A practical engine single-fault automatic compensation control method

Abstract

The present disclosure relates to a practical engine single-failure automatic compensation control method. The present disclosure adds a single-failure automatic compensation control algorithm without changing the original control augmentation control law, so as to realize single-failure automatic compensation and not affect the normal flight of the engine. The controller can quickly and automatically compensate for the asymmetric torque caused by single-failure, without any special operation of the pilot. The practical engine single-failure automatic compensation control method does not rely on additional special sensors, only uses conventional control augmentation signals, and has the characteristics of simple structure, strong robustness, strong universality and the like.

Description

Technical Field

[0001] This disclosure relates to the field of aircraft flight control technology, and in particular to a practical automatic compensation control method for single-engine failure. Background Technology

[0002] With the rapid development of aviation technology, flight safety has become an increasingly important concern. In twin-engine aircraft, if one engine fails during flight, it will cause asymmetric thrust on both sides of the aircraft, generating a large asymmetric yaw moment. This results in uncontrolled roll and yaw, leading to a continuous increase in the aircraft's sideslip and roll angles, a deterioration in lift-drag characteristics, and even loss of attitude control. In severe cases, it can cause the aircraft to lose control or even crash. Especially during takeoff, when the engines are in afterburner mode, a single-engine failure can cause a massive, instantaneous asymmetric moment. If this is not corrected in time, the aircraft will quickly become uncontrollable, placing extremely high demands on the pilot's reaction time and operational skills.

[0003] Currently, single-engine failures are primarily handled by the pilot. Pilots determine which engine is malfunctioning based on engine warning messages, changes in flight instrument signals, changes in aircraft attitude, and abnormal engine sounds. They then use appropriate stick and rudder inputs to overcome abnormal roll and yaw, maintaining balance. This poses a significant challenge to the pilot's psychological and technical skills, especially during takeoff, which undoubtedly increases the pilot's workload. Furthermore, both engine failure diagnosis and emergency response require time. In extreme situations such as thrust vectoring short takeoff, pilots may struggle to provide timely and correct actions, potentially leading to the aircraft overrunning the runway or losing control within a short period.

[0004] Therefore, manually compensating for single-engine failures suffers from problems such as untimely compensation, low efficiency, poor compensation effect, and heavy pilot workload, making it difficult to meet aircraft safety requirements. Furthermore, aircraft with relaxed heading (such as flying wing aircraft) are the future trend, and these aircraft have even higher requirements for active compensation in the event of a single-engine failure. Summary of the Invention

[0005] To avoid the shortcomings of the prior art, this application provides a practical automatic compensation control method for single engine failure, which solves the problems of untimely compensation, low efficiency, poor compensation effect, and heavy burden on pilots in the prior art when using manual operation to compensate for single engine failure, and is difficult to meet the requirements of aircraft safety.

[0006] According to embodiments of this disclosure, a practical automatic compensation control method for single-engine faults is provided, the method comprising:

[0007] Based on the output command information of the heading control stabilization control law and the rudder compensation signal output by the controller, the deviation command is calculated.

[0008] Based on the sideslip angle compensation signal, the yaw angle acceleration compensation signal, and the deviation command, the first automatic compensation rudder command with closed-loop feedback is calculated.

[0009] The thrust of the aircraft is calculated based on the forward overload and the first gain coefficient, and the thrust difference compensation command under normal conditions and single-engine failure conditions is calculated based on the thrust of the aircraft.

[0010] The sign of the heading control command is determined based on the first automatic compensation rudder command and the sign function; the second automatic compensation rudder command is formed based on the first automatic compensation rudder command and the absolute value module; and the comprehensive command is obtained based on the second automatic compensation rudder command and the thrust difference compensation command.

[0011] Based on the symbols of the integrated command, the thrust difference compensation command, and the heading control command, an automatic heading compensation integrated signal is obtained to suppress the asymmetric yaw moment under the single-engine failure condition.

[0012] Furthermore, the step of calculating the deviation command based on the output command information of the heading control stabilization control law and the rudder compensation signal output by the controller includes:

[0013] The output command information U of the normal heading control stabilization control law derty_正常指令 With the rudder compensation signal U y_compensation After synthesis, a deviation command is generated. The deviation command is then low-pass filtered through the first inertial element to smooth the signal and suppress the impact of transients on flight quality.

[0014] Furthermore, the step of calculating the first automatic compensation rudder command for closed-loop feedback based on the sideslip angle compensation signal, the yaw angle acceleration compensation signal, and the deviation command includes:

[0015] Sideslip angle feedback after the first gain K β The sideslip angle compensation signal is amplified and fed back through a high-pass filter network and a second gain K. wy The yaw rate compensation signal is amplified to form the signal.

[0016] The deviation command, after being filtered by a low-pass filter, is combined to form a closed-loop first automatic compensation rudder command ΔP. H .

[0017] Furthermore, the first automatic compensation rudder command ΔP H The calculation formula is as follows:

[0018]

[0019] In the formula, represents the first inertia link, and K ph represents the command gain, β represents the sideslip angle, represents the high-pass washout network, T2 is the washout network time constant, ω y represents the yaw rate, T0 is the time constant of the first inertia link, s is the Laplace variable, is the control gain of the feedback signal ω y of.

[0020] Further, in the step of calculating the thrust of the aircraft according to the forward overload and the first gain coefficient, and calculating the thrust difference compensation command under normal conditions and single-engine failure conditions according to the thrust of the aircraft, it includes:

[0021] The speed controller monitors the forward overload of the aircraft in real time, and passes the forward overload n x and the first gain coefficient K representing the weight characteristic nx to calculate the thrust of the aircraft;

[0022] When a single-engine failure occurs, the forward overload decreases. Through the forward overload locking link, that is, when P t < P0, P0 remains unchanged, and the difference in forward overload before and after the failure is calculated; where P t is the signal before the locking link, and P0 is the signal after the locking link;

[0023] According to the difference in forward overload before and after, calculate the thrust difference compensation command ΔP of the engine under normal conditions and single-engine failure conditions.

[0024] Further, in the step of determining the sign of the heading control command according to the first automatic compensation rudder command and the sign function, forming the second automatic compensation rudder command according to the first automatic compensation rudder command and the absolute value module, and obtaining the comprehensive command according to the second automatic compensation rudder command and the thrust difference compensation command, it includes:

[0025] The first automatic compensation rudder command determines the sign of the heading control command, that is, the deflection direction of the rudder, through the sign function;

[0026] The first automatic compensation rudder command forms the second closed-loop feedback automatic compensation rudder command through the absolute value module. The second closed-loop feedback automatic compensation rudder command is integrated with the absolute value of the thrust difference compensation command ΔP to obtain the comprehensive command; where the second automatic compensation rudder command only represents the magnitude and does not represent the direction.

[0027] Furthermore, the step of obtaining an automatic heading compensation integrated signal based on the signs of the integrated command, the thrust difference compensation command, and the heading control command to suppress the asymmetric yaw moment under the single-engine failure condition includes:

[0028] The integrated command is passed through the second inertial link and then subtracted from the thrust difference compensation command.

[0029] The difference is then combined with the symbol of the heading control command, and passed through a second gain coefficient K. pH Formation of automatic heading compensation integrated signal U y_compensation This allows for the suppression of asymmetric yaw moment under single-engine failure conditions.

[0030] Furthermore, the automatic heading compensation integrated signal U y_compensation The calculation formula is:

[0031]

[0032] In the formula, sgn represents the sign function, and || represents the absolute value sign. T4 is the time constant of the second inertial element.

[0033] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects:

[0034] In the embodiments of this disclosure, the above-described practical automatic compensation control method for single-engine failure achieves automatic compensation for single-engine failures by adding an automatic compensation control algorithm without altering the original control augmentation law, and without affecting normal flight under normal engine conditions. This controller can quickly and automatically compensate for the asymmetric torque caused by a single-engine failure without requiring any special pilot intervention. Furthermore, this practical automatic compensation control method for single-engine failures does not rely on additional special sensors, using only conventional control augmentation signals, and features simple structure, strong robustness, and high versatility. Attached Figure Description

[0035] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0036] Figure 1 This diagram illustrates the steps of a practical automatic compensation control method for single-engine faults in an exemplary embodiment of this disclosure.

[0037] Figure 2 A flowchart illustrating a practical automatic compensation control method for single-engine faults in an exemplary embodiment of this disclosure is shown. Detailed Implementation

[0038] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that this disclosure will be more comprehensive and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0039] Furthermore, the accompanying drawings are merely illustrative diagrams of embodiments of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities.

[0040] This example implementation provides a practical automatic compensation control method for single-engine faults. (Reference) Figure 1 As shown, the practical engine single-engine fault automatic compensation control method may include steps S101 to S105.

[0041] Step S101: Calculate the deviation command based on the output command information of the heading control stabilization control law and the rudder compensation signal output by the controller;

[0042] Step S102: Calculate the first automatic compensation rudder command for closed-loop feedback based on the sideslip angle compensation signal, the yaw angle acceleration compensation signal, and the deviation command;

[0043] Step S103: Calculate the aircraft thrust based on forward overload and the first gain coefficient, and calculate the thrust difference compensation command under normal conditions and single-engine failure conditions based on the aircraft thrust.

[0044] Step S104: Determine the sign of the heading control command based on the first automatic compensation rudder command and the sign function; form a second automatic compensation rudder command based on the first automatic compensation rudder command and the absolute value module; and obtain a comprehensive command based on the second automatic compensation rudder command and the thrust difference compensation command.

[0045] Step S105: Based on the signs of the integrated command, the thrust difference compensation command, and the heading control command, obtain the heading automatic compensation integrated signal to suppress the asymmetric yaw moment under the single engine failure condition.

[0046] The aforementioned practical automatic compensation control method for single-engine failure achieves several advantages. Firstly, without altering the original control augmentation law, the addition of an automatic compensation control algorithm enables automatic compensation for single-engine failures without affecting normal flight operations under normal engine conditions. This controller can quickly and automatically compensate for asymmetric torques caused by a single-engine failure without requiring any special pilot intervention. Secondly, this practical automatic compensation control method for single-engine failures does not rely on additional special sensors, using only conventional control augmentation signals, and features simple structure, strong robustness, and high versatility.

[0047] Below, we will refer to Figures 1 to 2 The steps of the practical single-engine fault automatic compensation control method described in this example embodiment will be explained in more detail.

[0048] In step S101, the step of calculating the deviation command based on the output command information of the heading control stabilization control law and the rudder compensation signal output by the controller includes:

[0049] The output command information U of the normal heading control stabilization control law derty_正常指令 With rudder compensation signal U y_compensation After synthesis, a deviation command is generated. The deviation command is then low-pass filtered through the first inertial element to smooth the signal and suppress the impact of transients on flight quality.

[0050] In step S102, the step of calculating the first automatic compensation rudder command for closed-loop feedback based on the sideslip angle compensation signal, the yaw angle acceleration compensation signal, and the deviation command includes:

[0051] Sideslip angle feedback after the first gain K β The amplified signal forms the sideslip angle compensation signal, and the yaw rate feedback is processed by a high-pass filter network and a second gain K. wy Amplify to form a yaw rate compensation signal;

[0052] The first automatic compensation rudder command ΔP is formed by combining the low-pass filtered deviation command with the closed-loop control. H .

[0053] First automatic compensation rudder command ΔP H The calculation formula is as follows:

[0054]

[0055] In the formula, K represents the first inertial element. ph Indicates command gain, β represents sideslip angle. This represents the Qualcomm shuffling network, where T2 is the shuffling network time constant, and ω... ydenotes the yaw rate, T0 is the time constant of the first inertial link, s is the Laplace variable, is the feedback signal ω y of the control gain.

[0056] In step S103, in the step of calculating the thrust of the aircraft according to the forward overload and the first gain coefficient, and calculating the thrust difference compensation command under normal conditions and single-engine failure conditions, it includes:

[0057] The speed controller monitors the forward overload of the aircraft in real time. Through the forward overload n x and the first gain coefficient K representing the weight characteristic nx calculate the thrust of the aircraft;

[0058] When a single-engine failure occurs, the forward overload decreases. Through the forward overload locking link, that is, when P t < P0, P0 remains unchanged, and calculate the difference in forward overload before and after the failure; where P t is the signal before the locking link, and P0 is the signal after the locking link;

[0059] Calculate the thrust difference compensation command ΔP between the normal situation and the single-engine failure situation of the engine according to the difference in forward overload before and after.

[0060] In step S104, in the step of determining the sign of the heading control command according to the first automatic compensation rudder command and the sign function, forming the second automatic compensation rudder command according to the first automatic compensation rudder command and the absolute value module, and obtaining the comprehensive command according to the second automatic compensation rudder command and the thrust difference compensation command, it includes:

[0061] The first automatic compensation rudder command determines the sign of the heading control command, that is, the deflection direction of the rudder, through the sign function;

[0062] The first automatic compensation rudder command forms the second closed-loop feedback automatic compensation rudder command through the absolute value module. The second closed-loop feedback automatic compensation rudder command is integrated with the absolute value of the thrust difference compensation command ΔP to obtain the comprehensive command; where the second automatic compensation rudder command only represents the magnitude and does not represent the direction.

[0063] In step S105, in the step of obtaining the heading automatic compensation comprehensive signal according to the comprehensive command, the thrust difference compensation command and the sign of the heading control command to suppress the asymmetric yaw moment in the case of single-engine failure, it includes:

[0064] After passing the comprehensive command through the second inertial link, subtract it from the thrust difference compensation command;

[0065] After subtraction, integrate it with the sign of the heading control command and pass through the second gain coefficient KpH Formation of automatic heading compensation integrated signal U y_compensation This allows for the suppression of asymmetric yaw moment under single-engine failure conditions.

[0066] Automatic heading compensation integrated signal U y_compensation The calculation formula is:

[0067]

[0068] In the formula, sgn represents the sign function, and || represents the absolute value sign. T4 is the time constant of the second inertial element.

[0069] like Figure 2 The diagram shown is a flowchart of a practical automatic compensation control method for single-engine failure. The practical automatic compensation control method for single-engine failure provided in this application does not affect the conventional inner-loop heading stability augmentation control system. This method, without changing the original heading control law parameters, introduces sideslip angle feedback and yaw rate feedback to generate a rudder compensation signal based on the original heading control law when a single engine failure occurs. This is used to quickly offset the asymmetric yaw moment caused by the single-engine failure.

[0070] Practical automatic compensation control methods for single-engine failures include: Feedforward automatic compensation. The controller monitors the forward overload of the aircraft in real time. When a single-engine failure occurs, the total thrust of the engine decreases, thereby reducing the forward overload. The difference in forward overload before and after the failure is used to assess the thrust difference between the normal and failed engines. After adjusting the gain coefficient, the corresponding yaw control surface-rudder deflection angle is directly given, thereby quickly suppressing the aircraft's yaw response and achieving rapid automatic compensation. Sensor feedback automatic compensation. Feedforward automatic compensation can quickly suppress the aircraft's yaw response, but it is a semi-open-loop control that relies on the accuracy of the aircraft model and has insufficient precision. Sensor feedback automatic compensation suppresses the aircraft's yaw response in a closed loop based on the sideslip angle and yaw rate generated by the aircraft after the failure. It is also a strengthening of conventional yaw suppression, enabling the control system to more quickly compensate for the sharp yaw caused by a single-engine failure. Feedforward automatic compensation mainly works in the short period after an engine failure to achieve rapid suppression. As the aircraft response gradually stabilizes, sensor feedback automatic compensation is mainly used to achieve precise control.

[0071] The aforementioned practical automatic compensation control method for single-engine failure achieves several advantages. Firstly, without altering the original control augmentation law, the addition of an automatic compensation control algorithm enables automatic compensation for single-engine failures without affecting normal flight operations under normal engine conditions. This controller can quickly and automatically compensate for asymmetric torques caused by a single-engine failure without requiring any special pilot intervention. Secondly, this practical automatic compensation control method for single-engine failures does not rely on additional special sensors, using only conventional control augmentation signals, and features simple structure, strong robustness, and high versatility.

[0072] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of this disclosure, "a plurality of" means two or more, unless otherwise explicitly specified.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0074] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A practical automatic compensation control method for single-engine faults, characterized in that, The method includes: Based on the output command information of the heading control stabilization control law and the rudder compensation signal output by the controller, the deviation command is calculated. Based on the sideslip angle compensation signal, yaw angle acceleration compensation signal, and deviation command, the first automatic compensation rudder command of the closed-loop feedback is calculated; The aircraft thrust is calculated based on forward overload and the first gain coefficient, and the thrust difference compensation command under normal conditions and single-engine failure conditions is obtained based on the aircraft thrust. The sign of the heading control command is determined based on the first automatic compensation rudder command and the sign function. The second automatic compensation rudder command is formed based on the first automatic compensation rudder command and the absolute value module. The comprehensive command is obtained based on the second automatic compensation rudder command and the thrust difference compensation command. Based on the symbols of the integrated command, thrust difference compensation command, and heading control command, an automatic heading compensation integrated signal is obtained to suppress the asymmetric yaw moment under single-engine failure conditions.

2. The practical engine single-engine fault automatic compensation control method according to claim 1, characterized in that, The step of calculating the deviation command based on the output command information of the heading control stabilization law and the rudder compensation signal output by the controller includes: Output command information using normal heading control stabilization control law With rudder compensation signal After synthesis, a deviation command is generated. The deviation command is then low-pass filtered through the first inertial element to smooth the signal and suppress the impact of transients on flight quality.

3. The practical automatic compensation control method for single-engine faults of an engine according to claim 2, characterized in that, The step of calculating the first automatic compensation rudder command for closed-loop feedback based on the sideslip angle compensation signal, yaw angle acceleration compensation signal, and deviation command includes: Sideslip angle feedback after first gain The amplified signal forms the sideslip angle compensation signal, and the yaw rate feedback is processed by a high-pass filter network and a second gain. Amplify to form a yaw rate compensation signal; The first automatic compensation rudder command is formed by combining the low-pass filtered deviation command with the closed-loop control. .

4. The practical automatic compensation control method for single-engine faults of an engine according to claim 3, characterized in that, First automatic compensation rudder command The calculation formula is as follows: In the formula, Indicates the first inertial link. Indicates instruction gain. Indicates the sideslip angle. This indicates that Qualcomm is washing out the network. To extract the network time constant, Indicates the yaw rate. The time constant of the first inertial element. s For the Laplace variable, The control gain is the yaw rate of the feedback signal.

5. The practical automatic compensation control method for single-engine faults of an engine according to claim 4, characterized in that, The steps of calculating the aircraft's thrust based on forward overload and the first gain coefficient, and calculating the thrust difference compensation command under normal and single-engine failure conditions based on the aircraft's thrust, include: The speed controller monitors the aircraft's forward overload in real time and uses forward overload... and the first gain coefficient representing the weight characteristics Calculate the aircraft's thrust; When a single fault occurs, the forward overload is reduced, and the forward overload lockout mechanism is activated. hour, Keeping the load constant, calculate the difference in forward overload before and after the fault; where, To lock the signal before the process, This is the signal after the locking process; Calculate the thrust difference compensation command based on the forward and backward overload difference between the engine under normal conditions and under single-engine failure conditions. .

6. The practical automatic compensation control method for single-engine faults of an engine according to claim 5, characterized in that, The steps of determining the sign of the heading control command based on the first automatically compensated rudder command and the sign function, forming the second automatically compensated rudder command based on the first automatically compensated rudder command and the absolute value module, and obtaining the integrated command based on the second automatically compensated rudder command and the thrust difference compensation command include: The first automatic compensation rudder command determines the sign of the heading control command, i.e., the direction of rudder deflection, by using a sign function. The first automatic compensation rudder command is used by the absolute value module to form a second closed-loop feedback automatic compensation rudder command. The second closed-loop feedback automatic compensation rudder command is combined with the thrust difference compensation command. The absolute values ​​are combined to obtain the combined command; among them, the second automatic compensation rudder command only indicates the magnitude, not the direction.

7. The practical automatic compensation control method for single-engine faults of an engine according to claim 6, characterized in that, The process of obtaining the automatic heading compensation integrated signal based on the symbols of the integrated command, thrust difference compensation command, and heading control command to suppress the asymmetric yaw moment under single-engine failure conditions includes: After the integrated command passes through the second inertial link, the difference is calculated with the thrust difference compensation command. The difference is then combined with the symbols of the heading control command, and then processed by a second gain coefficient. Formation of automatic heading compensation integrated signal This allows for the suppression of asymmetric yaw moment under single-engine failure conditions.

8. The practical engine single-engine fault automatic compensation control method according to claim 7, characterized in that, Automatic heading compensation integrated signal The calculation formula is: In the formula, Represents a symbolic function. Represents the absolute value symbol. For the second inertial link, This is the time constant of the second inertial element.

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