Steering engine and piezoelectric hybrid driven flexible variable camber wing control system and method

Abstract

The invention relates to a steering engine and piezoelectric hybrid driven flexible variable camber wing control system and method, belongs to the technical field of aerospace, solves the problems of narrow dynamic response frequency band and insufficient high-frequency disturbance suppression ability in the prior art, and comprises the following steps: S1, setting a real-time shape control module and a multi-mode sensing feedback module based on aeroelastic coupling; s2, acquiring flight state parameters of the aircraft in real time through flight control, calculating to obtain an optimal wing trailing edge camber curve in a current flight state, and converting the optimal wing trailing edge camber curve into a steering engine driving instruction; s3, a steering engine pulls a flexible structure of the trailing edge of the wing to achieve control surface deflection, a strain gauge monitors the actual deformation amount of the trailing edge of the wing in real time, and an error signal is generated; s4, providing a driving voltage for the piezoelectric plate; s5, detecting the strain of the wing in real time through a strain gauge, and dynamically calculating the driving voltage of a piezoelectric patch; and S6, the piezoelectric plate generates vibration based on the received driving voltage and outputs reverse strain, and the trailing edge of the wing is driven to generate vibration.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and particularly to a control system and method for a flexible variable camber wing driven by a servo and piezoelectric hybrid drive. Background Art

[0002] By actively adjusting the shape of the trailing edge of the wing, a flexible variable camber wing can significantly improve the aerodynamic efficiency of the aircraft, and has become an important development direction for the design of a new generation of aircraft.

[0003] Traditional wing variable camber control mainly relies on servo drive, and realizes trailing edge deflection through mechanical linkages or flexible mechanisms. However, the dynamic response speed of servo drive is limited by mechanical inertia, and can only effectively cover low-frequency control requirements, and it is difficult to suppress broadband aerodynamic disturbances such as turbulence and gusts. In addition, the servo is prone to phase lag and amplitude attenuation during large-range deflection, resulting in a significant deviation between the actual deformation and the target shape, which seriously restricts the control accuracy in a dynamic environment.

[0004] Therefore, there is a need in the art for an improved wing variable camber control method that can compensate for the phase lag provided by servo control and suppress aerodynamic disturbances. Summary of the Invention

[0005] In view of the above problems, the present invention proposes a control system and method for a flexible variable camber wing driven by a servo and piezoelectric hybrid drive, including a control framework for a flexible variable camber wing jointly driven by a servo and an MFC, which calculates the target shape corresponding to the optimal lift-drag ratio in real time through an onboard aeroelastic solver, and designs a double-layer control path: the servo dominates the low-frequency large-range shape adjustment, and the MFC is responsible for suppressing high-frequency gust disturbances. This solution not only breaks through the performance boundaries of single drive technologies, but also deeply integrates aerodynamic optimization and dynamic control, providing an innovative solution for the engineering application of flexible variable camber wings.

[0006] In order to overcome the problems such as narrow dynamic response frequency band and insufficient high-frequency disturbance suppression ability in the existing flexible variable camber wing control technology, according to an embodiment of the present invention, there is provided a control system and method for a flexible variable camber wing driven by a servo and piezoelectric hybrid drive, a hybrid drive control framework, to achieve wide-band and high-precision wing variable camber control.

[0007] A control method for a flexible variable camber wing driven by a servo and piezoelectric hybrid drive according to an embodiment of the present invention includes the following steps:

[0008] Step S1, setting up a real-time shape control module based on aeroelastic coupling and a multi-modal sensing feedback module, including arranging a servo inside the trailing edge of the wing, arranging a piezoelectric sheet on one side of the active rib at the trailing edge of the wing, arranging a strain gauge at the corresponding position on the other side, and arranging a strain gauge at the wing root of the wing;

[0009] Step S2, during the flight of the aircraft, the flight state parameters of the aircraft are obtained in real time through the flight control, and the air-elastic coupling solver is called by the on-board computer to calculate the target shape of the wing corresponding to the optimal lift-drag ratio in real time, and the optimal wing trailing-edge camber curve under the current flight state is calculated, which is converted into a servo drive command and output to the servo;

[0010] Step S3, the servo pulls the flexible structure at the trailing edge of the wing to achieve flap deflection according to the received servo drive command; the actual deformation of the trailing edge of the wing is monitored in real time through the strain gauges arranged on the active ribs and provided to the flight control, and an error signal is generated by comparing the actual deformation with the target deflection angle;

[0011] Step S4, an adaptive PID controller is constructed, and according to the error signal, the driving voltage for the piezoelectric sheet is provided, so that the piezoelectric sheet generates a small strain to drive the compensating bending of the trailing edge of the wing;

[0012] Step S5, the strain of the wing is detected in real time through the strain gauges at the wing root, and the centroid acceleration of the aircraft is collected in real time, and the integrated value of the two is provided to the adaptive PID controller to dynamically calculate the driving voltage of the piezoelectric sheet;

[0013] Step S6, the driving voltage of the piezoelectric sheet calculated by the adaptive PID is provided to the piezoelectric sheet at the trailing edge of the wing, and the piezoelectric sheet generates vibration to output a reverse strain, driving the trailing edge of the wing to vibrate to achieve the effect of dynamic suppression.

[0014] Optionally, step S1 further includes:

[0015] Connect the servo of one side wing to an output channel of the flight control;

[0016] Connect the piezoelectric sheet of one side wing to an output channel of the flight control through a voltage amplification circuit;

[0017] Connect the strain gauges of one side wing to an input channel of the flight control via a strain gauge transmitter and a signal conversion board, where the strain gauge transmitter converts the voltage signal generated by the deformation of the strain gauge into a digital signal recognizable by the computer, and the flight control reads the real-time data of the strain gauge through the signal conversion board;

[0018] The other side wing is set in the same way.

[0019] Optionally, in step S2: the flight state parameters of the aircraft obtained in real time through the flight control include flight altitude, air density, flight Mach number, and angle of attack.

[0020] Optionally, step S5 specifically includes: detecting the strain of the wing in real time through the strain gauges arranged at the wing root, and transmitting the obtained strain signal to the flight control through the signal conversion board; the flight control synchronously collects the z-axis acceleration signal at the center of mass of the fuselage, and generates a comprehensive vibration index with the strain signal through a weighted fusion algorithm; inputting the obtained comprehensive vibration index into an adaptive PID controller to dynamically calculate the driving voltage of the piezoelectric sheet.

[0021] According to another embodiment of the present invention, a servo and piezoelectric hybrid drive flexible variable camber wing control system includes:

[0022] A flight control that obtains flight state parameters during flight and is used to calculate the target shape of the wing corresponding to the optimal lift-drag ratio in real time;

[0023] A real-time shape control module based on aeroelastic coupling, including an aeroelastic coupling solver and a dual-drive collaborative module. The dual-drive collaborative module includes a servo drive layer and a piezoelectric drive layer arranged inside the trailing edge of the wing;

[0024] A dynamic suppression module, including a multi-modal sensing feedback module and an adaptive PID controller;

[0025] The aeroelastic coupling solver, based on the flight state parameters obtained from the flight control in real time, calculates the target shape of the wing corresponding to the optimal lift-drag ratio in real time, obtains a dynamic signal, and calculates the optimal trailing edge camber curve under the current flight state.

[0026] Optionally: the servo drive layer includes a servo, and the servo is connected to the trailing edge of the wing by wire drive or mechanical drive to pull the flexible structure of the trailing edge of the wing to achieve rudder surface deflection and provide a large-stroke driving force; the piezoelectric drive layer includes piezoelectric sheets distributedly pasted on the active ribs at the trailing edge of the wing and a voltage amplification circuit connected to the piezoelectric sheets.

[0027] Optionally, the output channels of the flight control include an output channel directly connected to the servo of the servo drive layer and an output channel connected to the voltage amplification circuit of the piezoelectric drive layer.

[0028] Optionally, the multi-modal sensing feedback module includes: strain gauges pasted on the side of the active ribs at the trailing edge of the wing opposite to the piezoelectric sheets for measuring the deformation of the trailing edge of the wing; strain gauges pasted at the wing root for measuring the strain of the wing root; a strain gauge transmitter that converts the voltage signal generated by the deformation of the strain gauge into a digital signal recognizable by a computer; a signal conversion board that communicatively connects the strain gauge to the flight control to enable the flight control to read the real-time data of the strain gauge.

[0029] Compared with the prior art, the servo and piezoelectric hybrid drive flexible variable camber wing control system and method provided according to the embodiments of the present invention have at least the following beneficial effects.

[0030] 1) Wide - band control: The servo covers low - frequency large - displacement adjustment (0 - 5Hz), and the MFC suppresses high - frequency disturbances (5 - 50Hz), expanding the control frequency band.

[0031] 2) Lift - to - drag ratio optimization: Embed the aeroelastic solver into the real - time control closed - loop. By solving the optimal shape in real - time, improve the aerodynamic efficiency of the aircraft and achieve the wing camber optimization for adaptive flight states.

[0032] 3) Strong robustness: The dynamic suppression module can adapt to complex aerodynamic environments such as turbulence and gusts.

[0033] 4) Engineering generality: Applicable to the flexible wing surface control of unmanned aerial vehicles, large airliners, and spacecraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required in the embodiments. By referring to the drawings, the features and advantages of the present invention can be more clearly understood. The drawings are schematic and should not be construed as imposing any limitations on the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0035] Figure 1 It is a logic block diagram of a flexible variable - camber wing control system based on servo and piezoelectric hybrid drive provided according to an embodiment of the present invention.

[0036] Figure 2 It is a schematic diagram of the collaborative drive of the servo and MFC in an embodiment of the flexible variable - camber wing control system based on servo and piezoelectric hybrid drive provided according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] In order to more clearly understand the above - mentioned objects, features, and advantages of the present invention, the following further describes the present invention in detail with reference to the drawings and specific embodiments. It should be noted that, without conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0038] In the following description, many specific details are set forth in order to fully understand the present invention. However, the present invention can also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited by the specific embodiments disclosed below.

[0039] The following details the servo and piezoelectric hybrid - drive - based flexible variable - camber wing control system and method provided according to an embodiment of the present invention with reference to the drawings.

[0040] As Figure 1As shown, the servo and piezoelectric hybrid-driven flexible variable camber wing control system provided according to the first embodiment of the present invention proposes a "shape control - dynamic suppression collaborative framework", which realizes high-precision control of the flexible variable camber wing through the hybrid drive of the servo and piezoelectric fiber composite material (MFC), combined with aerodynamic optimization and broadband disturbance suppression.

[0041] Referring to Figure 1 , the servo and piezoelectric hybrid-driven flexible variable camber wing control system provided according to the first embodiment of the present invention includes: a flight control unit, a real-time shape control module based on aeroelastic coupling, and a dynamic suppression module. The flight control unit obtains flight state parameters during the flight of the aircraft and is used to calculate the target shape of the wing corresponding to the optimal lift-drag ratio in real time. This embodiment provides at least the following advantages through the hybrid drive of piezoelectric and servo: reducing the phase lag and amplitude attenuation generated by traditional servo drive during control, and realizing more accurate real-time wing shape control; in addition, using the high-frequency response characteristics of piezoelectric to achieve gust alleviation.

[0042] The real-time shape control module based on aeroelastic coupling includes: an aeroelastic coupling solver and a dual-drive collaborative module. The dual-drive collaborative module includes a servo drive layer and a piezoelectric drive layer arranged inside the trailing edge of the wing, thus integrating the servo drive method and the piezoelectric drive method inside the trailing edge of the wing. The aeroelastic coupling solver can be a CFD / CSD co-simulation model. The aeroelastic coupling solver can be installed in an on-board computer.

[0043] Based on the target shape of the wing corresponding to the optimal lift-drag ratio obtained from the flight state parameters such as angle of attack and Mach number obtained in real time from the flight control unit, the aeroelastic coupling solver processes to obtain a dynamic signal, and based on this dynamic signal, calculates the optimal trailing edge camber curve under the current flight state.

[0044] The servo drive layer includes a servo, and the servo is connected to the trailing edge of the wing by wire drive or mechanical drive to pull the flexible structure of the trailing edge of the wing to achieve aileron deflection, providing a large stroke driving force and realizing low-frequency and large-range camber adjustment.

[0045] The piezoelectric drive layer includes piezoelectric patches distributed and pasted on the active ribs at the trailing edge of the wing, and a voltage amplification circuit connected to the piezoelectric patches. The piezoelectric patches are piezoelectric fiber composite (MFC) patches, and the inverse piezoelectric effect of the piezoelectric fiber composite patches is utilized to achieve high-frequency and micro-amplitude compensation. The piezoelectric patches can be pasted on a spring steel sheet through epoxy resin and then pasted to the active ribs at the trailing edge of the wing. Optionally, the spring steel sheet can have a thickness of 0.1 mm. The voltage amplification circuit is used to amplify the signal voltage output by the flight control by a certain ratio and then transmit it to the piezoelectric patches to drive the piezoelectric patches. Specifically, the flight control outputs a voltage of approximately 0 - 5V to the voltage amplification circuit, which is amplified by the voltage amplification circuit to form a high-voltage signal of -500V to +1500V, provided to the piezoelectric patches and driving the piezoelectric patches to deform. When the signal voltage provided to the piezoelectric patches is -500V to 0V, the piezoelectric patches contract, driving the upper surface of the spring steel sheet to contract, thereby causing the control surface to deflect upward; when the signal voltage provided to the piezoelectric patches is 0V to 1500V, the piezoelectric patches elongate, driving the upper surface of the spring steel sheet to elongate, and the control surface deflects downward. In the servo drive layer, due to a certain delay in the mechanical response speed of the servo, a phase lag in the response is generated; while the piezoelectric patches respond quickly to the signal voltage, and a certain phase can be compensated to jointly achieve fast control with the servo. In addition, since the deformation of the piezoelectric patches is small, usually at the micron level, there will be no large deformation when driving the trailing edge of the wing. Thus, high-frequency and micro-amplitude compensation can be achieved through the piezoelectric patches.

[0046] The output channels of the flight control include the output channels directly connected to the servos in the servo drive layer and the output channels connected to the voltage amplification circuit in the piezoelectric drive layer. When controlling, the flight control simultaneously provides different drive signals to the servos and the piezoelectric patches respectively to achieve the effect of hybrid drive.

[0047] In the real-time shape control module based on aeroelastic coupling, the servos in the servo drive layer pull the trailing edge of the wing through wire drive to achieve a large deflection angle of the trailing edge of the wing, and at the same time provide an electrical signal to the piezoelectric patches in the piezoelectric drive layer, causing the piezoelectric patches to drive the trailing edge of the wing to deflect slightly, reducing the error between the deflection angle of the trailing edge of the wing and the expected deflection angle. Thus, the problems of amplitude attenuation and phase lag caused by only changing the trailing edge of the wing through servo drive can be avoided.

[0048] During flight, first, the flight control obtains flight state parameters such as the angle of attack and Mach number in real time, and calculates the target shape of the wing corresponding to the optimal lift-to-drag ratio in real time. Then, the aeroelastic coupling solver (CFD / CSD joint simulation model) is called for calculation to obtain a dynamic signal. Based on this dynamic signal, the optimal trailing edge camber curve under the current flight state is obtained and converted into a servo drive command, that is, the target deflection angle θ target . Since during flight, the angle of attack and Mach number of the aircraft are both changing in real time, the target deflection angle θ targetis a dynamic signal.

[0049] The low-frequency commands in the dynamic signal output by the flight control are allocated to the servo: The servo receives this low-frequency command as an attitude control command and pulls the flexible structure at the trailing edge of the wing to achieve aileron deflection. To address the issue of amplitude attenuation, the actual deformation θ of the key points at the trailing edge of the wing is monitored in real time through strain gauges set at the trailing edge of the wing. actual , and compared with the target deflection angle θ target to generate an error signal, an adaptive PID controller is constructed, and the driving voltage for the piezoelectric patch is output. The small strain of the piezoelectric patch is used to compensate for problems such as the mechanical transmission lag of the servo, so as to achieve high-precision tracking of the actual deformation to the target deflection angle. Optionally, in other embodiments, other types of displacement sensors can also be used to replace the strain gauges.

[0050] Dynamic phase compensation: The dynamic signal passes through an adaptive PID controller to generate a piezoelectric control signal. Since the piezoelectric response speed is faster, it can effectively reduce the phase lag problem caused by the response of a single servo.

[0051] The dynamic suppression module is used to play a role in gust alleviation and includes a multimodal sensing feedback module and an adaptive PID controller.

[0052] The multimodal sensing feedback module includes: Strain gauges are pasted on the side of the active rib at the trailing edge of the wing opposite to the piezoelectric patch to measure the deformation of the trailing edge of the wing, and strain gauges are pasted at the wing root to measure the wing root strain; a strain gauge transmitter and a signal conversion board are used to communicatively connect the strain gauges to the flight control. The strain gauge transmitter converts the voltage signal generated by the deformation of the strain gauge into a digital signal that can be recognized by a computer, and the flight control can read the real-time data of the strain gauges through the signal conversion board. Optionally, the signal conversion board can be a single-chip microcomputer.

[0053] Through the multimodal sensing feedback module, the change trend of the wing root load is obtained based on the measurement results of the strain gauges, and the vibration condition of the aircraft's center of mass is judged through the acceleration in the z-axis direction measured by the flight control. The multimodal sensing feedback module takes the integrated value of the load at the wing root and the acceleration in the z-axis direction of the aircraft's center of mass as the input, and through the adaptive PID controller, phase compensation and amplitude amplification are performed on the high-frequency vibration components to generate a driving voltage signal V mfc (t), and its mathematical expression is:

[0054]

[0055] a high (t) = 0.7ε root (t) + 0.3a z (t)

[0056] where, K p, K d are the adaptive gain coefficients, a high (t) represents the integrated value of the load at the wing root and the acceleration of the aircraft's center of mass in the z-axis direction, t represents time, and ε root represents the strain at the wing root measured in real time, a z represents the z-axis acceleration signal at the center of mass of the fuselage.

[0057] The piezoelectric sheet generates the inverse piezoelectric effect according to the received drive voltage signal V mfc (t) and outputs the reverse strain ε mfc (t), thereby canceling the high-frequency vibration energy of the wing and reducing the vibration of the wing root load and the aircraft's center of mass in the z-axis direction.

[0058] The following describes the control method for the servo and piezoelectric hybrid-driven flexible variable camber wing provided according to the second embodiment of the present invention.

[0059] The control method for the servo and piezoelectric hybrid-driven flexible variable camber wing provided according to the second embodiment of the present invention includes the following steps.

[0060] Step S1, set up a real-time shape control module based on aeroelastic coupling and a multi-modal sensing feedback module, including setting the servo inside the trailing edge of the wing, and pasting multiple piezoelectric sheets (piezoelectric fiber composite (MFC) patches) on one side of the active rib at the trailing edge of the wing, pasting strain gauges at the corresponding positions on the other side of the active rib and the piezoelectric sheets, and pasting strain gauges at the wing root of the wing. Connect the servo of one side of the wing to an output channel of the flight control, connect the piezoelectric sheets of one side of the wing to an output channel of the flight control through a voltage amplification circuit, and connect the strain gauges of one side of the wing to an input channel of the flight control via a strain gauge transmitter and a signal conversion board. The strain gauge transmitter converts the voltage signal generated by the deformation of the strain gauge into a digital signal that can be recognized by a computer. The flight control reads the real-time data of the strain gauge through the signal conversion board. The other side of the wing is set up in the same way.

[0061] Step S2, during the flight of the aircraft, the flight control obtains the flight state parameters of the aircraft in real time, including flight altitude, air density, flight Mach number, angle of attack and other flight state parameters, calculates the target shape of the wing corresponding to the optimal lift-to-drag ratio in real time, and then calls the aeroelastic coupling solver (CFD / CSD joint simulation model) for calculation. Through the target shape of the wing, the optimal trailing edge camber curve of the wing under the current flight state is calculated and converted into a servo drive command, that is, the target deflection angle θ target , and output to the servo.

[0062] Step S3, the servo pulls the flexible structure at the trailing edge of the wing to achieve the deflection of the control surface according to the received servo drive command, and at the same time, the actual deformation amount θ of the trailing edge of the wing is monitored in real time through the strain gauges arranged on the active ribactual , and provided to the flight control, and the actual deformation amount is compared with the target deflection angle θ target to generate an error signal. During this process, the amplitude attenuation problem is monitored through strain gauges. The actual deformation amount of the trailing edge of the wing can be the actual deformation amount detected by the strain gauges set at the key points of the trailing edge of the wing.

[0063] Step S4, construct an adaptive PID controller. According to the error signal, provide the driving voltage for the piezoelectric sheet, so that the piezoelectric sheet generates a small strain, drive the compensating bending of the trailing edge of the wing, solve problems such as mechanical transmission lag, and provide high-frequency micro-amplitude compensation for the response phase lag of the servo, so as to achieve the actual deformation amount θ actual to the target deflection angle θ target for high-precision tracking.

[0064] Step S5, the strain of the wing is detected in real time through the strain gauges set at the wing root of the wing, and the strain signal is transmitted to the flight control through the signal conversion board. The flight control synchronously collects the z-axis acceleration signal at the center of mass of the fuselage, and generates a comprehensive vibration index with the strain signal through a weighted fusion algorithm:

[0065] a high (t)=0.7ε root +0.3a z

[0066] where ε root represents the strain of the wing root measured in real time, and a z represents the z-axis acceleration signal at the center of mass of the fuselage.

[0067] Input the obtained comprehensive vibration index into the PID controller, and dynamically calculate the driving voltage of the piezoelectric sheet:

[0068]

[0069] where K p , K d are the adaptive gain coefficients respectively, a high (t) represents the integrated value of the load at the wing root and the acceleration of the aircraft center of mass in the z-axis direction, and t represents time.

[0070] Step S6, after processing the driving voltage of the piezoelectric sheet calculated by the PID through a high-voltage amplifier, provide it to the piezoelectric sheet at the trailing edge of the wing. The piezoelectric sheet generates a vibration output reverse strain based on the received driving voltage, drives the trailing edge of the wing to vibrate, and achieves the effect of dynamic suppression, thereby reducing the vibration of the wing root load and the aircraft center of mass in the z-axis direction.

[0071] Example 1: Realization of real-time camber optimization

[0072] To achieve real-time camber optimization of a flexible wing, an on-board computer is arranged inside the aircraft as a controller to solve the optimal state in real time; the actuator is a real-time shape control module based on aeroelastic coupling arranged at the trailing edge of the wing, which drives the servo to pull the trailing edge of the flexible wing through a wire drive to change the wing camber; and the deformation of the trailing edge measured by the strain gauges arranged at the trailing edge of the wing is compared with the expected deformation, and negative feedback is added to the PID, so as to perform real-time control and optimization of the trailing edge camber of the wing to obtain better aerodynamic performance.

[0073] The flight control system obtains the flight state parameters of the aircraft in real time, including data such as flight altitude, air density, flight Mach number, and angle of attack. Based on the corresponding flight state parameters, the aeroelastic coupling solver built into the on-board computer can generate the optimal camber distribution curve of the trailing edge in this state and transmit it back to the flight control system to control the servo.

[0074] After receiving the control signal, the flight control system subtracts the deformation of the trailing edge measured by the displacement sensor in real time from the target value to output the corresponding drive signal to control the servo. At the same time, it also has a driving effect on the piezoelectric patch, improving its response speed while reducing amplitude attenuation and phase lag, and finally realizing real-time optimization of the trailing edge camber of the wing.

[0075] Embodiment 2: Realization of MFC dynamic suppression

[0076] To achieve dynamic suppression of wing flutter, the flight control system arranged inside the aircraft can obtain the centroid acceleration of the aircraft and combine it with the deformation of the strain gauges arranged at the wing root. After being processed by the PID, the corresponding driving voltage of the piezoelectric patch is generated to cancel the vibration.

[0077] The flight control system of the flight control system measures the centroid acceleration signal of the aircraft in real time and simultaneously receives the strain generated by the spanwise strain gauges arranged at the wing root. By processing the data of the two input sensors, the flight control system calculates the vibration signal at this time and feeds it back.

[0078] The vibration signal output by the flight control system first needs to be preprocessed by a designed band-pass filter. The band-pass filter will re-extract the high-frequency components with frequencies in the range of 5 - 50 Hz in the vibration signal and feed them back to the adaptive PID controller.

[0079] The adaptive PID controller designed based on the test results can convert the processed vibration signal into an MFC driving voltage signal that can provide phase compensation. The generated driving voltage signal will drive the MFC patch to generate the corresponding reverse deformation, cancel the wing vibration energy, and thus suppress its flutter.

[0080] All the above optional technical solutions can be combined arbitrarily to form the optional embodiments of this application, which will not be elaborated one by one here.

[0081] It should be understood that the sequence numbers of the steps in the above embodiments do not imply the order of execution. The order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0082] As described above, the above are only the preferred specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A control method for a flexible variable-camber wing driven by a servo and piezoelectric hybrid, characterized in that: The following steps are involved: Step S1, setting a real-time shape control module based on gas-elastic coupling and a multi-modal sensor feedback module, including setting a servo inside the trailing edge of the wing, setting a piezoelectric sheet on one surface of the active rib of the trailing edge of the wing, and setting a strain gauge on the other surface corresponding to the piezoelectric sheet, and setting a strain gauge at the root of the wing; Step S2, during the flight of the aircraft, the flight state parameters are obtained in real time through the flight control, the airborne computer calls the aeroelastic coupling solver to solve the wing target shape corresponding to the optimal lift-to-drag ratio in real time, and the optimal wing trailing edge camber curve under the current flight state is calculated, converted into a steering gear drive command, and output to the steering gear; Step S3, the servo pulls the flexible structure at the trailing edge of the wing to deflect the rudder surface according to the received servo drive command; the actual deformation of the trailing edge of the wing is monitored in real time by the strain gauges arranged on the active ribs, and the information is provided to the flight control system, and the actual deformation is compared with the target deflection angle to generate an error signal; Step S4, constructing an adaptive PID controller, and providing a driving voltage to the piezoelectric sheet according to the error signal, so that the piezoelectric sheet generates a small strain, driving the compensatory bending of the trailing edge of the wing; Step S5, real-time detection of wing strain by strain gauges at the wing root, and real-time acquisition of the center of mass acceleration of the aircraft, providing the integrated value of the two to the adaptive PID controller, and dynamically calculating the driving voltage of the piezoelectric sheet; Step S6, providing the driving voltage of the piezoelectric film obtained by adaptive PID calculation to the piezoelectric film at the trailing edge of the wing, the piezoelectric film generates a vibration output reverse strain, drives the trailing edge of the wing to vibrate, and achieves a dynamic suppression effect.

2. The control method of the flexible variable-camber wing driven by a servo and piezoelectric hybrid according to claim 1 is characterized in that: Step S1 also includes: Connect the servo on one wing to an output channel of the flight controller; Connect the piezoelectric sheet on one side of the wing to an output channel of the flight controller through a voltage amplifier circuit; The strain gauge on one side of the wing is connected to an input channel of the flight control via a strain gauge transmitter and a signal conversion board. The strain gauge transmitter converts the voltage signal generated by the strain gauge deformation into a digital signal recognized by the computer, and the flight control reads the real-time data of the strain gauge through the signal conversion board. The other wing is configured similarly.

3. The control method of the flexible variable-camber wing driven by a servo and piezoelectric hybrid according to claim 1 is characterized in that: In step S2: The flight status parameters of the aircraft obtained in real time by the flight control include flight altitude, air density, flight Mach number and angle of attack.

4. The control method of the flexible variable-camber wing driven by a servo and piezoelectric hybrid according to claim 1 is characterized in that: Step S5 specifically includes: The wing strain is detected in real time by the strain gauge installed at the wing root, and the obtained strain signal is transmitted to the flight control through the signal conversion board; The flight control system synchronously collects the z-axis acceleration signal at the center of mass of the fuselage and generates a comprehensive vibration index through a weighted fusion algorithm with the strain signal; The obtained comprehensive vibration index is input into the adaptive PID controller to dynamically calculate the driving voltage of the piezoelectric piece.

5. A system for executing the control method of a flexible variable-camber wing driven by a servo and piezoelectric hybrid drive according to any one of claims 1 to 4, characterized in that: include: Flight control, which obtains flight state parameters during the flight of the aircraft and is used to calculate the wing target shape corresponding to the optimal lift-to-drag ratio in real time; A real-time shape control module based on aeroelastic coupling, including an aeroelastic coupling solver and a dual-drive collaborative module, wherein the dual-drive collaborative module includes a servo drive layer and a piezoelectric drive layer disposed inside the trailing edge of the wing; Dynamic suppression module, including multi-modal sensor feedback module and adaptive PID controller; The aeroelastic coupling solver calculates the wing target shape corresponding to the optimal lift-to-drag ratio in real time based on the flight state parameters obtained from the flight control system in real time, obtains a dynamic signal, and calculates the optimal wing trailing edge camber curve under the current flight state.

6. The system according to claim 5, characterized in that: The steering gear drive layer includes a steering gear, and the steering gear is connected to the trailing edge of the wing by wire drive or mechanical drive to pull the flexible structure of the trailing edge of the wing to achieve the deflection of the rudder surface and provide a large-stroke driving force; The piezoelectric driving layer comprises a piezoelectric sheet distributedly pasted on the active ribs at the trailing edge of the wing, and a voltage amplifying circuit connected to the piezoelectric sheet.

7. The system according to claim 6, characterized in that: The output channel of the flight control includes the output channel of the servo directly connected to the servo drive layer, and the output channel of the voltage amplifier circuit connected to the piezoelectric drive layer.

8. The system according to claim 5, characterized in that The multimodal sensor feedback module comprises: The strain gauge attached to the active rib on the trailing edge of the wing on the opposite side of the piezoelectric patch is used to measure the deformation of the trailing edge of the wing; The strain gauge attached to the wing root is used to measure the wing root strain; The strain gauge transmitter converts the voltage signal generated by the strain gauge deformation into a digital signal recognized by the computer; The signal conversion board connects the strain gauge to the flight controller, enabling the flight controller to read the real-time data of the strain gauge.

Images