Flexible variable camber wing control system and method with rudder and piezoelectric hybrid actuation

Abstract

The present application relates to a flexible variable camber wing control system and method driven by a rudder and a piezoelectric hybrid, belongs to the technical field of aerospace, solves the problem of narrow dynamic response band and insufficient high-frequency disturbance suppression capability in the prior art, comprising: step S1, setting a real-time shape control module based on aeroelastic coupling and a multi-modal sensing feedback module; step S2, obtaining the flight state parameters of the aircraft in real time through the flight control, calculating the optimal wing trailing edge camber curve under the current flight state, and converting it into a rudder driving instruction; step S3, the flexible structure of the wing trailing edge is pulled by the rudder to realize the deflection of the rudder surface, and the actual deformation of the wing trailing edge is monitored in real time by the strain gauge to generate an error signal; step S4, providing a driving voltage for the piezoelectric sheet; step S5, the strain of the wing is detected in real time by the strain gauge, and the driving voltage of the piezoelectric sheet is dynamically calculated; step S6, the piezoelectric sheet generates vibration output reverse strain based on the received driving voltage to drive the wing trailing edge to vibrate.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and more specifically to a flexible variable camber wing control system and method using a hybrid drive of servo motors and piezoelectric actuators. Background Technology

[0002] Flexible variable camber wings, by actively adjusting the shape of the wing's trailing edge, can significantly improve the aerodynamic efficiency of aircraft and have become an important development direction for the design of next-generation aircraft.

[0003] Traditional wing camber control primarily relies on servo motors, using mechanical linkages or flexible mechanisms to achieve trailing edge deflection. However, the dynamic response speed of servo motors is limited by mechanical inertia, effectively covering only low-frequency control requirements and struggling to suppress broadband aerodynamic disturbances such as turbulence and gusts. Furthermore, servo motors are prone to phase lag and amplitude attenuation during large-range deflections, resulting in significant deviations between the actual deformation and the target shape, severely limiting control accuracy in dynamic environments.

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

[0005] To address the aforementioned issues, this invention proposes a control system and method for a flexible variable-camber wing driven by a hybrid servo motor and piezoelectric actuator. The system comprises a control framework for the flexible variable-camber wing driven collaboratively by a servo motor and an MFC (Multi-Fuel Cell). An onboard aeroelastic solver calculates the target shape corresponding to the optimal lift-to-drag ratio in real time, and a dual-layer control path is designed: the servo motor primarily handles low-frequency, wide-range shape adjustment, while the MFC is responsible for suppressing high-frequency gust disturbances. This solution not only breaks through the performance limitations 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] To overcome the problems of narrow dynamic response bandwidth and insufficient high-frequency disturbance suppression capability in existing flexible variable camber wing control technologies, this invention provides a flexible variable camber wing control system and method with hybrid drive of servo motors and piezoelectric motors, which achieves wide bandwidth and high precision wing camber control.

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

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

[0009] Step S2: During the flight of the aircraft, the flight status parameters of the aircraft are acquired in real time through the flight control system. The airborne computer calls the aeroelastic coupling solver to calculate the wing target shape corresponding to the optimal lift-to-drag ratio in real time, and calculates the optimal wing trailing edge camber curve under the current flight state. The camber curve is then converted into servo drive commands and output to the servo motor.

[0010] In step S3, the servo motor pulls the flexible structure at the trailing edge of the wing to deflect the control surface according to the received servo motor drive command; the actual deformation of the trailing edge of the wing is monitored in real time by the strain gauges set on the active ribs and provided to the flight control system, and the actual deformation is compared with the target deflection angle to generate an error signal.

[0011] Step S4: Construct an adaptive PID controller to provide a driving voltage to the piezoelectric element based on the error signal, so that the piezoelectric element generates a small strain and drives the compensating bending of the wing trailing edge.

[0012] Step S5: The wing strain is detected in real time by the strain gauge at the wing root, and the acceleration of the aircraft's center of mass is collected in real time. The integrated value of the two is provided to the adaptive PID controller to dynamically calculate the driving voltage of the piezoelectric element.

[0013] Step S6: The driving voltage of the piezoelectric element calculated by the adaptive PID is provided to the piezoelectric element at the trailing edge of the wing. The piezoelectric element generates vibration and outputs reverse strain, which drives the trailing edge of the wing to vibrate, thereby achieving the effect of dynamic suppression.

[0014] Optionally, step S1 further includes:

[0015] Connect the servo motor on one wing to one output channel of the flight control system;

[0016] The piezoelectric element on one side of the wing is connected to an output channel of the flight controller via a voltage amplifier circuit;

[0017] The strain gauge on one side of the wing is connected to an input channel of the flight controller 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 that can be recognized by the computer. The flight controller reads the real-time data of the strain gauge through the signal conversion board.

[0018] The other wing is similarly designed.

[0019] Optionally, in step S2: the flight status 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 wing strain in real time by using strain gauges installed at the wing root, and transmitting the obtained strain signal to the flight controller through a signal conversion board; the flight controller synchronously collects the z-axis acceleration signal at the fuselage center of mass, and generates a comprehensive vibration index by weighted fusion algorithm with the strain signal; the obtained comprehensive vibration index is input into an adaptive PID controller to dynamically calculate the driving voltage of the piezoelectric element.

[0021] A flexible variable camber wing control system with hybrid servo and piezoelectric drive according to another embodiment of the present invention includes:

[0022] Flight control obtains flight status parameters during flight and is used to calculate the wing target shape corresponding to the optimal lift-to-drag ratio in real time.

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

[0024] The dynamic suppression module includes a multimodal sensing feedback module and an adaptive PID controller;

[0025] 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, obtains dynamic signals, and calculates the optimal wing trailing edge camber curve under the current flight state.

[0026] Optionally: the servo drive layer includes a servo, which is connected to the trailing edge of the wing via a wire drive or a mechanical drive to achieve control surface deflection by pulling the flexible structure of the trailing edge of the wing, providing a large stroke driving force; the piezoelectric drive layer includes piezoelectric sheets distributed and pasted on the active ribs of the trailing edge of the wing, and a voltage amplification circuit connected to the piezoelectric sheets.

[0027] Optionally, the flight control output channels include output channels for servos directly connected to the servo drive layer, and output channels for voltage amplifier circuits connected to the piezoelectric drive layer.

[0028] Optionally, the multimodal sensing feedback module includes: a strain gauge attached to the side opposite to the piezoelectric element on the active rib of the wing trailing edge for measuring wing trailing edge deformation; a strain gauge attached to the wing root for measuring wing root strain; a strain gauge transmitter for converting the voltage signal generated by the strain gauge deformation into a digital signal recognizable by a computer; and a signal conversion board for communicating with the flight control system to enable the flight control system to read the real-time data from the strain gauge.

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

[0030] 1) Wideband control: Servo motors cover low-frequency large displacement adjustment (0-5Hz), MFC suppresses high-frequency disturbances (5-50Hz), and expands the control frequency band.

[0031] 2) Lift-to-drag ratio optimization: The aeroelastic solver is embedded in the real-time control closed loop. By solving for the optimal shape in real time, the aerodynamic efficiency of the aircraft is improved, and the wing camber optimization that is adaptive to the flight state is achieved.

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

[0033] 4) Engineering versatility: Applicable to flexible wing surface control of UAVs, large passenger aircraft and spacecraft. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the embodiments will be briefly introduced below. The features and advantages of the present invention can be more clearly understood by referring to the accompanying drawings. The accompanying drawings are schematic and should not be construed as limiting the present invention in any way. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

[0036] Figure 2 A schematic diagram of servo motor and MFC cooperative drive for applying an embodiment of a flexible variable camber wing control system based on servo motor and piezoelectric hybrid drive according to an embodiment of the present invention. Detailed Implementation

[0037] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0038] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein. Therefore, the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0039] The following describes in detail, with reference to the accompanying drawings, a flexible variable camber wing control system and method based on a hybrid servo and piezoelectric drive according to an embodiment of the present invention.

[0040] like Figure 1As shown, the flexible variable camber wing control system of the servo motor and piezoelectric hybrid drive provided by the first embodiment of the present invention proposes a "shape control-dynamic suppression cooperative framework". Through the hybrid drive of servo motor and piezoelectric fiber composite material (MFC), combined with aerodynamic optimization and wideband disturbance suppression, high-precision control of the flexible variable camber wing is achieved.

[0041] refer to Figure 1 The flexible variable camber wing control system based on a hybrid piezoelectric and servo drive according to a first embodiment of the present invention includes: a flight controller, a real-time shape control module based on aeroelastic coupling, and a dynamic suppression module. The flight controller obtains flight state parameters during the flight of the aircraft and uses them to calculate the target wing shape corresponding to the optimal lift-to-drag ratio in real time. This embodiment provides at least the following advantages through the hybrid piezoelectric and servo drive: reducing the phase lag and amplitude attenuation generated during control by traditional servo drive, achieving more precise real-time wing shape control; and utilizing the high-frequency response characteristics of piezoelectricity to mitigate gusts.

[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 located inside the wing's trailing edge, thereby integrating servo drive and piezoelectric drive methods within the wing's trailing edge. The aeroelastic coupling solver can be a CFD / CSD co-simulation model. The aeroelastic coupling solver can be installed within an onboard computer.

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

[0044] The servo drive layer includes a servo motor, which is connected to the trailing edge of the wing via a line drive or mechanical drive. The servo motor pulls the flexible structure of the trailing edge of the wing to achieve control surface deflection, providing a large stroke driving force and realizing low-frequency, wide-range camber adjustment.

[0045] The piezoelectric drive layer includes piezoelectric sheets distributed and bonded to the active ribs on the trailing edge of the wing, and a voltage amplification circuit connected to the piezoelectric sheets. The piezoelectric sheets are MFC (molecularly composite) patches, utilizing the inverse piezoelectric effect to achieve high-frequency micro-amplitude compensation. The piezoelectric sheets can be bonded to a spring steel sheet with epoxy resin and then to the active ribs on the trailing edge of the wing. Optionally, the spring steel sheet can have a thickness of 0.1 mm. The voltage amplification circuit amplifies the signal voltage output from the flight controller by a certain proportion before transmitting it to the piezoelectric sheets to drive them. Specifically, the flight controller outputs a voltage of approximately 0-5V to the voltage amplification circuit, which amplifies it to form a high-voltage signal of -500V to +1500V, which is then supplied to the piezoelectric sheets to drive their deformation. When a signal voltage of -500V to 0V is supplied to the piezoelectric element, the element contracts, causing the upper surface of the spring steel sheet to contract, thus deflecting the control surface upwards. When a signal voltage of 0V to 1500V is supplied, the element extends, causing the upper surface of the spring steel sheet to extend, thus deflecting the control surface downwards. In the servo drive layer, due to the mechanical response speed delay of the servo motor, a phase lag occurs in the response; however, the piezoelectric element responds quickly to the signal voltage, and by compensating for a certain phase, it can work with the servo motor to achieve rapid control. Furthermore, because the deformation of the piezoelectric element is small, typically at the micrometer level, it does not produce significant deformation when driving the trailing edge of the wing. Therefore, high-frequency micro-amplitude compensation can be achieved through the piezoelectric element.

[0046] The flight controller's output channels include the output channels of the servo motors that are directly connected to the servo drive layer, and the output channels of the voltage amplifier circuit that are connected to the piezoelectric drive layer. During control, the flight controller simultaneously provides different drive signals to the servo motors and piezoelectric elements to achieve a hybrid drive effect.

[0047] In this real-time shape control module based on aeroelastic coupling, the servo motor in the servo drive layer pulls the wing's trailing edge via a linear drive, achieving a large deflection angle. Simultaneously, it provides an electrical signal to the piezoelectric element in the piezoelectric drive layer, causing the piezoelectric element to drive a small deflection of the wing's trailing edge, thus reducing the error between the actual deflection angle and the desired angle. This avoids the amplitude attenuation and phase lag problems that occur when only the servo motor drives the wing's trailing edge.

[0048] During flight, flight control first acquires flight state parameters such as angle of attack and Mach number in real time, and calculates the wing target shape corresponding to the optimal lift-to-drag ratio in real time. Then, it calls the aeroelastic coupling solver (CFD / CSD co-simulation model) to perform calculations and obtain dynamic signals. Based on these dynamic signals, the optimal wing trailing edge camber curve under the current flight state is obtained and converted into servo drive commands, i.e., the target deflection angle θ. target Because the aircraft's angle of attack and Mach number change in real time during flight, the target deflection angle θ... targetIt is a dynamic signal.

[0049] Low-frequency commands in the dynamic signals output by the flight control system are assigned to the servos. The servos receive these low-frequency commands as attitude control commands, pulling the flexible structure at the wing's trailing edge to deflect the control surfaces. To address the amplitude attenuation issue, strain gauges installed at the wing's trailing edge are used to monitor the actual deformation θ at key points on the wing's trailing edge in real time. actual , and the target deflection angle θ target By comparing the generated error signal, an adaptive PID controller is constructed to output the driving voltage to the piezoelectric element. The minute strain of the piezoelectric element is used to compensate for problems such as mechanical transmission lag in the servo motor, achieving high-precision tracking of the target deflection angle by the actual deformation. Optionally, in other embodiments, other types of displacement sensors can be used instead of strain gauges.

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

[0051] The dynamic suppression module, which is used to reduce gusts of wind, includes a multimodal sensing feedback module and an adaptive PID controller.

[0052] The multimodal sensing feedback module includes: strain gauges attached to the active rib on the trailing edge of the wing, opposite to the piezoelectric element, for measuring trailing edge deformation; strain gauges attached at the wing root for measuring wing root strain; a strain gauge transmitter and a signal conversion board, which communicates the strain gauges to the flight control system. The strain gauge transmitter converts the voltage signal generated by the strain gauge deformation into a digital signal that can be recognized by a computer. The signal conversion board enables the flight control system to read the real-time data from the strain gauges. Optionally, the signal conversion board can be a microcontroller.

[0053] The multimodal sensing feedback module derives the trend of wing root load variation based on strain gauge measurements, and determines the vibration of the aircraft's center of mass by measuring the z-axis acceleration via flight control. The multimodal sensing feedback module takes the integrated value of the wing root load and the z-axis acceleration of the aircraft's center of mass as input, and uses an adaptive PID controller to perform phase compensation and amplitude amplification of the high-frequency vibration components to generate a driving voltage signal V for the piezoelectric element. mfc (t), whose mathematical expression is:

[0054]

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

[0056] Among them, K pK d These are the adaptive gain coefficients, a high (t) represents the combined value of the load at the wing root and the acceleration along the z-axis of the aircraft's center of mass, where t represents time and ε is the finite element. root a represents the real-time measured flange root strain. z This represents the z-axis acceleration signal at the fuselage's center of mass.

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

[0058] The following describes a flexible variable camber wing control method based on a hybrid servo and piezoelectric drive according to a second embodiment of the present invention.

[0059] The flexible variable camber wing control method of the servo motor and piezoelectric hybrid drive provided by the second embodiment of the present invention includes the following steps.

[0060] Step S1 involves setting up a real-time shape control module and a multimodal sensing feedback module based on aeroelastic coupling. This includes placing a servo motor inside the wing's trailing edge, attaching multiple piezoelectric sheets (MFC composite material patches) to one side of the active rib on the wing's trailing edge, attaching strain gauges to the opposite side of the active rib at corresponding positions to the piezoelectric sheets, and attaching strain gauges at the wing root. The servo motor on one wing is connected to an output channel of the flight controller, the piezoelectric sheet on one wing is connected to another output channel of the flight controller via a voltage amplification circuit, and the strain gauge on one wing is connected to an input channel of the flight controller 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 that the computer can recognize. The flight controller reads the real-time data from the strain gauges through the signal conversion board. The other wing is configured similarly.

[0061] Step S2: During flight, the flight control system acquires flight status parameters in real time, including altitude, air density, Mach number, and angle of attack. It then calculates the wing target shape corresponding to the optimal lift-to-drag ratio in real time. The system then uses a combined aeroelastic and elastomeric solver (CFD / CSD co-simulation model) to perform calculations. Based on the wing target shape, the optimal wing trailing edge camber curve for the current flight state is calculated and converted into a servo drive command, i.e., the target deflection angle θ. target Output to the servo motor.

[0062] In step S3, the servo motor pulls the flexible structure at the trailing edge of the wing to deflect the control surface according to the received servo motor drive command. At the same time, strain gauges set on the active ribs monitor the actual deformation θ of the wing trailing edge in real time.actual It also provides this information to the flight control system, comparing the actual deformation with the target deflection angle θ. target An error signal is generated by comparison. During this process, amplitude attenuation is monitored using strain gauges. The actual deformation of the wing's trailing edge can be the actual deformation detected by strain gauges placed at key points on the wing's trailing edge.

[0063] Step S4: Construct an adaptive PID controller. Based on the error signal, provide a driving voltage to the piezoelectric element, causing it to generate a small response. This drives the compensating bending of the wing's trailing edge, solving problems such as mechanical transmission lag. It also provides high-frequency micro-amplitude compensation for the servo motor's response phase lag, achieving the actual deformation θ. actual Deflection angle θ of the target target High-precision tracking.

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

[0065] a high (t)=0.7ε root +0.3a z

[0066] Where, ε root a represents the real-time measured flange root strain. z This represents the z-axis acceleration signal at the fuselage's center of mass.

[0067] The obtained comprehensive vibration index is input into the PID controller to dynamically calculate the driving voltage of the piezoelectric element:

[0068]

[0069] Among them, K p K d These are the adaptive gain coefficients, a high (t) represents the combined value of the load at the wing root and the acceleration along the z-axis of the aircraft's center of mass, where t represents time.

[0070] Step S6: The driving voltage of the piezoelectric element obtained by PID calculation is processed by a high-voltage amplifier and then supplied to the piezoelectric element at the trailing edge of the wing. The piezoelectric element generates vibration output and reverse strain based on the received driving voltage, which drives the trailing edge of the wing to vibrate, thereby achieving the effect of dynamic suppression and reducing the wing root load and the vibration of the aircraft's center of mass in the z-axis direction.

[0071] Example 1: Real-time curvature optimization implementation

[0072] To achieve real-time camber optimization of the flexible wing, an onboard computer is installed inside the aircraft as a controller to calculate the optimal state in real time. The actuator is a real-time shape control module based on aeroelastic coupling located at the trailing edge of the wing, which drives the servo motor to pull the trailing edge of the flexible wing through a line drive, thereby changing the wing camber. The trailing edge deformation measured by strain gauges located at the trailing edge of the wing is compared with the expected deformation, and negative feedback is added to the PID controller to control and optimize the trailing edge camber of the wing in real time to obtain better aerodynamic performance.

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

[0074] After receiving the control signal, the flight controller calculates the difference between the trailing edge deformation measured in real time by the displacement sensor and the target value, and outputs the corresponding drive signal to control the servo. At the same time, it also drives the piezoelectric element, improving its response speed while reducing amplitude attenuation and phase lag, ultimately achieving real-time optimization of the wing trailing edge camber.

[0075] Example 2: Implementation of Dynamic Suppression in MFC

[0076] To achieve dynamic suppression of wing flutter, the center of mass acceleration can be obtained by the flight control system installed inside the aircraft and combined with the deformation of the strain gauges installed at the wing root. After PID processing, a corresponding piezoelectric driving voltage is generated to cancel the vibration.

[0077] The flight control system measures the aircraft's center of gravity acceleration signal in real time, while simultaneously receiving the strain generated by the spanwise strain gauges located at the wing roots. By processing the data from these two input sensors, the flight control system calculates the vibration signal and feeds it back.

[0078] The vibration signal output by the flight controller first needs to be preprocessed by a designed bandpass filter. The bandpass filter will extract the high-frequency components in the vibration signal with a frequency of 5-50Hz 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 produce a corresponding reverse deformation, which will counteract the wing vibration energy and thus suppress its flutter.

[0080] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

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

[0082] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A control method for a flexible variable camber wing driven by a hybrid servo motor and piezoelectric actuator, characterized in that, Includes the following steps: Step S1, setting up a real-time shape control module and a multi-modal sensing feedback module based on aeroelastic coupling, including setting the servo motor inside the trailing edge of the wing, setting a piezoelectric sheet on one side of the active rib on the trailing edge of the wing, setting a strain gauge on the other side corresponding to the piezoelectric sheet, and setting a strain gauge at the wing root. Step S2: During the flight of the aircraft, the flight status parameters are acquired in real time through the flight control system. The airborne computer calls the aeroelastic coupling solver to calculate the wing target shape corresponding to the optimal lift-to-drag ratio in real time, and calculates the optimal wing trailing edge camber curve under the current flight state. The camber curve is then converted into servo drive commands and output to the servo motor. In step S3, the servo motor pulls the flexible structure at the trailing edge of the wing to deflect the control surface according to the received servo motor drive command; the actual deformation of the trailing edge of the wing is monitored in real time by the strain gauges set on the active ribs and provided to the flight control system, and the actual deformation is compared with the target deflection angle to generate an error signal. Step S4: Construct an adaptive PID controller to provide a driving voltage to the piezoelectric element based on the error signal, so that the piezoelectric element generates a small strain and drives the compensating bending of the wing trailing edge. Step S5: The wing strain is detected in real time by the strain gauge at the wing root, and the acceleration of the aircraft's center of mass is collected in real time. The integrated value of the two is provided to the adaptive PID controller to dynamically calculate the driving voltage of the piezoelectric element. Step S6: The driving voltage of the piezoelectric element calculated by the adaptive PID is provided to the piezoelectric element at the trailing edge of the wing. The piezoelectric element generates vibration and outputs reverse strain, which drives the trailing edge of the wing to vibrate, thereby achieving the effect of dynamic suppression.

2. The control method for a flexible variable camber wing using a hybrid servo and piezoelectric drive according to claim 1, characterized in that, Step S1 also includes: Connect the servo motor on one wing to one output channel of the flight control system; The piezoelectric element on one side of the wing is connected to an output channel of the flight controller via a voltage amplifier circuit; The strain gauge on one side of the wing is connected to an input channel of the flight controller 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 that can be recognized by the computer. The flight controller reads the real-time data of the strain gauge through the signal conversion board. The other wing is similarly designed.

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

4. The control method for a flexible variable camber wing using a hybrid servo and piezoelectric drive according to claim 1, characterized in that, Step S5 specifically includes: The strain of the wing is detected in real time by strain gauges installed at the wing root, and the obtained strain signals are transmitted to the flight control system through a signal conversion board. The flight control system synchronously acquires the z-axis acceleration signal at the fuselage center of mass, and generates a comprehensive vibration index by 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 element.

5. A system for implementing the servo-piezoelectric hybrid drive flexible variable camber wing control method according to any one of claims 1-4, characterized in that, include: Flight control obtains flight status parameters during the flight of an aircraft and uses them to calculate the wing target shape corresponding to the optimal lift-to-drag ratio in real time. The real-time shape control module based on aeroelastic coupling includes an aeroelastic coupling solver and a dual-drive cooperative module, which includes a servo drive layer and a piezoelectric drive layer disposed inside the trailing edge of the wing. The dynamic suppression module includes a multimodal sensing feedback module and an 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, obtains dynamic signals, 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 servo drive layer includes a servo motor, which is connected to the trailing edge of the wing via a line drive or a mechanical drive to achieve control surface deflection by pulling the flexible structure of the trailing edge of the wing, providing a large stroke driving force. The piezoelectric drive layer includes piezoelectric sheets distributedly attached to the active ribs on the trailing edge of the wing, and a voltage amplification circuit connected to the piezoelectric sheets.

7. The system according to claim 6, characterized in that: The flight control system's output channels include output channels for servos that are directly connected to the servo drive layer, and output channels for voltage amplifier circuits that are connected to the piezoelectric drive layer.

8. The system according to claim 5, characterized in that, The multimodal sensing feedback module includes: Strain gauges are attached to the side opposite to the piezoelectric element on the active ribs of the wing trailing edge, and are used to measure the wing trailing edge deformation. Strain gauges are attached to the wing root to measure wing root strain. A strain gauge transmitter converts the voltage signal generated by the deformation of a strain gauge into a digital signal that can be recognized by a computer. The signal conversion board connects the strain gauges to the flight controller, enabling the flight controller to read real-time data from the strain gauges.

Images