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

Abstract

A sensor signal fault-tolerant aviation engine input collaborative self-adjustment modeling method, system, medium and equipment are disclosed. In the method, the output value of the engine component-level model is calculated based on the engine input parameters, and the engine component-level model calculates the low-pressure rotor speed and the engine pressure ratio; the relative error of the low-pressure rotor speed is calculated, and the relative error of the engine pressure ratio is calculated; according to the self-adjustment algorithm, the adjustment amount of the fuel flow at the next moment is calculated from the relative error of the low-pressure rotor speed, and the adjustment amount of the nozzle area at the next moment is calculated from the relative error of the engine pressure ratio; the fuel flow input to the engine component-level model at the next moment is calculated, and the nozzle area input to the engine component-level model at the next moment is calculated; the output value of the engine component-level model at the next moment is calculated based on the model input parameters at the next moment, and is used as a virtual sensor 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 critical input parameters for aircraft engines, determining their operating status. The accuracy of fuel flow measurement is primarily influenced by factors such as fuel density, metering valve opening, and the pressure differential across the metering valve. The accuracy of nozzle area measurement is primarily affected by factors such as nozzle aerodynamic loads, thermal deformation of the mechanism, and return errors. One approach to providing virtual sensor signals for air path sensors is to use an engine component-level model. This model is constructed based on air path dynamics and rotor dynamics. Fuel flow rate and nozzle area serve as inputs to the engine component-level model. Metering errors in these two parameters can affect the accuracy of the engine model's output parameters, namely the accuracy of the virtual sensor signal, and thus the fault tolerance 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 aero-engine input collaborative self-adjusting model with fault-tolerant sensing 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 sensing signal provided by the model.

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

[0006] S100, establishing an engine component level model based on the engine, and according to the engine input parameters I E (t) Calculate the output value O of the engine component level model 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 rate 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 low-pressure turbine outlet;

[0007] S200, obtaining 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 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 value EPR M The relative error of (t) 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 to the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow 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: Calculate the output value of the engine component-level model at the next moment according to the model input parameters at the next moment, and use it as a virtual sensor signal for sensor signal fault tolerance.

[0012] In the sensor signal fault-tolerant aviation engine input collaborative self-adjustment 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 collaborative 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-adjustment modeling method, in step S300, the low-pressure rotor speed N L,M Relative error ΔN of (t) L The calculation formula for (t) is , engine pressure ratio EPR M The calculation formula for 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 modeling method, in step S400, the adjustment amount of fuel flow rate and 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). 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 collaborative 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-adjusting 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 O of the engine component level model 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 rate 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 low-pressure turbine outlet;

[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 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 value EPR M The relative error of (t) 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 The relative error ΔEPR(t) of (t) is used to calculate the nozzle area adjustment ΔA8(t+1) at the next moment; the engine fuel flow rate input to the engine component level model at the next moment is calculated , where W f,E (t+1) is the engine fuel flow 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 existing technology, the beneficial effects of the present disclosure are: this method can reduce the impact of the metering errors of fuel flow and 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 status monitoring and fault-tolerant control. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Various other advantages and benefits of the present invention will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are intended only to illustrate preferred embodiments and are not to be construed as limiting the present invention. It should be understood that the drawings described below are merely examples of the present invention, and that those skilled in the art will be able to derive other drawings from these drawings without inventive effort. Throughout the drawings, identical reference numerals are used to denote identical components.

[0041] In the attached figure:

[0042] Figure 1 This is a flow chart of a method for modeling an engine input collaborative self-adjusting model 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 collaborative self-adjusting model provided by one 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 collaborative 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 will be further explained below with reference to the accompanying drawings and embodiments. DETAILED DESCRIPTION

[0048] Specific embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although 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. Rather, these embodiments are provided 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 invention. The scope of protection of the present invention shall be as defined in the attached claims.

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

[0051] like Figures 1 to 5(b) As shown in FIG, 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 parameters I E (t) Calculate the output value O of the engine component level model 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 rate 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 low-pressure turbine outlet;

[0053] S200, obtaining 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 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 value EPR M The relative error of (t) 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 to the engine component level model at the next moment , where W f,E (t+1) is the engine fuel flow 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: Calculate the output value of the engine component-level model at the next moment according to the model input parameters at the next moment, and use it as a virtual sensor signal for sensor signal fault tolerance.

[0058] In the preferred embodiment of the sensor signal fault-tolerant aviation 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 a preferred embodiment of the sensor signal fault-tolerant aircraft engine input collaborative 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 a preferred embodiment of the sensor signal fault-tolerant aircraft engine input collaborative 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 for (t) is , engine pressure ratio EPR M The calculation formula for 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 modeling method, in step S400, the adjustment amount of fuel flow rate and 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). 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 method for modeling a fault-tolerant aircraft engine input cooperative self-adjusting model, in step S600, the input parameter I of the model at the next moment is 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 modeling method, the engine includes a gas turbine.

[0076] In a preferred embodiment 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 includes the following steps:

[0078] S100, according to the engine input parameter I E (t) Calculate the output value O of the engine component level model 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 At (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: Calculate 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 rate 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 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 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 for 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 fuel flow rate and nozzle area by the self-adjustment 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, based on the change in the relative error ΔEPR(t) of the engine pressure ratio, calculate the nozzle area adjustment coefficient K2(t). The 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, the 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 status monitoring and fault-tolerant control.

[0104] The sensor signal fault-tolerant aircraft engine input collaborative self-adjusting model 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 O of the engine component level model 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 rate 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 low-pressure turbine outlet; 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 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 value EPR M The relative error of (t) 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 The relative error ΔEPR(t) of (t) is used to calculate the nozzle area adjustment ΔA8(t+1) at the next moment; the engine fuel flow rate input to the engine component level model at the next moment is calculated , where W f,E (t+1) is the engine fuel flow 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 have been described above with reference to the accompanying drawings, the present invention is not limited to the above-mentioned specific embodiments and application fields. The above-mentioned specific embodiments are merely illustrative and instructive, and are not restrictive. A person skilled in the art, guided by this specification and without departing from the scope of protection of the claims of the present invention, may also devise various forms, all of which fall within the scope of protection of the present invention.

Claims

1. A method for modeling a sensor signal fault-tolerant aircraft engine input collaborative self-adjusting model, characterized by: The steps include: S100, establishing an engine component level model based on the engine, and according to the engine input parameters I E (t) Calculate the output value O of the engine component level model 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 rate 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 low-pressure turbine outlet; S200, obtaining 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 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 value EPR M The relative error of (t) 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: 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 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: Calculate the output value of the engine component-level model at the next moment according to the model input parameters at the next moment, and use 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: 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 collaborative 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 for (t) is , engine pressure ratio EPR M The calculation formula for 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 collaborative self-adjusting model according to claim 4, characterized in that: In step S400, the adjustment amount of the fuel flow rate and 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 the 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 collaborative self-adjusting model according to claim 5, characterized in that: In step S600, the 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 collaborative self-adjusting model according to claim 1, characterized in that: The engine includes a gas turbine.

8. A sensor signal fault-tolerant aircraft engine input collaborative self-adjusting modeling system, characterized by: 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 O of the engine component level model 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 rate 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 low-pressure turbine outlet; 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 calculated engine pressure ratio EPR M (t); Error calculation unit, which 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 The relative error of (t) 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 The relative error ΔEPR(t) of (t) is used to calculate the nozzle area adjustment ΔA8(t+1) at the next moment; the engine fuel flow rate input to the engine component level model at the next moment is calculated , where W f,E (t+1) is the engine fuel flow 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 perform 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.

Images