channel based on the boundary information of each controller. Each controller receives the position setpoint command through its respective control channel and performs position control according to its own closed-loop control circuit. Due to the high rigidity, the independent control method ensures that the control circuits of each actuator form independent closed loops. Load disturbances experienced by any actuator cannot be reflected in the closed-loop control circuits of other actuators, thereby effectively improving stability.

[0041] Step S400, when executing the second control strategy, such as Figure 1 As shown in the central control structure, a master control channel is set. For example, if control channel 1 of the central control structure is set as the master control channel, the controller sends a position setpoint to the master control channel according to the boundary information of the master control channel. After receiving the position setpoint instruction, the master control channel performs its own position control through a closed-loop control strategy, and at the same time feeds back the real-time position of the master control channel to each slave control channel as the position setpoint of the slave control channel. After receiving the control instruction, each slave control channel performs position control according to its own closed-loop control loop.

[0042] By setting the output of one actuator as the ideal output, the remaining actuators are controlled to track this selected ideal output and achieve synchronous operation, thus ensuring the control accuracy of the engine multi-stage joint adjustment geometry adjustment mechanism with following characteristics.

[0043] Step S500, when executing the third control strategy, such as Figure 1As shown in the lower control structure, the boundary information of each controller simultaneously sends the position setpoint to each control channel. Each controller receives the position setpoint instruction through its respective control channel and performs position control according to its own closed-loop control loop. At the same time, it acquires the real-time position feedback deviation of each control channel, adds the feedback deviation to the position setpoint of the next cycle, calculates and sends it to each control channel.

[0044] Preferably, the feedback deviation includes the tracking error between the position setpoint and the position after control by the closed-loop control loop, and the output error between the positions of different actuators in the closed-loop control loop. After obtaining the feedback deviation, the feedback deviation is weighted and then superimposed on the position setpoint of the next cycle.

[0045] This design not only considers the tracking error between the actuator and the reference input, but also the output deviation of the two actuators. The load disturbance experienced by any actuator can be reflected by the output deviation signal. Then, the controller output is adjusted by the input compensation signal to eliminate the output deviation of the two actuators caused by the load disturbance, and to ensure the control accuracy of the engine adjustable geometric adjustment mechanism with weak linkage stiffness.

[0046] This application collects the adjustable geometric section features of all actuators and optimizes the electric propulsion servo system capabilities and dimensions of the actuators. The controller then evaluates each adjustable geometric section individually. If an adjustable geometric section has a linkage mechanism and the stiffness of the linkage mechanism exceeds a set stiffness threshold, a first control strategy is executed. If an adjustable geometric section has a tracking feature or no linkage mechanism, a second control strategy is executed. If an adjustable geometric section has a linkage mechanism and has positional deviation accuracy requirements, a third control strategy is executed. This allows for refined servo system design, enabling "work-based" power extraction from each guide vane section. It simplifies engine structural design, improves the intelligence level of the control system, and enhances the maintainability of the servo system, thereby simplifying the external structural design of the aero-engine and reducing the weight of the servo system. Based on the integrated advantages of electric propulsion technology, it completely solves the synchronization problem.

[0047] Finally, it should be noted that the accompanying drawings of the embodiments disclosed in this invention only involve the structures involved in the embodiments disclosed in this invention. Other structures can be referred to with ordinary designs. In the absence of conflict, the same embodiment and different embodiments of this invention can be combined with each other.

[0048] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A design method for an aero-engine servo system based on electric propulsion technology, characterized in that, include: Collect the adjustable geometric section features of all actuators, obtain the linkage mechanism, boundary conditions, following features and stiffness corresponding to all adjustable geometric sections, optimize the electric drive servo system capability and size of the actuators, and after optimization, obtain the position deviation accuracy requirements of all adjustable geometric sections and send them to the controller. A stiffness threshold is set, and the controller judges each adjustable geometric section one by one. If an adjustable geometric section has a linkage mechanism and the stiffness of the linkage mechanism is greater than the set stiffness threshold, the first control strategy is executed. When an adjustable geometric section has a linkage mechanism with following characteristics or no linkage mechanism, the second control strategy is executed. If an adjustable geometric section has a linkage mechanism and the adjustable geometric section has a positional deviation accuracy requirement, the third control strategy is executed. When executing the first control strategy, the controller simultaneously sends position setpoints to each control channel based on the boundary information of each controller. Each controller receives the position setpoint command through its respective control channel and performs position control according to its own closed-loop control loop. When the second control strategy is executed, the controller sends a position setpoint to the main control channel based on the boundary information of the main control channel. After receiving the position setpoint instruction, the main control channel performs its own position control through the closed-loop control strategy, and at the same time feeds back the real-time position of the main control channel to each slave control channel as the position setpoint of the slave control channel. After receiving the control instruction, each slave control channel performs position control according to its own closed-loop control loop. When the third control strategy is executed, the boundary information of each controller simultaneously sends the position setpoint to each control channel. Each controller receives the position setpoint instruction through its respective control channel and performs position control according to its own closed-loop control loop. At the same time, the real-time position feedback deviation of each control channel is obtained, the feedback deviation is added to the position setpoint of the next cycle for calculation and sent to each control channel.

2. The design method for an aero-engine servo system based on electric propulsion technology as described in claim 1, characterized in that: The boundary conditions include the actuator cylinder diameter A1, the actuator cylinder motor diameter A2, the actuator cylinder stroke A3, the number of actuator cylinders installed A4, the required time for the actuator cylinder's full stroke A5, the motor-drive force characteristics A6, the motor drive design voltage A7, and the required load force of the geometric guide vanes A8. When performing position control through a closed-loop control circuit, the parameters that need to be calculated include the actuator's three-dimensional dimensions B1, the actuator's theoretically calculated drive force B2, the servo system's theoretically calculated power B3, and the actuator's theoretically calculated motion time B4.

3. The design method for an aero-engine servo system based on electric propulsion technology as described in claim 2, characterized in that, Before optimizing the actuators, a strong coupling relationship is established between the boundary conditions and calculation parameters of each actuator. This strong coupling relationship includes: calculating the three-dimensional dimensions of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, and actuator cylinder stroke A3; calculating the theoretical driving force of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, and voltage-driving force characteristic A6; calculating the theoretical power of the servo system based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, actuator cylinder stroke A3, number of actuators installed A4, and the required time for the full stroke of the actuator cylinder A5; and calculating the theoretical motion time of the actuator based on the actuator cylinder diameter A1, actuator cylinder motor diameter A2, actuator cylinder stroke A3, number of actuators installed A4, motor-driving force characteristic A6, motor drive design voltage A7, and the required load force of the geometric guide vane A8. Then, by setting optimization functions, the capabilities and dimensions of the electrically driven servo system are optimized until the optimal result is obtained.

4. The design method for an aero-engine servo system based on electric propulsion technology as described in claim 3, characterized in that, The optimization function is:

5. The design method for an aero-engine servo system based on electric propulsion technology as described in claim 1, characterized in that: The controller includes a characteristic determination module and a strategy conversion module. The characteristic determination module has a stiffness threshold and a position deviation accuracy requirement. It can compare the stiffness threshold with the stiffness of the linkage mechanism and the position deviation accuracy requirement with the position deviation accuracy requirement of the adjustable geometric parameter section. The comparison result is sent to the strategy conversion module, which is set with first to third control strategies. It can determine the control strategy to be executed based on the judgment result and control each control channel.

6. The design method for an aero-engine servo system based on electric propulsion technology as described in claim 1, characterized in that: The feedback deviation includes the tracking error between the position setpoint and the position after control by the closed-loop control loop, and the output error between the positions of different actuators in the closed-loop control loop. After obtaining the feedback deviation, the feedback deviation is weighted and then superimposed on the position setpoint of the next cycle.

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