A method for monitoring faults of high overload electric servo

Abstract

The present invention relates to a high overload electric servo fault monitoring method, which belongs to the technical field of electric servos, and solves the problems of large calculation amount, poor real-time performance, inflexible configuration and inability to perform self-locking monitoring in the prior art servo fault monitoring method. The method comprises the following steps: powering on the high overload electric servo; after the servo controller is initialized, obtaining quick start segment data; wherein the quick start segment data is data between the initialization of the servo controller and the completion of the initialization of the flight system, including rudder feedback information; after the flight system is initialized, extracting the quick start segment data, and then performing self-locking monitoring; and based on the rudder command information and rudder feedback information of the rudder surfaces of each channel, monitoring the stuck state of the rudder surfaces of each channel; wherein the rudder command information is the expected position information, and the rudder feedback information is the actual position information. The high overload electric servo fault monitoring is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of electric steering gears, and in particular to a fault monitoring method for high overload electric steering gears. Background Art

[0002] At present, high-overload electric servos are used in high-overload launch environments such as 10,000g and above. During the launch process, the battery is activated to power all devices. Generally, the shorter the initialization time of the electric servo (i.e., the time from battery activation to completion of software loading), the earlier the control and status monitoring of the electric servo can be realized. Considering that the initialization time of the electric servo is shorter than that of the flight control system (usually about 100ms), the feedback and other states of the servo within the two initialization time differences are crucial for analyzing whether the rudder can be self-locked or in an abnormal state. However, due to the existence of the initialization time difference, the status information of this period (i.e., the quick start section) is difficult to obtain before the flight system is initialized. At the same time, the most severe working environment of the high-overload electric servo is during the time period with the largest launch impact magnitude. The weakest link in this environment is prone to occur in the transmission system, which is prone to cause the rudder to jam. Therefore, the quick start section status information and rudder jam information belong to the scope of servo fault monitoring.

[0003] The implementation methods of servo fault monitoring can be roughly divided into model-based fault diagnosis methods, signal processing-based diagnosis methods, and knowledge-based fault diagnosis methods. Among them, the model-based fault diagnosis method relies on the precise mathematical model of the servo, which has the characteristics of easy image recognition and close results. However, it is difficult to establish a precise model in engineering applications, and it also has certain requirements on the computing power of the electric servo processor; the signal-based processing method mainly collects the signal of the object under test, analyzes and compares the fault signal with the healthy signal, and uses principal component analysis, distribution geometry and other methods. This type of method has the characteristics of high sensitivity, but has a certain delay; the knowledge-based diagnosis method does not require modeling, and most of them use artificial neural networks, genetic methods, fuzzy logic methods, etc., and are increasingly used in the field of fault diagnosis, but they require a lot of information to be configured, which is relatively cumbersome. In addition, due to the time difference between the flight system and the servo power-on initialization, it is impossible to obtain the data of the servo initial period in real time, resulting in the inability to obtain the self-locking state.

[0004] In summary, the existing servo fault monitoring methods rely on mathematical models, have large computational complexity, require the establishment of health signal standards, have the disadvantages of time delay, and are cumbersome to configure, cannot be flexibly configured, and cannot perform self-locking monitoring. Summary of the invention

[0005] In view of the above analysis, an embodiment of the present invention aims to provide a high overload electric servo fault monitoring method to solve the problems of existing servo fault monitoring methods such as large amount of calculation, poor real-time performance, inflexible configuration and inability to perform self-locking monitoring.

[0006] On the one hand, an embodiment of the present invention provides a high overload electric steering gear fault monitoring method, comprising the following steps:

[0007] High overload electric servo powered on;

[0008] After the servo controller is initialized, the quick start segment data is obtained; wherein the quick start segment data is the data between the initialization of the servo controller and the completion of the initialization of the flight system, including the rudder feedback information;

[0009] After the flight system is initialized, the quick start segment data is extracted to perform self-locking monitoring; and based on the rudder command information and rudder feedback information of each channel rudder surface, the stuck state of each channel rudder surface is monitored; among them, the rudder command information is the expected position information, and the rudder feedback information is the actual position information.

[0010] Furthermore, the quick start segment data is obtained by:

[0011] S21, after the servo controller is initialized, a reference voltage is collected; wherein the reference voltage is the power supply voltage of the servo feedback sensor;

[0012] S22, determine whether the reference voltage is valid, if so, execute the following steps in each sampling period in sequence until the fast start segment data is obtained:

[0013] Determine whether the flight system is initialized. If not, collect the rudder feedback information of the current sampling period and add the rudder feedback information of the sampling period to the quick start segment array; otherwise, use the current quick start segment array as the quick start segment data;

[0014] Otherwise, it is determined whether the flight system has been initialized. If not, the reference voltage is collected again after a set time period, and step S22 is repeated.

[0015] Furthermore, if the reference voltage is greater than or equal to a set reference threshold, it is valid, otherwise it is invalid.

[0016] Furthermore, the quick start segment data is extracted in the following way to perform self-locking monitoring:

[0017] After the flight system is initialized, the data in the quick start segment data is extracted in sequence based on the set extraction cycle;

[0018] Based on the extracted fast-start segment data, the fast-start segment curve is obtained by polynomial fitting;

[0019] Dividing the quick start segment curve based on a set interval, thereby obtaining an inclination angle of each segment curve;

[0020] If the inclination angle of each curve segment is less than the set angle threshold, the steering gear controller completes self-locking, otherwise it does not complete self-locking.

[0021] Furthermore, the rudder surface of each channel is monitored for rudder surface jamming status in the following manner:

[0022] The jammed state of the current channel rudder surface is initialized to unjammed;

[0023] Obtain the rudder command information, rudder feedback information and drive voltage of each main control cycle in turn, and execute:

[0024] Determine whether the rudder command information and drive voltage of the current main control cycle are valid. If both are valid, then

[0025] Update the error sum and the first accumulated time of the current main control cycle;

[0026] Determine whether the first accumulated time reaches a first accumulated threshold, if so, update the second accumulated times, and update the third accumulated times based on the error sum of the current main control cycle after the update;

[0027] Determine whether the second cumulative number and the third cumulative number both reach the second cumulative threshold. If so, update the stuck state of the channel rudder surface to stuck, and clear the error sum of the current main control cycle, the first cumulative time, the second cumulative number, and the third cumulative number.

[0028] Further, the error sum and the first accumulated time of the current main control cycle are updated in the following manner:

[0029] Based on the rudder command information and rudder feedback information of the current main control cycle, the error of the current main control cycle is obtained, and then the error of the current main control cycle is added to the error sum of the previous main control cycle to obtain the updated error sum of the current main control cycle;

[0030] The first accumulated time of the previous main control cycle is added to a main control cycle to obtain the updated first accumulated time of the current main control cycle.

[0031] Further, the third accumulated number is updated based on the error sum of the current main control cycle after updating in the following manner:

[0032] The absolute value of the error sum of the current main control cycle after update is compared with the set error threshold. If it is greater than the set error threshold, the third cumulative number is increased by 1, and the error sum of the current main control cycle is cleared.

[0033] Furthermore, if the second accumulated number reaches the second accumulated threshold and the third accumulated number does not reach the second accumulated threshold, the stuck state of the channel rudder surface is updated to unstuck, and the error sum of the current main control cycle, the first accumulated time, the second accumulated number, and the third accumulated number are all cleared.

[0034] Furthermore, if the rudder command information or the driving voltage of the current main control cycle is invalid, the error sum, the first accumulated time, the second accumulated times, and the third accumulated times of the current main control cycle are all cleared.

[0035] Furthermore, the first accumulation time is 100 ms, the second accumulation threshold is 6, and the error threshold is 300.

[0036] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0037] The present invention provides a high-overload electric servo fault monitoring method. After the high-overload electric servo is powered on and the servo controller is initialized, quick-start segment data is obtained, and the quick-start segment data is data between the initialization of the servo controller and the completion of the initialization of the flight system, including rudder feedback information; after the flight system is initialized, the quick-start segment data is extracted, and then self-locking monitoring is performed; and based on the rudder command information and rudder feedback information of the rudder surfaces of each channel, the stuck state of the rudder surfaces of each channel is monitored, so that the high-overload electric servo fault monitoring is realized, and the specific cycle threshold value can be flexibly configured and calculated according to the actual characteristics of the product, with small calculation amount and good real-time performance; the quick-start segment rudder feedback data information is recorded, which can be used to monitor the state information of the high-overload electric servo during the impact process, and the flight system can obtain the historical data information of the servo after establishing communication with the servo, and perform self-locking monitoring; cumulative counting is used to monitor the rudder surface stuck fault, and the stuck time cumulative threshold and the continuous cumulative number of times can be configured according to the characteristics of the servo itself. By configuring the rudder surface stuck monitoring parameters, the stuck state judgment can be quickly realized, which is easy to realize, and at the same time, it can prevent the occurrence of stuck state misjudgment and improve reliability.

[0038] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0040] Figure 1A schematic flow chart of a method for monitoring a high overload electric servo failure provided by an embodiment of the present invention;

[0041] Figure 2 A schematic diagram of information flow of a high overload electric servo provided by an embodiment of the present invention;

[0042] Figure 3 A schematic diagram of a flow chart of monitoring the stuck state of rudder surfaces of each channel provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0043] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0044] A specific embodiment of the present invention discloses a high overload electric steering gear fault monitoring method, such as Figure 1 As shown, the following steps are included:

[0045] S1. Power on the high overload electric servo.

[0046] Specifically, the information flow diagram of the high overload electric servo is as follows: Figure 2 As shown. The battery is activated during a high overload shock process, providing power (e.g. 28V) for the flight system and the electric servo. The flight system communicates with the electric servo controller via a bus for data transmission. The flight system is more complex in function and performance than the electric servo, and the flight system completes initialization later than the electric servo. The electric servo controller generates a reference power supply to power the rudder feedback sensor (usually a potentiometer). Usually, the rudder feedback contains 4 channels, and the rudder feedback sensor outputs the rudder feedback information to the electric servo controller.

[0047] S2. After the servo controller is initialized, the quick start segment data is obtained; wherein the quick start segment data is the data between the initialization of the servo controller and the completion of the initialization of the flight system, including the rudder feedback information.

[0048] Specifically, the servo controller is initialized to a state where the servo controller program is able to work formally; the flight system is initialized to a state where the flight system is able to work normally, which is represented by a communication flag. If the flight system is initialized and communication is established with the servo controller through the bus, the communication flag is valid.

[0049] During implementation, the quick start segment data is obtained in the following ways:

[0050] S21, after the servo controller is initialized, a reference voltage is collected; wherein the reference voltage is the power supply voltage of the servo feedback sensor;

[0051] S22, determine whether the reference voltage is valid, if so, execute the following steps in each sampling period in sequence until the fast start segment data is obtained:

[0052] Determine whether the flight system is initialized. If not, collect the rudder feedback information of the current sampling period and add the rudder feedback information of the sampling period to the quick start segment array; otherwise, use the current quick start segment array as the quick start segment data;

[0053] Otherwise, it is determined whether the flight system has been initialized. If not, the reference voltage is collected again after a set time period, and step S22 is repeated.

[0054] Specifically, if the reference voltage is greater than or equal to the set reference threshold, it is valid, otherwise it is invalid. Preferably, the reference threshold is set to 10 V. It is understandable that the reference voltage rise time is slow and needs to wait until it is valid before it can work.

[0055] Specifically, the sampling period can be represented by a timing sampling flag and set in a timing interrupt service function.

[0056] Preferably, in each sampling period, data such as driving voltage, temperature, current, program running counter, etc. can also be collected and stored in the quick start segment array, so that data recording and other subsequent processing can be performed.

[0057] S3. After the flight system is initialized, the quick start segment data is extracted to perform self-locking monitoring. Based on the rudder command information and rudder feedback information of each channel rudder surface, the stuck state of each channel rudder surface is monitored. The rudder command information is the expected position information, and the rudder feedback information is the actual position information.

[0058] Specifically, the rudder command information is the expected position information obtained by the bus from the flight control system, and the feedback information is the actual current position information of the rudder collected by the rudder itself. The flight system updates the rudder command information in each communication cycle and updates the rudder feedback information in each control cycle.

[0059] Preferably, the main control cycle is set to 0.5 ms, and the communication cycle is set to 3 ms or 5 ms.

[0060] During implementation, the quick start segment data is extracted in the following ways to perform self-locking monitoring:

[0061] S311. After the flight system is initialized, the data in the quick start segment data are extracted in sequence based on the set extraction cycle.

[0062] Specifically, when each data in the quick start segment data is extracted, it is converted into a bus data format, and then the data is sent to the flight system through bus communication.

[0063] Exemplarily, the rudder feedback information is a floating point value (4 bytes), the bus is transmitted through a signed short integer (2 bytes), and is resolved by a scale (multiplied by 0.001) before and after transmission.

[0064] S312: Based on the extracted quick-start segment data, a quick-start segment curve is obtained by using polynomial fitting.

[0065] Specifically, the least squares polynomial fitting is adopted.

[0066] S313: Divide the quick start segment curve based on a set interval, and thereby obtain an inclination angle of each segment curve.

[0067] Specifically, the time interval is set according to specific needs; preferably, the interval is set to 50ms.

[0068] Specifically, the inclination angle θ of each curve segment is obtained by the following method:

[0069] Select a set number of curve segments on the current curve, and then obtain the slope of each curve segment;

[0070] Based on the slope of each curve segment, the inclination angle of the current curve is obtained.

[0071] More specifically, the inclination angle θ of each curve segment is expressed as:

[0072]

[0073] in,

[0074] Where N is the number of curve segments, k i represents the slope of the i-th curve segment, are the endpoints of the i-th curve segment respectively.

[0075] S314: If the inclination angles of each curve segment are less than the set angle threshold, the steering gear controller completes self-locking, otherwise, self-locking is not completed.

[0076] Specifically, the angle threshold is set according to demand, and preferably, the angle threshold is set to 1 degree.

[0077] When implementing, Figure 3 As shown, the rudder surface of each channel is monitored for rudder surface jamming status in the following ways:

[0078] S321, the jammed state of the current channel rudder surface is initialized to unjammed;

[0079] S322, sequentially obtain the rudder command information, rudder feedback information and driving voltage of each main control cycle, and execute:

[0080] SA1: Determine whether the rudder command information and drive voltage of the current main control cycle are valid. If both are valid,

[0081] SB1. Update the error sum and the first accumulated time of the current main control cycle.

[0082] Specifically, the error sum and the first accumulated time of the current main control cycle are updated in the following manner:

[0083] Based on the rudder command information and rudder feedback information of the current main control cycle, the error of the current main control cycle is obtained, and then the error of the current main control cycle is added to the error sum of the previous main control cycle to obtain the updated error sum of the current main control cycle;

[0084] The first accumulated time of the previous main control cycle is added to a main control cycle to obtain the updated first accumulated time of the current main control cycle.

[0085] More specifically, the error of the current main control cycle is the difference between the rudder command information and the rudder feedback information of the current main control cycle.

[0086] SB2. Determine whether the first accumulated time reaches the first accumulated threshold, if so, update the second accumulated times, and update the third accumulated times based on the error sum of the current main control cycle after the update. The updated second accumulated times is the current second accumulated times plus 1.

[0087] Specifically, the third accumulated number is updated based on the error sum of the current main control cycle after updating in the following manner:

[0088] The absolute value of the error sum of the current main control cycle after update is compared with the set error threshold. If it is greater than the set error threshold, the third cumulative number is increased by 1, and the error sum of the current main control cycle is cleared;

[0089] SB3. Determine whether the second cumulative number and the third cumulative number have reached the second cumulative threshold. If so, update the stuck state of the channel rudder surface to stuck, and clear the error sum of the current main control cycle, the first cumulative time, the second cumulative number, and the third cumulative number.

[0090] Specifically, in step SB3, if the second cumulative number reaches the second cumulative threshold and the third cumulative number does not reach the second cumulative threshold, the stuck state of the channel control surface is updated to unstuck, and the error sum of the current main control cycle, the first cumulative time, the second cumulative number, and the third cumulative number are all cleared.

[0091] Specifically, in step SB3, if the second cumulative number of times does not reach the second cumulative threshold, step S322 is continued.

[0092] Specifically, in step SA1, if the rudder command information or the driving voltage of the current main control cycle is invalid, the error sum, the first accumulated time, the second accumulated times, and the third accumulated times of the current main control cycle are all cleared.

[0093] It can be understood that the electric servo has two power supplies, one for control and one for drive. When only control is applied, the controller can run the software and communicate. Only when the drive voltage is applied at the same time in this state can the servo work normally. Therefore, when the drive voltage is invalid, the servo does not move, and the jam information is invalid.

[0094] Specifically, the rudder command information is valid if it is within the set range, otherwise it is invalid; the driving voltage is valid if it exceeds the set threshold, otherwise it is invalid; all are set according to the specific situation.

[0095] It should be noted that the stuck state of the control surface remains unchanged in each main control cycle when it is not updated.

[0096] Preferably, the first accumulation time is 100 ms, the second accumulation threshold is 6, and the error threshold is 300.

[0097] Compared with the prior art, this embodiment provides a method for monitoring faults of high-overload electric servos. After the high-overload electric servos are powered on and the servo controller is initialized, quick-start segment data is obtained. The quick-start segment data is data between the initialization of the servo controller and the completion of the initialization of the flight system, including rudder feedback information. After the flight system is initialized, the quick-start segment data is extracted to perform self-locking monitoring. Based on the rudder command information and rudder feedback information of the rudder surfaces of each channel, the stuck state of the rudder surfaces of each channel is monitored, thereby realizing fault monitoring of high-overload electric servos. The method can be used according to the actual characteristics of the product. Flexible configuration and calculation of specific cycle thresholds, small calculation amount and good real-time performance; recording the quick-start rudder feedback data information, which can be used to monitor the status information of the high-overload electric servo during the impact process. After the flight system establishes communication with the servo, the servo historical data information can be obtained to monitor self-locking; cumulative counting is used to monitor rudder surface jamming faults, and the jamming time accumulation threshold and continuous accumulation times can be configured according to the characteristics of the servo itself. By configuring the rudder surface jam monitoring parameters, the jam state judgment can be quickly realized, which is easy to implement and can prevent the misjudgment of the jam state and improve reliability.

[0098] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0099] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A high overload electric steering gear fault monitoring method, characterized in that: The following steps are involved: High overload electric servo powered on; After the servo controller is initialized, the quick start segment data is obtained; wherein the quick start segment data is the data between the initialization of the servo controller and the completion of the initialization of the flight system, including the rudder feedback information; After the flight system is initialized, the quick start segment data is extracted to perform self-locking monitoring. Based on the rudder command information and rudder feedback information of each channel rudder surface, the stuck state of each channel rudder surface is monitored. The rudder command information is the expected position information, and the rudder feedback information is the actual position information. The quick start segment data is extracted in the following ways to perform self-locking monitoring: After the flight system is initialized, the data in the quick start segment data is extracted in sequence based on the set extraction cycle; Based on the extracted fast-start segment data, the fast-start segment curve is obtained by polynomial fitting; Dividing the quick start segment curve based on a set interval, thereby obtaining an inclination angle of each segment curve; If the inclination angle of each curve segment is less than the set angle threshold, the steering gear controller completes self-locking, otherwise it does not complete self-locking; Among them, the rudder surface of each channel is monitored for rudder surface jamming status in the following ways: The jammed state of the current channel rudder surface is initialized to unjammed; Obtain the rudder command information, rudder feedback information and drive voltage of each main control cycle in turn, and execute: Determine whether the rudder command information and drive voltage of the current main control cycle are valid. If both are valid, then Update the error sum and the first accumulated time of the current main control cycle; Determine whether the first accumulated time reaches a first accumulated threshold, if so, update the second accumulated times, and update the third accumulated times based on the error sum of the current main control cycle after the update; Determine whether the second cumulative number and the third cumulative number both reach the second cumulative threshold. If so, update the stuck state of the channel rudder surface to stuck, and clear the error sum of the current main control cycle, the first cumulative time, the second cumulative number, and the third cumulative number.

2. The high overload electric steering gear fault monitoring method according to claim 1 is characterized in that: Get the quick start segment data in the following ways: S21, after the servo controller is initialized, a reference voltage is collected; wherein the reference voltage is the power supply voltage of the servo feedback sensor; S22, determine whether the reference voltage is valid, if so, perform the following steps in each sampling period in sequence until the fast start segment data is obtained: Determine whether the flight system is initialized. If not, collect the rudder feedback information of the current sampling period and add the rudder feedback information of the sampling period to the quick start segment array; otherwise, use the current quick start segment array as the quick start segment data; Otherwise, it is determined whether the flight system has been initialized. If not, the reference voltage is collected again after a set time period, and step S22 is repeated.

3. The high overload electric steering gear fault monitoring method according to claim 2 is characterized in that: If the reference voltage is greater than or equal to the set reference threshold, it is valid, otherwise it is invalid.

4. The high overload electric steering gear fault monitoring method according to claim 1 is characterized in that: Update the error sum and the first accumulated time of the current main control cycle in the following way: Based on the rudder command information and rudder feedback information of the current main control cycle, the error of the current main control cycle is obtained, and then the error of the current main control cycle is added to the error sum of the previous main control cycle to obtain the updated error sum of the current main control cycle; The first accumulated time of the previous main control cycle is added to a main control cycle to obtain the updated first accumulated time of the current main control cycle.

5. The high overload electric steering gear fault monitoring method according to claim 1, characterized in that: The third accumulated number is updated based on the error sum of the current main control cycle after the update in the following way: The absolute value of the error sum of the current main control cycle after update is compared with the set error threshold. If it is greater than the set error threshold, the third cumulative number is increased by 1, and the error sum of the current main control cycle is cleared.

6. The high overload electric steering gear fault monitoring method according to claim 1, characterized in that: If the second accumulated times reaches the second accumulated threshold value and the third accumulated times does not reach the second accumulated threshold value, the stuck state of the control surface of the channel is updated to unstuck, and the error sum of the current main control cycle, the first accumulated time, the second accumulated times, and the third accumulated times are all cleared.

7. The high overload electric steering gear fault monitoring method according to claim 1 is characterized in that: If the rudder command information or the driving voltage of the current main control cycle is invalid, the error sum, the first accumulated time, the second accumulated times, and the third accumulated times of the current main control cycle are all cleared.

8. The high overload electric steering gear fault monitoring method according to claim 5, characterized in that: The first accumulation time is 100 ms, the second accumulation threshold is 6, and the error threshold is 300.

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