Engine input collaborative self-adjusting model modeling method, system, medium and equipment

Abstract

The invention discloses a sensing signal fault-tolerant aero-engine input collaborative self-adjusting model modeling method and system, a medium and equipment, and the method comprises the steps: calculating an output value of an engine part-level model according to an engine input parameter, and calculating a low-pressure rotor rotating speed and an engine pressure ratio through the engine part-level model; the relative error of the low-pressure rotor rotating speed is calculated, and the relative error of the engine pressure ratio is calculated; according to a self-adjustment algorithm, the adjustment amount of the fuel flow at the next moment is calculated according to the relative error of the low-pressure rotor rotating speed, and the adjustment amount of the nozzle area at the next moment is calculated according to the relative error of the engine pressure ratio; calculating the fuel oil flow input into the engine component-level model at the next moment, and calculating the nozzle area input into the engine component-level model at the next moment; and calculating an output value of the engine component-level model at the next moment according to the model input parameters at the next moment, and taking the output value as a virtual sensing signal.

Description

Technical Field

[0001] The present invention relates to the technical field of engine modeling, and in particular to a sensor signal fault-tolerant aviation engine input collaborative self-adjusting modeling method, system, medium and equipment. Background Art

[0002] Fuel flow rate and nozzle area are important input parameters of aircraft engines, which determine the operating state of the engine. The metering accuracy of fuel flow is mainly affected by factors such as fuel density, metering valve opening and pressure difference before and after the metering valve. The metering accuracy of nozzle area is mainly affected by factors such as nozzle aerodynamic load, thermal deformation of the mechanism and return error. The engine component-level model is one of the methods to provide virtual sensor signals of gas path sensors. The model is constructed based on gas path dynamics and rotor dynamics. Fuel flow rate and nozzle area are inputs of the engine component-level model. The metering errors of the two will affect the accuracy of the output parameters of the engine model, that is, the accuracy of the virtual sensor signal, and thus affect the fault tolerance effect of the sensor signal.

[0003] The above information disclosed in this Background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art. Summary of the invention

[0004] The present invention provides a method, system, medium and equipment for modeling an aviation engine input collaborative self-adjusting model with fault tolerance of sensor signals, which adjusts the fuel flow of the model at the next moment according to the relative error of the low-pressure rotor speed, and adjusts the nozzle area of ​​the model at the next moment according to the relative error of the engine pressure ratio, thereby improving the accuracy of the virtual sensor signal provided by the model.

[0005] The modeling method of the sensor signal fault-tolerant aircraft engine input cooperative self-adjustment model includes:

[0006] S100, establishing an engine component level model based on the engine, and according to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t), the engine input parameter I E (t)={H(t), Ma(t), W f,E (t), A 8,E (t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E (t) is the engine nozzle area, the output value O M (t)={N L,M (t), N H,M (t), P t25,M(t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the outlet of the low-pressure turbine;

[0007] S200, obtaining the engine fuel flow W f,E (t), engine nozzle area A 8,E (t), engine low pressure rotor speed N L,E (t) and actual engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the engine component level model L,M (t) and the calculated engine pressure ratio EPR M (t);

[0008] S300, calculate the low-pressure rotor speed model calculation value N L,M Relative error ΔN of (t) L (t), and calculate the engine pressure ratio model calculation value EPR M (t) relative error ΔEPR(t);

[0009] S400, according to the self-adjusting algorithm, the value N is calculated by the low-pressure rotor speed model L,M Relative error ΔN of (t) L (t) Calculate the fuel flow adjustment ΔW at the next moment f (t+1), EPR calculated by the engine pressure ratio model M The relative error ΔEPR(t) of (t) is used to calculate the adjustment amount ΔA8(t+1) of the nozzle area at the next moment;

[0010] S500, calculating the engine fuel flow rate input into the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow rate at the next moment, and the engine nozzle area input into the engine component level model at the next moment is calculated. , where A 8,E (t+1) is the engine nozzle area at the next moment;

[0011] S600, calculating the output value of the engine component-level model at the next moment according to the model input parameter at the next moment, and using it as a virtual sensor signal for sensor signal fault tolerance.

[0012] In the sensor signal fault-tolerant aviation engine input cooperative self-adjusting model modeling method, the engine output parameter O E (t)={N L,E (t), N H,E (t), P t25,E (t), P t6,E (t)}, where N L,E (t) is the engine low-pressure rotor speed, N H,E (t) is the engine high pressure rotor speed, P t25,E (t) is the pressure at the engine fan outlet, P t6,E (t) is the pressure at the outlet of the low-pressure turbine of the engine.

[0013] In the sensor signal fault-tolerant aircraft engine input cooperative self-adjustment modeling method, in step S200, the engine pressure ratio EPR is the pressure P at the outlet of the low-pressure turbine. t6 and the fan inlet pressure P t2 The actual engine pressure ratio is , engine pressure ratio calculated by engine component level model .

[0014] In the sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model modeling method, in step S300, the low-pressure rotor speed N L,M Relative error ΔN of (t) L The calculation formula of (t) is , engine pressure ratio EPR M The calculation formula of the relative error of (t) is , ε is a coefficient to ensure the stability of numerical calculation.

[0015] In the sensor signal fault-tolerant aircraft engine input collaborative self-adjustment model modeling method, in step S400, the adjustment amount of the fuel flow rate and the nozzle area calculated by the self-adjustment algorithm includes:

[0016] S401, according to the low pressure rotor speed N L,M Relative error ΔN of (t) L (t), calculate the fuel flow adjustment coefficient K1(t), and its iterative calculation formula is:

[0017]

[0018] Among them, α1 and β1 are correction coefficients,

[0019] S402, calculate the adjustment amount of fuel flow, and its iterative calculation formula is:

[0020]

[0021] Among them, γ1 and δ1 are correction coefficients,

[0022] S403, according to the engine pressure ratio EPR M The change of the relative error ΔEPR(t) of the nozzle area is used to calculate the adjustment coefficient K2(t) of the nozzle area. The iterative calculation formula is:

[0023]

[0024] Among them, α2 and β2 are correction coefficients,

[0025] S404, calculate the adjustment amount of the nozzle area, and the iterative calculation formula is:

[0026]

[0027] Among them, γ2 and δ2 are correction coefficients.

[0028] In the sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model modeling method, in step S600, according to the next moment model input parameter I M (t+1)={H(t+1), Ma(t+1), W f,M (t+1), A 8,M (t+1)}, calculate the output value O of the engine component level model at the next moment M (t+1)={N L,M (t+1), N H,M (t+1), P t25,M (t+1), P t6,M (t+1)}.

[0029] In the sensor signal fault-tolerant aviation engine input collaborative self-adjusting model modeling method, the engine includes a gas turbine.

[0030] The sensor signal fault-tolerant aircraft engine input collaborative self-adjustment model modeling system includes:

[0031] The model building unit is used to: build an engine component level model based on the engine, according to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t), the engine input parameter I E (t)={H(t), Ma(t),W f,E (t), A 8,E (t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E(t) is the engine nozzle area, the output value O M (t)={N L,M (t), N H,M (t), P t25,M (t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the outlet of the low-pressure turbine;

[0032] Measuring unit, which is used to: obtain the engine fuel flow W f,E (t), engine nozzle area A 8,E (t), engine low pressure rotor speed N L,E (t) and actual engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the engine component level model L,M (t) and the calculated engine pressure ratio EPR M (t);

[0033] The error calculation unit is used to calculate the low-pressure rotor speed model calculation value N L,M Relative error ΔN of (t) L (t), and calculate the engine pressure ratio model calculation value EPR M (t) relative error ΔEPR(t);

[0034] The self-adjusting unit is used to calculate the value N from the low-pressure rotor speed model according to the self-adjusting algorithm. L,M Relative error ΔN of (t) L (t) Calculate the fuel flow adjustment ΔW at the next moment f (t+1), EPR calculated by the engine pressure ratio model M (t) to calculate the relative error ΔEPR(t) of the nozzle area at the next moment ΔA8(t+1); calculate the engine fuel flow rate input to the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow rate at the next moment, and the engine nozzle area input into the engine component level model at the next moment is calculated. , where A 8,E(t+1) is the nozzle area of ​​the engine at the next moment; the output value of the engine component-level model at the next moment is calculated according to the model input parameters at the next moment, and is used as a virtual sensor signal for sensor signal fault tolerance.

[0035] A computer storage medium includes computer instructions, which, when executed on a computer, cause the computer to execute the method described above.

[0036] An electronic device, comprising:

[0037] A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein:

[0038] When the processor executes the program, the method described is implemented.

[0039] Compared with the prior art, the beneficial effects of the present invention are as follows: the present method can reduce the influence of the metering errors of the fuel flow and the nozzle area on the accuracy of the engine component-level model, improve the accuracy of the virtual sensor signal, and is conducive to improving the fault tolerance of the sensor signal, and has application prospects in engine state monitoring and fault-tolerant control. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] By reading the detailed description of the preferred specific embodiments below, various other advantages and benefits of the present invention will become clear to those of ordinary skill in the art. The drawings in the specification are only for the purpose of illustrating the preferred embodiments and are not considered to be limitations of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative work. Moreover, the same reference numerals are used to represent the same components throughout the drawings.

[0041] In the attached picture:

[0042] Figure 1 It is a flow chart of a method for modeling a cooperative self-adjusting model of engine input for sensor signal fault tolerance provided by one embodiment of the present disclosure;

[0043] Figure 2(a) to Figure 2(b) is the low-pressure rotor speed N of the input cooperative self-adjusting model provided by an embodiment of the present disclosure L and prediction errors;

[0044] Figure 3(a) to Figure 3(b) is the high-pressure rotor speed N of the input collaborative self-adjusting model provided by one embodiment of the present disclosure H and a schematic diagram of the prediction error;

[0045] Figure 4(a) to Figure 4(b)is the fan outlet pressure P of the input cooperative self-adjusting model provided by one embodiment of the present disclosure t25 and a schematic diagram of the prediction error;

[0046] Figure 5(a) to Figure 5(b) is the pressure P at the outlet of the low-pressure turbine of the input collaborative self-adjusting model provided by one embodiment of the present disclosure. t6 And the forecast error diagram.

[0047] The present invention is further explained below in conjunction with the accompanying drawings and embodiments. DETAILED DESCRIPTION

[0048] The specific embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the specific embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0049] It should be noted that certain words are used in the specification and claims to refer to specific components. Those skilled in the art should understand that technicians may use different nouns to refer to the same component. This specification and claims do not use the difference in nouns as a way to distinguish components, but use the difference in the functions of the components as the criterion for distinction. As mentioned throughout the specification and claims, "including" or "comprising" is an open term, so it should be interpreted as "including but not limited to". The subsequent description of the specification is a preferred embodiment of the present invention, but the description is based on the general principles of the specification and is not intended to limit the scope of the present invention. The scope of protection of the present invention shall be determined by the attached claims.

[0050] To facilitate understanding of the embodiments of the present invention, further explanation will be given below by taking specific embodiments as examples in conjunction with the accompanying drawings, and each of the accompanying drawings does not constitute a limitation on the embodiments of the present invention.

[0051] like Figure 1 to Figure 5(b) As shown, the modeling method of the sensor signal fault-tolerant aircraft engine input collaborative self-adjustment model includes:

[0052] S100, the engine includes a high-pressure rotor, a low-pressure rotor, a fan, a high-pressure compressor, a high-pressure turbine and a low-pressure turbine. An engine component-level model is established based on the engine. According to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t), the engine input parameter I E (t)={H(t), Ma(t), W f,E (t), A 8,E(t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E (t) is the engine nozzle area, the output value O M (t)={N L,M (t), N H,M (t), P t25,M (t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the outlet of the low-pressure turbine;

[0053] S200, obtaining the engine fuel flow W f,E (t), engine nozzle area A 8,E (t), engine low pressure rotor speed N L,E (t) and actual engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the engine component level model L,M (t) and the calculated engine pressure ratio EPR M (t);

[0054] S300, calculate the low-pressure rotor speed model calculation value N L,M Relative error ΔN of (t) L (t), and calculate the engine pressure ratio model calculation value EPR M (t) relative error ΔEPR(t);

[0055] S400, according to the self-adjusting algorithm, the value N is calculated by the low-pressure rotor speed model L,M Relative error ΔN of (t) L (t) Calculate the fuel flow adjustment ΔW at the next moment f (t+1), EPR calculated by the engine pressure ratio model M The relative error ΔEPR(t) of (t) is used to calculate the adjustment amount ΔA8(t+1) of the nozzle area at the next moment;

[0056] S500, calculating the engine fuel flow rate input into the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow rate at the next moment, and the engine nozzle area input into the engine component level model at the next moment is calculated. , where A 8,E (t+1) is the engine nozzle area at the next moment;

[0057] S600, calculating the output value of the engine component-level model at the next moment according to the model input parameter at the next moment, and using it as a virtual sensor signal for sensor signal fault tolerance.

[0058] In the preferred implementation of the sensor signal fault-tolerant aircraft engine input collaborative self-adjusting model modeling method, the engine output parameter O E (t)={N L,E (t), N H,E (t), P t25,E (t), P t6,E (t)}, where N L,E (t) is the engine low-pressure rotor speed, N H,E (t) is the engine high pressure rotor speed, P t25,E (t) is the pressure at the engine fan outlet, P t6,E (t) is the pressure at the outlet of the low-pressure turbine of the engine.

[0059] In the preferred embodiment of the sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model modeling method, in step S200, the engine pressure ratio EPR is the pressure P at the outlet of the low-pressure turbine. t6 and the fan inlet pressure P t2 The actual engine pressure ratio is , engine pressure ratio calculated by engine component level model .

[0060] In the preferred implementation of the sensor signal fault-tolerant aircraft engine input cooperative self-adjustment modeling method, in step S300, the low-pressure rotor speed N L,M Relative error ΔN of (t) L The calculation formula of (t) is , engine pressure ratio EPR M The calculation formula of the relative error of (t) is , ε is a coefficient to ensure the stability of numerical calculation.

[0061] In a preferred embodiment of the sensor signal fault-tolerant aircraft engine input collaborative self-adjustment model modeling method, in step S400, the adjustment amount of the fuel flow rate and the nozzle area calculated by the self-adjustment algorithm includes:

[0062] S401, according to the low pressure rotor speed N L,M Relative error ΔN of (t) L (t), calculate the fuel flow adjustment coefficient K1(t), and its iterative calculation formula is:

[0063]

[0064] Among them, α1 and β1 are correction coefficients,

[0065] S402, calculate the adjustment amount of fuel flow, and its iterative calculation formula is:

[0066]

[0067] Among them, γ1 and δ1 are correction coefficients,

[0068] S403, according to the engine pressure ratio EPR M The change of the relative error ΔEPR(t) of the nozzle area is used to calculate the adjustment coefficient K2(t) of the nozzle area. The iterative calculation formula is:

[0069]

[0070] Among them, α2 and β2 are correction coefficients,

[0071] S404, calculate the adjustment amount of the nozzle area, and the iterative calculation formula is:

[0072]

[0073] Among them, γ2 and δ2 are correction coefficients.

[0074] In a preferred embodiment of the sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model modeling method, in step S600, according to the next moment model input parameter I M (t+1)={H(t+1), Ma(t+1), W f,M (t+1),A 8,M (t+1)}, calculate the output value O of the engine component level model at the next moment M (t+1)={N L,M (t+1), N H,M (t+1),P t25,M (t+1), P t6,M (t+1)}.

[0075] In a preferred embodiment of the sensor signal fault-tolerant aviation engine input collaborative self-adjusting model modeling method, the engine includes a gas turbine.

[0076] In a preferred implementation of the sensor signal fault-tolerant aviation engine input collaborative self-adjusting model modeling method, the model input parameters at the next moment include the engine fuel flow input to the engine component-level model at the next moment and the engine nozzle area input to the engine model at the next moment.

[0077] In one embodiment, Figure 1 As shown, the method comprises the following steps:

[0078] S100, according to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t);

[0079] S200, obtain fuel flow W f,E (t), nozzle area A 8,E (t), low pressure rotor speed N L,E (t), engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the model L,M (t), engine pressure ratio EPR calculated by the model M (t);

[0080] S300, calculating the relative error ΔN of the engine low-pressure rotor speed L (t), calculate the relative error of the engine pressure ratio ΔEPR(t);

[0081] S400, according to the self-adjustment algorithm, the relative error ΔN of the low-pressure rotor speed L (t) Calculate the fuel flow adjustment ΔW at the next moment f (t+1), the nozzle area adjustment amount ΔA8(t+1) at the next moment is calculated based on the relative error ΔEPR(t) of the engine pressure ratio;

[0082] S500, calculating the fuel flow rate input to the engine component level model at the next moment , calculate the nozzle area of ​​the engine component level model at the next moment ;

[0083] S600, calculating the output of the engine component-level model at the next moment according to the model input parameters at the next moment, and using the model output as a virtual sensor signal for sensor signal fault tolerance.

[0084] In step S100, the engine input parameter I E (t)={H(t), Ma(t), W f,E (t), A 8,E (t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E (t) is the engine nozzle area. The engine output parameter O E (t)={N L,E (t), N H,E(t), P t25,E (t), P t6,E (t)}, where N L,E (t) is the low pressure rotor speed, N H,E (t) is the high pressure rotor speed, P t25,E (t) is the pressure at the fan outlet, P t6,E (t) is the pressure at the outlet of the low-pressure turbine.

[0085] In step S100, the output of the component-level model M (t)={N L,M (t), N H,M (t), P t25,M (t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the low-pressure turbine outlet.

[0086] In step S200, the engine pressure ratio EPR is defined as the pressure P at the outlet of the low-pressure turbine. t6 and the fan inlet pressure P t2 The actual engine pressure ratio is , the engine pressure ratio calculated by the model is .

[0087] In step S300, the calculation formula of the relative error of the low-pressure rotor speed is: , the calculation formula of the relative error of the engine pressure ratio is , ε is a coefficient to ensure the stability of numerical calculation.

[0088] In step S400, the process of calculating the adjustment amount of the fuel flow rate and the nozzle area by the self-adjusting algorithm is as follows:

[0089] S401, based on the relative error ΔN of the low-pressure rotor speed L (t), calculate the fuel flow adjustment coefficient K1(t), and its iterative calculation formula is:

[0090]

[0091] Among them, α1 and β1 are correction coefficients.

[0092] S402, calculate the adjustment amount of fuel flow, and its iterative calculation formula is:

[0093]

[0094] Among them, γ1 and δ1 are correction coefficients.

[0095] S403, according to the change of the relative error ΔEPR(t) of the engine pressure ratio, the adjustment coefficient K2(t) of the nozzle area is calculated, and its iterative calculation formula is:

[0096]

[0097] Among them, α2 and β2 are correction coefficients.

[0098] S404, calculate the adjustment amount of the nozzle area, and the iterative calculation formula is:

[0099]

[0100] Among them, γ2 and δ2 are correction coefficients.

[0101] In step S600, according to the next moment model input parameter I M (t+1)={H(t+1), Ma(t+1), W f,M (t+1), A 8,M (t+1)}, calculate the output O of the engine component level model at the next moment M (t+1)={N L,M (t+1), N H,M (t+1),P t25,M (t+1), P t6,M (t+1)}.

[0102] Figure 2(a) to Figure 5(b) The prediction errors of the models with and without input cooperative self-adjustment are compared. It can be seen that the input cooperative self-adjustment model is closer to the actual value of the engine, and the low-pressure rotor speed N L , high pressure rotor speed N H , fan outlet pressure P t25 and the pressure at the low-pressure turbine outlet P t6 The prediction error is smaller.

[0103] The input collaborative self-adjusting model modeling method disclosed in the present invention can effectively reduce the impact of the metering errors of fuel flow and nozzle area on the accuracy of the engine model, improve the accuracy of the virtual sensor signal, and is conducive to improving the fault tolerance of the sensor signal. It has application prospects in engine state monitoring and fault-tolerant control.

[0104] The sensor signal fault-tolerant aircraft engine input collaborative self-adjustment modeling system includes:

[0105] The model building unit is used to: build an engine component level model based on the engine, according to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t), the engine input parameter I E (t)={H(t), Ma(t),W f,E (t), A 8,E (t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E (t) is the engine nozzle area, the output value O M (t)={N L,M (t), N H,M (t), P t25,M (t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the outlet of the low-pressure turbine; wherein the engine includes a high-pressure rotor, a low-pressure rotor, a fan, a high-pressure compressor, a high-pressure turbine and a low-pressure turbine;

[0106] Measuring unit, which is used to: obtain the engine fuel flow W f,E (t), engine nozzle area A 8,E (t), engine low pressure rotor speed N L,E (t) and actual engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the engine component level model L,M (t) and the calculated engine pressure ratio EPR M (t);

[0107] The error calculation unit is used to calculate the low-pressure rotor speed model calculation value N L,M Relative error ΔN of (t) L (t), and calculate the engine pressure ratio model calculation value EPR M (t) relative error ΔEPR(t);

[0108] The self-adjusting unit is used to calculate the value N from the low-pressure rotor speed model according to the self-adjusting algorithm. L,M Relative error ΔN of (t) L (t) Calculate the fuel flow adjustment ΔW at the next momentf (t+1), EPR calculated by the engine pressure ratio model M (t) to calculate the relative error ΔEPR(t) of the nozzle area at the next moment ΔA8(t+1); calculate the engine fuel flow rate input to the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow rate at the next moment, and the engine nozzle area input into the engine component level model at the next moment is calculated. , where A 8,E (t+1) is the nozzle area of ​​the engine at the next moment; the output value of the engine component-level model at the next moment is calculated according to the model input parameters at the next moment, and is used as a virtual sensor signal for sensor signal fault tolerance.

[0109] A computer storage medium includes computer instructions, which, when executed on a computer, cause the computer to execute the method described above.

[0110] An electronic device, comprising:

[0111] A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein:

[0112] When the processor executes the program, the method described is implemented.

[0113] Although the embodiments of the present invention are described above in conjunction with the accompanying drawings, the present invention is not limited to the above specific embodiments and application fields, and the above specific embodiments are only illustrative and instructive, rather than restrictive. A person of ordinary skill in the art can also make many forms under the guidance of this specification and without departing from the scope of protection of the claims of the present invention, all of which belong to the protection of the present invention.

Claims

1. A method for modeling a sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model, characterized in that: The steps include: S100, establishing an engine component level model based on the engine, and according to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t), the engine input parameter I E (t)={H(t), Ma(t), W f,E (t), A 8,E (t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E (t) is the engine nozzle area, the output value O M (t)={N L,M (t), N H,M (t), P t25,M (t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the outlet of the low-pressure turbine; S200, obtaining the engine fuel flow W f,E (t), engine nozzle area A 8,E (t), engine low pressure rotor speed N L,E (t) and actual engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the engine component level model L,M (t) and the calculated engine pressure ratio EPR M (t); S300, calculate the low-pressure rotor speed model calculation value N L,M Relative error ΔN of (t) L (t), and calculate the engine pressure ratio model calculation value EPR M (t) relative error ΔEPR(t); S400, according to the self-adjusting algorithm, the value N is calculated by the low-pressure rotor speed model L,M Relative error ΔN of (t) L (t) Calculate the fuel flow adjustment ΔW at the next moment f (t+1), EPR calculated by the engine pressure ratio model M The relative error ΔEPR(t) of (t) is used to calculate the adjustment amount ΔA8(t+1) of the nozzle area at the next moment; S500, calculating the engine fuel flow rate input into the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow rate at the next moment, and the engine nozzle area input into the engine component level model at the next moment is calculated. , where A 8,E (t+1) is the engine nozzle area at the next moment; S600, calculating the output value of the engine component-level model at the next moment according to the model input parameter at the next moment, and using it as a virtual sensor signal for sensor signal fault tolerance.

2. The method for modeling a sensor signal fault-tolerant aircraft engine input collaborative self-adjusting model according to claim 1, characterized in that: Preferably, the engine output parameter O E (t)={N L,E (t), N H,E (t), P t25,E (t), P t6,E (t)}, where N L,E (t) is the engine low-pressure rotor speed, N H,E (t) is the engine high pressure rotor speed, P t25,E (t) is the pressure at the engine fan outlet, P t6,E (t) is the pressure at the outlet of the low-pressure turbine of the engine.

3. The method for modeling a sensor signal fault-tolerant aircraft engine input collaborative self-adjusting model according to claim 2, characterized in that: In step S200, the engine pressure ratio EPR is the pressure P at the outlet of the low-pressure turbine. t6 and the fan inlet pressure P t2 The actual engine pressure ratio is , engine pressure ratio calculated by engine component level model .

4. The method for modeling a sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model according to claim 3, characterized in that: In step S300, the low-pressure rotor speed N L,M Relative error ΔN of (t) L The calculation formula of (t) is , engine pressure ratio EPR M The calculation formula of the relative error of (t) is , ε is a coefficient to ensure the stability of numerical calculation.

5. The method for modeling a sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model according to claim 4, characterized in that: In step S400, the adjustment amount of the fuel flow rate and the nozzle area calculated by the self-adjustment algorithm includes: S401, according to the low pressure rotor speed N L,M Relative error ΔN of (t) L (t), calculate the fuel flow adjustment coefficient K1(t), and its iterative calculation formula is: , Among them, α1 and β1 are correction coefficients, S402, calculate the adjustment amount of fuel flow, and its iterative calculation formula is: , Among them, γ1 and δ1 are correction coefficients, S403, according to the engine pressure ratio EPR M The change of the relative error ΔEPR(t) of the nozzle area is used to calculate the adjustment coefficient K2(t). The iterative calculation formula is: , Among them, α2 and β2 are correction coefficients, S404, calculate the adjustment amount of the nozzle area, and its iterative calculation formula is: , Among them, γ2 and δ2 are correction coefficients.

6. The method for modeling a sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model according to claim 5, characterized in that: In step S600, according to the next moment model input parameter I M (t+1)={H(t+1), Ma(t+1), W f,M (t+1), A 8,M (t+1)}, calculate the output value O of the engine component level model at the next moment M (t+1)={N L,M (t+1), N H,M (t+1), P t25,M (t+1), P t6,M (t+1)}.

7. The method for modeling a sensor signal fault-tolerant aircraft engine input cooperative self-adjusting model according to claim 1, characterized in that: The engine comprises a gas turbine.

8. A sensor signal fault-tolerant aircraft engine input collaborative self-adjusting model modeling system, characterized in that: include: The model building unit is used to: build an engine component level model based on the engine, according to the engine input parameter I E (t) Calculate the output value of the engine component level model O M (t), the engine input parameter I E (t)={H(t), Ma(t), W f,E (t), A 8,E (t)}, where H(t) is the altitude, Ma(t) is the Mach number, and W f,E (t) is the engine fuel flow and A 8,E (t) is the engine nozzle area, the output value O M (t)={N L,M (t), N H,M (t), P t25,M (t), P t6,M (t)}, where N L,M (t) is the model calculated value of the low-pressure rotor speed, N H,M (t) Model calculated value of high pressure rotor speed, P t25,M (t) Model calculated value of fan outlet pressure, P t31,M (t) is the model calculated value of the pressure at the high pressure compressor outlet, P t6,M (t) is the model calculated value of the pressure at the outlet of the low-pressure turbine; Measuring unit, which is used to: obtain the engine fuel flow W f,E (t), engine nozzle area A 8,E (t), engine low pressure rotor speed N L,E (t) and actual engine pressure ratio EPR E (t), low-pressure rotor speed N calculated by the engine component level model L,M (t) and the calculated engine pressure ratio EPR M (t); The error calculation unit is used to calculate the low-pressure rotor speed N L,M Relative error ΔN of (t) L (t), and calculate the engine pressure ratio EPR M (t) relative error ΔEPR(t); The self-adjusting unit is used to calculate the value N from the low-pressure rotor speed model according to the self-adjusting algorithm. L,M Relative error ΔN of (t) L (t) Calculate the fuel flow adjustment ΔW at the next moment f (t+1), EPR calculated by the engine pressure ratio model M (t) to calculate the relative error ΔEPR(t) of the nozzle area at the next moment ΔA8(t+1); calculate the engine fuel flow rate input to the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow rate at the next moment, and the engine nozzle area input into the engine component level model at the next moment is calculated. , where A 8,E (t+1) is the nozzle area of ​​the engine at the next moment; the output value of the engine component-level model at the next moment is calculated according to the model input parameters at the next moment, and is used as a virtual sensor signal for sensor signal fault tolerance.

9. A computer storage medium, characterized in that The storage medium includes computer instructions, which, when executed on a computer, enable the computer to execute the method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: The electronic device comprises: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

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