Thrust compensation control method and system based on multi-duct electric aircraft

Abstract

The invention discloses a thrust compensation control method and system based on a multi-duct electric aircraft, and belongs to the technical field of aviation aircraft control. When the aircraft runs, a motor controller monitors running data of each motor in real time and diagnoses the fault state of each motor in real time, and once a motor triggers power degradation or failure fault, the motor controller can start the motor controller to start the motor controller; and the electric propulsion control unit distributes the thrust of the remaining motors based on an optimization algorithm. Through the above mode, the system can quickly identify the faulty motor and trigger the thrust optimization algorithm in real time by monitoring the running state of the motor in real time, after the fault occurs, the system calculates the current total thrust and total torque according to the initial thrust distribution and the motor position, redistributes the thrust of the remaining non-faulty motors through the optimization algorithm, and the thrust of the non-faulty motors is optimized. The total thrust and the total torque are kept consistent with those before the fault, the attitude of the aircraft is prevented from being out of control, the service life of a motor battery is balanced by minimizing the thrust difference, and the system reliability is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation aircraft control, and in particular to a thrust compensation control method and system based on a multi-duct electric aircraft. Background Art

[0002] With the development of electric aircraft and distributed electric propulsion systems, multi-duct fan designs are gradually being used in electric aircraft.

[0003] This type of design provides distributed thrust through multiple motors, with the advantages of high efficiency, flexibility and high redundancy.

[0004] However, any one or several motors in a multi-motor system may fail, resulting in thrust imbalance and torque imbalance, seriously affecting the stability and safety of the aircraft. Currently, there is little research on thrust compensation algorithms for multi-duct electric aircraft. The Airbus E-Fan dual-duct electric aircraft has implemented a cross-coupling control strategy on the verification aircraft. Assuming that the right engine fails, the flight control computer will calculate the thrust that needs to be increased by the left engine based on the current state and dynamic model of the aircraft to compensate for the lost thrust of the right engine. At the same time, it will adjust the aircraft's control surfaces (such as elevators, ailerons, and rudder) to maintain the balance and stability of the aircraft.

[0005] The Airbus E-Fan's single-engine failure compensation mechanism relies on the coordination of the aircraft's control surfaces to maintain the aircraft's balance and stability. However, existing multi-duct fixed-wing electric aircraft do not fully consider the principles of torque equivalence and minimizing motor thrust differences when compensating thrust, which may lead to uneven motor load and power consumption, and even cause the aircraft's attitude to lose control, further increasing system risks.

[0006] Based on this, the present invention designs a thrust compensation control method and system based on a multi-duct electric aircraft to solve the above problems. Summary of the Invention

[0007] In view of the above-mentioned shortcomings of the prior art, the present invention provides a thrust compensation control method and system based on a multi-duct electric aircraft.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solutions: A thrust compensation control method based on a multi-duct electric aircraft comprises the following steps: Step S1, calculating the thrust required by the aircraft and calculating the initial thrust of each ducted fan motor; Step S2: determining whether a ducted fan motor fails; If not, output the initial thrust corresponding to each ducted fan motor and end the thread; If yes, go to the next step; Step S3: Read the position information of the faulty ducted fan motor and thrust loss; Step S4: Calculate the initial total thrust of the system and the initial total moment ; Step S5, setting thrust equivalent: = ; is the sum of the thrusts of all non-faulty ducted fan motors, Number the ducted fan motor. is the thrust of the ducted fan motor; Set the torque equivalent: = ; The thrust of all non-faulty ducted fan motors is the sum of products; Set the objective function: ; in, is the average thrust of the non-faulty ducted fan motor; Finally, the new thrust of the non-faulty ducted fan motor is obtained according to the objective function; Step S6: determining whether there is a new thrust of a non-faulty ducted fan motor that exceeds the maximum thrust that the corresponding non-faulty ducted fan motor can withstand; If it does not exist, each non-faulty ducted fan motor outputs new thrust and ends the thread; If it exists, then go to the next step according to the maximum thrust output of the non-faulty ducted fan motor that exceeds the thrust capacity; Step S7: determining whether all non-faulty ducted fan motors have reached maximum thrust; If not, return to step S5 to calculate the thrust of the remaining non-faulty ducted fan motors that have not exceeded the bearing thrust; If the maximum thrust is reached but the required thrust is still not met, a feedback message of insufficient thrust is sent to the flight control system.

[0009] Furthermore, in step S2, each ducted fan motor is connected to an independent motor controller, and the multiple motor controllers monitor the operating data of the corresponding ducted fan motor in real time, and diagnose the motor fault status in real time based on the set fault diagnosis rules. The motor controller transmits the fault information to the electric propulsion control unit, and the electric propulsion control unit records the position of the faulty motor. and thrust loss At the same time, the electric propulsion control unit feeds back the fault information to the flight control system.

[0010] Furthermore, define the motor position It is the horizontal distance from the ducted fan motor axis to the center of mass of the aircraft.

[0011] Furthermore, thrust loss It is the difference between the initial thrust and the actual thrust of the ducted fan motor.

[0012] Furthermore, the operating data of the ducted fan motor are speed, current and voltage.

[0013] Furthermore, in step S4, = ; in, Number the ducted fan motor. is the thrust of the ducted fan motor, It is the sum of the initial thrust of each ducted fan motor.

[0014] Furthermore, in step S4, = ; in, is the torque superimposed on the aircraft by the initial thrust, It is the sum of the torques superimposed on the aircraft by the initial thrust of each ducted fan motor.

[0015] Furthermore, the thrust distribution of the non-faulty ducted fan motor is calculated using a numerical optimization method.

[0016] In order to better achieve the purpose of the present invention, the present invention also provides a thrust compensation control system based on a multi-duct electric aircraft, comprising: Flight control system, an automated system used to control the flight of an aircraft; The electric propulsion control unit is responsible for monitoring and regulating the thrust output of each ducted fan motor and allocating power to each motor; The ducted fan motor and motor controller are used to receive control commands, convert electrical energy into ducted thrust, adjust the fan speed, and output the power required by the aircraft; The fault detection module is installed in each ducted fan motor controller to monitor the operating data of the corresponding ducted fan motor, diagnose the motor fault status, and transmit the fault information to the electric propulsion control unit, so that the electric propulsion control unit records the location of the faulty motor. and thrust loss ; The calculation module, located in the electric propulsion control unit, calculates the initial total thrust and the initial total moment And upload it to the flight control system; The optimization module, installed in the electric propulsion control unit, establishes the optimization problem, sets the constraints and objective function, and solves the optimal thrust for each of the remaining normal motors. The optimal thrust distribution plan is sent to the flight control system and each motor controller; The thrust adjustment module is installed in each motor controller and adjusts the thrust output of the remaining motors according to the optimization results.

[0017] Compared with the existing technology, the present invention has the following beneficial effects: 1. Fault detection and diagnosis: by monitoring the operating status of the motor in real time, the system can quickly identify the faulty motor and trigger the thrust optimization algorithm in real time; 2. Thrust and torque balance: After a fault occurs, the system calculates the current total thrust and torque based on the initial thrust distribution and motor position. It then uses an optimization algorithm to redistribute the thrust of the remaining motors to ensure that the total thrust and torque remain consistent with those before the fault, preventing the aircraft from losing control of its attitude. 3. Minimizing thrust differences: The objective function of the optimization algorithm is to minimize the thrust differences of the remaining motors, ensure uniform loads on each motor, and avoid overloading of individual motors. By minimizing thrust differences, the motor battery life is balanced and system reliability is improved.

[0018] 4. Multi-fault support and redundant design: The algorithm supports the simultaneous failure of any one or several motors and has strong robustness. Through redundant design, it ensures that the aircraft can still maintain stable flight when some motors fail.

[0019] 5. Versatility of the optimization algorithm: The algorithm uses numerical optimization methods that are applicable to a variety of aircraft designs and motor configurations. The algorithm can be expanded according to specific needs, such as adding upper and lower limits on motor thrust and considering dynamic flight conditions. 6. The algorithm of the present invention is applicable to electric aircraft with different numbers of ducts and has strong scalability and adaptability. The present invention significantly improves the stability and safety of multi-duct fan electric aircraft in the event of motor failure and has broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0021] Figure 1 This is a flow chart of a thrust compensation control method based on a multi-duct electric aircraft according to the present invention; Figure 2 This is a flow chart of the thrust compensation control algorithm of the electric propulsion control unit of the present invention; Figure 3 This is a diagram of the multi-duct electric aircraft system architecture of the present invention; Figure 4 The figure is a connection block diagram of a thrust compensation control system based on a multi-duct electric aircraft according to the present invention. DETAILED DESCRIPTION

[0022] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0023] Example 1: In some embodiments, please refer to the accompanying drawings of the specification. Figure 1-Figure 3 A thrust compensation control method based on a multi-duct electric aircraft comprises the following steps: Step 1: The flight control system calculates the thrust required by the aircraft, and the electric propulsion control unit calculates the initial thrust of each ducted fan motor; Each ducted fan motor is connected to an independent motor controller. Multiple motor controllers monitor the operating data of the corresponding ducted fan motor in real time. The operating data of the ducted fan motor includes but is not limited to parameters such as speed, current, and voltage. The fault detection module diagnoses the fault status of the ducted fan motor in real time based on the set fault diagnosis rules. When one or more ducted fan motors fail or trigger power degradation, the motor controller transmits the fault information to the electric propulsion control unit, and the electric propulsion control unit records the location of the faulty ducted fan motor. and thrust loss At the same time, the electric propulsion control unit feeds back the fault information to the flight control system, so that the flight control system can grasp the fault status of the ducted fan motor in real time.

[0024] in, is the horizontal distance from the ducted fan motor axis to the aircraft center of mass, thrust loss It is the difference between the required thrust and the actual thrust of the ducted fan motor.

[0025] Step 2: Calculate the system's initial total thrust based on the initial thrust distribution and the ducted fan motor position and the initial total moment ; = ; = ; in, Number the ducted fan motor. is the thrust of the ducted fan motor, is the sum of the initial thrusts of the ducted fan motors, is the torque superimposed by the thrust on the aircraft, It is the sum of the torques superimposed on the aircraft by the initial thrust of each ducted fan motor; After the calculation is completed, the electric propulsion control unit transmits the total thrust and total torque information to the flight control system, providing data support for the flight attitude adjustment of the flight control system.

[0026] Step 3: Establish the optimization problem, set the constraints and objective function; The optimization problem is to find the thrust of the remaining non-faulty ducted fan motors if one or more ducted fan motors on one side fail and result in thrust loss. Electric propulsion control unit setting constraints: 1. Thrust equivalence: = ; 2. Torque equivalence: = ; in, Indicates that after a fault occurs, all are in normal working condition ( The formula means that after a ducted fan motor fails, the thrust of the remaining non-faulty ducted fan motors is adjusted so that their total thrust can be maintained equal to the total thrust set by the system before the ducted fan motor fails, thereby ensuring that the total thrust obtained by the aircraft remains unchanged in the event of a failure and avoiding the impact of thrust mutation on the flight status.

[0027] Torque equivalent formula: is the remaining normal working ducted fan motor thrust and the horizontal distance from the axis of each ducted fan motor to the center of mass of the aircraft The sum of the products and the initial total moment This formula ensures that after a ducted fan motor fails, the total torque generated by the remaining non-faulty ducted fan motors remains consistent with the total torque of the system before the failure, preventing the aircraft's attitude from losing control due to torque imbalance and ensuring the aircraft's flight stability and controllability.

[0028] Set the objective function: minimize the thrust difference of the remaining ducted fan motor, that is, ; in, is the average thrust of the remaining ducted fan motor; Step 4: The optimization module solves the thrust of the remaining non-ducted fan motors based on the objective function; the objective function is to minimize the thrust difference of these motors by optimizing the thrust distribution of the remaining non-faulty ducted fan motors after one or more ducted fan motors of the electric aircraft fail.

[0029] The electric propulsion control unit uses a numerical optimization method to solve the above optimization problem. The thrust of the remaining non-faulty ducted fan motor can be calculated through the scipy.optimize.minimize (used to solve the minimization of multivariable scalar functions) function of Python (computer programming language) or the Simulinkfunction (computational unit) module.

[0030] After the solution is completed, the electric propulsion control unit sends the thrust distribution plan to the flight control system and the controller of the non-faulty ducted fan motor.

[0031] Step 5: The motor controller adjusts the thrust output of the corresponding non-faulty ducted fan motor according to the received thrust distribution plan; After the thrust is allocated by the algorithm, the thrust adjustment module inside the motor controller determines whether the thrust allocated to the non-faulty ducted fan motor is greater than the maximum thrust that the non-faulty ducted fan motor can withstand. (The maximum thrust that the ducted fan motor can withstand is a key parameter determined by hardware selection, structural strength calculations, and performance testing during the design phase. It is an inherent property of the motor and is a fixed value set before leaving the factory.) If it is less than the maximum thrust that the non-faulty ducted fan motor can withstand, then each ducted fan motor outputs according to the assigned thrust; If the calculated thrust allocated to a non-faulty ducted fan motor is greater than the maximum thrust of the non-faulty ducted fan motor, the non-faulty ducted fan motor will output the maximum thrust, and then the thrust loss of the non-faulty ducted fan motor will be recalculated and allocated to the remaining non-faulty ducted fan motors; If the remaining motors have reached their maximum thrust and still cannot meet the thrust required by the aircraft, feedback is sent to the flight control system.

[0032] Embodiment 2: In some embodiments, as Figure 4 As shown, as a preferred embodiment of the present invention, a thrust distribution optimization system for an electric propulsion system when a motor fails includes: a flight control system, an electric propulsion control unit, multiple ducted fan motors, a motor controller, a fault detection module, a calculation module, an optimization module, and a thrust adjustment module; Flight control system, an automated or semi-automated system used to control the aircraft's attitude, heading, speed and other flight conditions; The electric propulsion control unit is responsible for real-time monitoring and adjusting the thrust output of each ducted fan motor. It allocates power to each motor through an algorithm to ensure the stability and performance requirements of the aircraft in various flight conditions. The ducted fan motor and motor controller are used to drive the motor and control unit assembly of the ducted fan. They receive control commands, convert electrical energy into ducted thrust, and precisely adjust the fan speed to achieve the power output required by the aircraft. The fault detection module is integrated into each ducted fan motor controller to monitor the operating data of the corresponding ducted fan motor in real time and diagnose the motor fault status in real time. When one or more motors fail or trigger power degradation, the fault information is transmitted to the electric propulsion control unit, which records the location of the faulty motor. and thrust loss ; The calculation module is located in the electric propulsion control unit and is used to calculate the initial total thrust based on the initial thrust distribution and motor position. and the initial total moment and transmit relevant information to the flight control system; The optimization module is set in the electric propulsion control unit and is used to establish the optimization problem, set the constraints and objective function, and use the numerical optimization method to solve the optimal thrust of each of the remaining normal motors. The optimal thrust distribution plan is sent to the flight control system and each motor controller; The thrust adjustment module is included in each motor controller and is used to adjust the thrust output of the remaining motors based on the optimization results, determine the relationship between the thrust output of the remaining motors and the maximum thrust of the motor and the required thrust of a single wing, and perform corresponding processing. At the same time, the processing information is fed back to the electric propulsion control unit and the flight control system.

[0033] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements will not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A thrust compensation control method based on a multi-duct electric aircraft, characterized in that: The following steps are involved: Step S1, calculating the thrust required by the aircraft and calculating the initial thrust of each ducted fan motor; Step S2: determining whether a ducted fan motor fails; If not, output the initial thrust corresponding to each ducted fan motor and end the thread; If yes, go to the next step; Step S3: Read the position information of the faulty ducted fan motor and thrust loss; Step S4: Calculate the initial total thrust of the system and the initial total moment ; Step S5, setting thrust equivalent: = ; is the sum of the thrusts of all non-faulty ducted fan motors, Number the ducted fan motor. is the thrust of the ducted fan motor; Set the torque equivalent: = ; The thrust of all non-faulty ducted fan motors is the sum of products; Set the objective function: ; in, is the average thrust of the non-faulty ducted fan motor; Finally, the new thrust of the non-faulty ducted fan motor is obtained according to the objective function; Step S6: determining whether there is a new thrust of a non-faulty ducted fan motor that exceeds the maximum thrust that the corresponding non-faulty ducted fan motor can withstand; If it does not exist, each non-faulty ducted fan motor outputs new thrust and ends the thread; If it exists, go to the next step according to the maximum thrust output of the non-faulty ducted fan motor that exceeds the thrust capacity; Step S7: determining whether all non-faulty ducted fan motors have reached maximum thrust; If not, return to step S5 to calculate the thrust of the remaining non-faulty ducted fan motors that have not exceeded the bearing thrust; If the maximum thrust is reached but the required thrust cannot be met, a feedback message of insufficient thrust is sent to the flight control system.

2. The thrust compensation control method based on a multi-duct electric aircraft according to claim 1, characterized in that: In step S2, each ducted fan motor is connected to an independent motor controller. Multiple motor controllers monitor the operating data of the corresponding ducted fan motor in real time, and diagnose the motor fault status in real time based on the set fault diagnosis rules. The motor controller transmits the fault information to the electric propulsion control unit, and the electric propulsion control unit records the position of the faulty motor. and thrust loss At the same time, the electric propulsion control unit feeds back the fault information to the flight control system.

3. The thrust compensation control method based on a multi-duct electric aircraft according to claim 2, characterized in that: Define the motor position It is the horizontal distance from the ducted fan motor axis to the center of mass of the aircraft.

4. The thrust compensation control method based on a multi-duct electric aircraft according to claim 2, characterized in that: thrust loss It is the difference between the initial thrust and the actual thrust of the ducted fan motor.

5. The thrust compensation control method based on a multi-duct electric aircraft according to claim 2, characterized in that: The operating data of the ducted fan motor include speed, current and voltage.

6. The thrust compensation control method based on a multi-duct electric aircraft according to claim 1, characterized in that: In step S4, = ; in, Number the ducted fan motor. is the thrust of the ducted fan motor, It is the sum of the initial thrust of each ducted fan motor.

7. The thrust compensation control method based on a multi-duct electric aircraft according to claim 1, characterized in that: In step S4, = ; in, is the torque superimposed on the aircraft by the initial thrust, It is the sum of the torques superimposed on the aircraft by the initial thrust of each ducted fan motor.

8. The thrust compensation control method based on a multi-duct electric aircraft according to claim 1, characterized in that: The thrust distribution of the non-faulty ducted fan motor is calculated using a numerical optimization method.

9. A thrust compensation control system based on a multi-duct electric aircraft, characterized in that: include: Flight control system, an automated system used to control the flight of an aircraft; The electric propulsion control unit is responsible for monitoring and regulating the thrust output of each ducted fan motor and allocating power to each motor; The ducted fan motor and motor controller are used to receive control commands, convert electrical energy into ducted thrust, adjust the fan speed, and output the power required by the aircraft; The fault detection module is installed in each ducted fan motor controller to monitor the operating data of the corresponding ducted fan motor, diagnose the motor fault status, and transmit the fault information to the electric propulsion control unit, so that the electric propulsion control unit records the location of the faulty motor. and thrust loss ; The calculation module, located in the electric propulsion control unit, calculates the initial total thrust and the initial total moment And upload it to the flight control system; The optimization module, installed in the electric propulsion control unit, establishes the optimization problem, sets the constraints and objective function, and solves the optimal thrust for each of the remaining normal motors. The optimal thrust distribution plan is sent to the flight control system and each motor controller; The thrust adjustment module is installed in each motor controller and adjusts the thrust output of the remaining motors according to the optimization results.

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