A thrust compensation control method and system based on a multi-ducted electric aircraft

Abstract

The application discloses a kind of based on the thrust compensation control method and system of multi-duct electric aircraft, belong to the field of aircraft control technology, when aircraft runs, motor controller real-time monitoring each motor operating data, and real-time diagnosis motor fault state, once there is motor trigger power degradation or failure fault, electric propulsion control unit will be based on optimization algorithm distribution remaining motor thrust.Through the above mode, by real-time monitoring the operating state of motor, system can quickly identify fault motor and real-time trigger thrust optimization algorithm, after fault occurs, system calculates current total thrust and total torque according to initial thrust distribution and motor position, re-distribute the thrust of remaining non-fault motor by optimization algorithm, ensure that total thrust and total torque remain consistent before fault, avoid aircraft attitude out of control, and by minimizing thrust difference, ensure that motor battery life balance, improve system reliability.

Description

TECHNICAL FIELD

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

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

[0003] Such designs provide distributed thrust through multiple motors, with the advantages of high efficiency, flexibility and high redundancy.

[0004] However, any one or several motors in the multi-motor system may fail, resulting in unbalanced thrust and unbalanced torque, seriously affecting the stability and safety of the aircraft. Current research on thrust compensation algorithms for multi-duct electric aircraft is less. The Airbus E-Fan twin-duct electric aircraft implemented a cross-coupling control strategy on the verification machine. Assuming that the right engine fails, the flight control computer will calculate the amount of thrust that the left engine needs to increase to compensate for the lost thrust of the right engine, while adjusting the control surfaces of the aircraft (such as elevators, ailerons, rudders) to maintain the balance and stability of the aircraft.

[0005] The single-engine failure compensation mechanism of the Airbus E-Fan relies on the cooperation of the control surfaces of the aircraft to maintain the balance and stability of the aircraft. However, existing multi-duct fixed-wing electric aircraft do not fully consider the torque equivalence and the principle of minimizing the difference in motor thrust when compensating for thrust, which may result in uneven load and uneven power consumption of the motors, and even loss of control of the aircraft attitude, further increasing the risk of the system.

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

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

[0008] To achieve the above purpose, the present application is realized by the following technical scheme:

[0009] A thrust compensation control method based on a multi-duct electric aircraft, comprising the following steps:

[0010] Step S1, calculating the required thrust of the aircraft and calculating the initial thrust of each duct fan motor;

[0011] Step S2, determining whether there is a fault in the duct fan motor;

[0012] If not, output the initial thrust of each undamaged turbofan engine, and end the thread.

[0013] If yes, go to the next step.

[0014] Step S3, read the position information of the damaged turbofan engine and thrust loss.

[0015] Step S4, calculate the initial total thrust of the system and initial total moment ;

[0016] Step S5, set the thrust equivalence: = ;

[0017] is the sum of the thrusts of all undamaged turbofan engines, is the number of turbofan engines, is the thrust of the turbofan engine.

[0018] Set the moment equivalence: = ;

[0019] is the sum of the products of the thrusts of all undamaged turbofan engines and their respective ;

[0020] Set the objective function: ;

[0021] where, is the average thrust of the undamaged turbofan engines;

[0022] Finally, according to the objective function, obtain the new thrust of the undamaged turbofan engines;

[0023] Step S6, determine whether the new thrust of the undamaged turbofan engines exceeds the maximum thrust that the corresponding undamaged turbofan engine can withstand.

[0024] If not, output the new thrust of each undamaged turbofan engine, and end the thread.

[0025] If yes, output the maximum thrust of the undamaged turbofan engine that exceeds the bearing thrust, and go to the next step.

[0026] Step S7, determine whether all undamaged turbofan engines have reached the maximum thrust.

[0027] If not, return to Step S5 to calculate the thrust of the remaining undamaged turbofan engines that do not exceed the bearing thrust.

[0028] If the maximum thrust is reached and the demand thrust is still not met, feedback information of insufficient thrust is sent to the flight control system.

[0029] Further, in step S2, each ducted fan motor is connected with an independent motor controller, the multiple motor controllers monitor the operation data of the corresponding ducted fan motor in real time, and diagnose the motor fault state in real time based on the set fault diagnosis rule, the motor controller transmits the fault information to the electric propulsion control unit, and the electric propulsion control unit records the position of the fault motor and thrust loss Meanwhile, the electric propulsion control unit feeds back the fault information to the flight control system.

[0030] Further, the motor position is defined as the horizontal distance from the shaft center of the ducted fan motor to the center of mass of the aircraft.

[0031] Further, the thrust loss is the difference between the initial thrust of the ducted fan motor and the actual thrust.

[0032] Further, the operation data of the ducted fan motor is the rotation speed, current and voltage.

[0033] Further, in step S4, = ;

[0034] wherein, is the number of the ducted fan motor, is the thrust of the ducted fan motor, is the sum of the initial thrust of each ducted fan motor.

[0035] Further, in step S4, = ;

[0036] wherein, is the torque of the initial thrust superimposed on the aircraft, is the sum of the torque of the initial thrust of each ducted fan motor superimposed on the aircraft.

[0037] Further, the calculation method of the thrust distribution of the non-fault ducted fan motor adopts a numerical optimization method.

[0038] In order to better achieve the purpose of the present application, the present application further provides a thrust compensation control system based on a multi-ducted electric aircraft, comprising:

[0039] a flight control system for controlling the automatic system of the aircraft flight;

[0040] Electric propulsion control unit, responsible for monitoring and regulating the thrust output of each ducted fan motor and distributing the power of each motor;

[0041] Ducted fan motor and motor controller, used to receive control instructions, convert electrical energy into ducted thrust, adjust fan speed, and output the required power of the aircraft;

[0042] Fault detection module, installed in each ducted fan motor controller, monitors the operating data of the corresponding ducted fan motor and diagnoses the motor fault state, and transmits the fault information to the electric propulsion control unit to record the position of the faulty motor And thrust loss ;

[0043] Calculation module located in the electric propulsion control unit, calculates the initial total thrust And the initial total torque , and upload to the flight control system;

[0044] Optimization module installed in the electric propulsion control unit, establishes an optimization problem, sets constraint conditions and objective functions, and solves the optimal thrust of each remaining normal motor, and sends the optimal thrust distribution scheme to the flight control system and each motor controller;

[0045] Thrust adjustment module installed in each motor controller, adjusts the thrust output of the remaining motors according to the optimization results.

[0046] Compared with the prior art, the present application has the following advantages: 1. Fault detection and diagnosis: by monitoring the operating state of the motor in real time, the system can quickly identify the faulty motor and trigger the thrust optimization algorithm in real time;

[0047] 2. Thrust and torque balance: after the fault occurs, the system calculates the current total thrust and total torque according to the initial thrust distribution and motor position, redistributes the thrust of the remaining motors through the optimization algorithm, ensures that the total thrust and total torque remain consistent before the fault, and avoids the loss of control of the aircraft attitude;

[0048] 3. Minimize thrust difference: the objective function of the optimization algorithm is to minimize the thrust difference of the remaining motors, ensuring that each motor is evenly loaded and avoiding overloading of individual motors; by minimizing the thrust difference, the battery life of the motor is balanced, improving system reliability.

[0049] 4. Multi-fault support and redundancy design: the algorithm supports the simultaneous failure of one or more motors, has strong robustness, and through redundancy design, ensures that the aircraft can still fly stably when some motors fail.

[0050] 5. The universality of the optimization algorithm: the numerical optimization method is adopted, which is suitable for various aircraft designs and motor configurations. The algorithm can be extended according to specific requirements, such as adding upper and lower limits of motor thrust constraints, considering dynamic flight conditions, etc.

[0051] 6. The algorithm of the present application is suitable for electric aircraft with different numbers of ducts, and has strong expansibility and adaptability. The present application significantly improves the stability and safety of multi-duct fan electric aircraft in the case of motor failure, and has a wide application prospect. BRIEF DESCRIPTION OF DRAWINGS

[0052] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0053] Figure 1 A flowchart of a thrust compensation control method based on a multi-duct electric aircraft of the present application;

[0054] Figure 2 A flowchart of a thrust compensation control algorithm of an electric propulsion control unit of the present application;

[0055] Figure 3 A system architecture diagram of a multi-duct electric aircraft of the present application;

[0056] Figure 4 A connection block diagram of a thrust compensation control system based on a multi-duct electric aircraft of the present application. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical scheme and advantages of the embodiments of the present application more clear, the technical scheme in the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are some embodiments of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0058] Embodiment one: in some embodiments, referring to the drawings of the specification Figures 1-3 A thrust compensation control method based on a multi-duct electric aircraft, comprising the following steps:

[0059] Step one: the flight control system calculates the required thrust of the aircraft, and the electric propulsion control unit calculates the initial thrust of each duct fan motor;

[0060] Each ducted fan motor is connected with an independent motor controller, multiple motor controllers monitor the running data of corresponding ducted fan motors in real time, the running data of ducted fan motors includes but is not limited to speed, current, voltage and other parameters, the fault detection module diagnoses the fault state of the ducted fan motor in real time based on the set fault diagnosis rule, 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 position of the fault 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 master the fault condition of the ducted fan motor in real time.

[0061] Among them, is the horizontal distance from the shaft center of the ducted fan motor to the center of mass of the aircraft, and the thrust loss is the difference between the required thrust of the ducted fan motor and the actual thrust.

[0062] Step two: according to the initial thrust distribution and the position of the ducted fan motor, calculate the initial total thrust of the system And the initial total torque ;

[0063] = ;

[0064] = ;

[0065] Among them, is the number of ducted fan motors, is the thrust of the ducted fan motor, is the sum of the initial thrust of each ducted fan motor, is the torque superimposed on the aircraft by the thrust, is the sum of the torque superimposed on the aircraft by the initial thrust of each ducted fan motor;

[0066] 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.

[0067] Step three: establish an optimization problem, set constraint conditions and objective functions;

[0068] The optimization problem is to solve the thrust of each remaining non-fault ducted fan motor if one or more ducted fan motors on one side fail and cause thrust loss;

[0069] The electric propulsion control unit sets the constraint conditions:

[0070] 1. Thrust equivalence: = ;

[0071] 2. Torque Equivalent: = ;

[0072] in, This indicates that after the fault occurred, all systems were in normal working order. The total thrust of the ducted fan motors is equal to the total thrust set by the system before the ducted fan motor failure. This means that after a ducted fan motor fails, the thrust of the remaining non-faulty ducted fan motors is adjusted so that the total thrust is equal to the total thrust set by the system before the ducted fan motor failure. This ensures that the total thrust obtained by the aircraft remains unchanged under failure conditions and avoids the flight status being affected by sudden thrust changes.

[0073] Equivalent torque formula: It is the thrust of the remaining normally operating ducted fan motors and the horizontal distance from the shaft center of each ducted fan motor to the aircraft's center of gravity. The sum of the products and the initial total torque This formula ensures that after a ducted fan motor failure, the resultant torque generated by the remaining non-faulty ducted fan motors remains consistent with the total torque of the system before the failure, preventing loss of aircraft attitude control due to torque imbalance and ensuring the stability and maneuverability of the aircraft.

[0074] Set the objective function: minimize the thrust difference of the remaining ducted fan motors, i.e.

[0075] ;

[0076] in, This represents the average thrust of the remaining ducted fan motors;

[0077] Step 4: The optimization module calculates the thrust of the remaining non-ducted fan motors based on the objective function. The objective function aims to minimize the thrust difference among the remaining non-faulty ducted fan motors after one or more ducted fan motors in an electric aircraft fail.

[0078] 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 motors can be obtained by using the scipy.optimize.minimize function (used to solve the minimization of multivariable scalar functions) in Python (computer programming language) or the Simulink function (computation unit) module.

[0079] After the solution is obtained, the electric propulsion control unit sends the thrust distribution scheme to the flight control system and the controllers of the non-faulty ducted fan motors.

[0080] Step five: the motor controller adjusts the thrust output of the corresponding non-faulty ducted fan motor according to the received thrust distribution scheme;

[0081] If the thrust allocated by the algorithm, the thrust adjustment module inside the motor controller judges 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 calculation and performance test in the design stage, which is the inherent attribute of the motor and has been set as a fixed value before leaving the factory);

[0082] If it is less than the maximum thrust that the non-faulty ducted fan motor can withstand, each ducted fan motor outputs according to the allocated thrust;

[0083] If the 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 outputs according to the maximum thrust, and then the thrust loss of the non-faulty ducted fan motor is recalculated, and the thrust loss is allocated to the remaining non-faulty ducted fan motor to bear;

[0084] If the remaining motors have reached the maximum thrust and still cannot meet the required thrust of the aircraft, feedback to the flight control system.

[0085] In some embodiments, as shown in Figure 4 As a preferred embodiment of the present application, a thrust distribution optimization system for electric propulsion system motor failure, comprising: a flight control system, an electric propulsion control unit, a plurality of ducted fan motors, a motor controller, a fault detection module, a calculation module, an optimization module and a thrust adjustment module;

[0086] Flight control system, used for controlling the automatic or semi-automatic system of aircraft attitude, heading, speed and other flight states;

[0087] Electric propulsion control unit, responsible for real-time monitoring and adjusting the control unit of each ducted fan motor thrust output, allocating power to each motor through algorithm to ensure the stability and performance requirements of the aircraft in various flight states;

[0088] Ducted fan motor and motor controller, used for driving the motor and control unit assembly of the ducted fan, receiving control instructions, converting electric energy into ducted thrust, and accurately adjusting the fan speed to realize the required power output of the aircraft;

[0089] A fault detection module integrated in each ducted fan motor controller is used to monitor the operation data of the corresponding ducted fan motor in real time, diagnose the motor fault state in real time, and transmit the fault information to the electric propulsion control unit when one or more motors fail or trigger power degradation, so that the electric propulsion control unit records the position of the failed motor and thrust loss ;

[0090] A calculation module located in the electric propulsion control unit is used to calculate the initial total thrust and initial total torque based on the initial thrust distribution and motor position, and transmit the relevant information to the flight control system;

[0091] An optimization module provided in the electric propulsion control unit is used to establish an optimization problem, set constraint conditions and objective functions, and solve the optimal thrust of each remaining normal motor by using a numerical optimization method, and send the optimal thrust distribution scheme to the flight control system and each motor controller;

[0092] A thrust adjustment module included in each motor controller is used to adjust the thrust output of the remaining motor according to the optimization result, judge the relationship between the thrust output of the remaining motor and the maximum thrust of the motor and the demand thrust of the single-sided wing, and perform corresponding processing, while feeding back the processing information to the electric propulsion control unit and the flight control system.

[0093] The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements will not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method of thrust compensation control based on a multi-diffuser electric aircraft, characterized in that, The method comprises the following steps: Step S1, calculating the required thrust of the aircraft and the initial thrust of each ducted fan motor; Step S2, judging whether there is a fault in the ducted fan motor; If not, output the initial thrust corresponding to each ducted fan motor, and end the thread; If so, go to the next step; Step S3, reading position information of the fault duct fan motor and thrust loss; Step S4, calculating the initial total thrust of the system and the initial total moment ; Step S5, setting the thrust equivalent: ​​ is the sum of all non-failed ducted fan motor thrusts, is the ducted fan motor number, is the ducted fan motor thrust; Setting torque equivalence: = ; The sum of the products of the thrust of all non-failed ducted fan electric machines and the respective product of the thrust of all non-failed ducted fan electric machines and the respective Set the objective function: ; wherein, Tavg is the average thrust of the non-failed ducted fan motor; Finally, according to the target function, obtain the new thrust of the non-faulty ducted fan motor; Step S6, judging whether the new thrust of the non-faulty ducted fan motor exceeds the maximum thrust that the corresponding non-faulty ducted fan motor can bear; If not, output the new thrust of each non-faulty ducted fan motor, and end the thread; If so, output the maximum thrust of the non-faulty ducted fan motor that exceeds the bearing thrust, and go to the next step; Step S7, judging whether all non-faulty ducted fan motors have reached the maximum thrust; If not, return to step S5 to calculate the thrust of the remaining non-faulty ducted fan motor that does not exceed the bearing thrust; If all have reached the maximum thrust but still cannot meet the required thrust, send feedback information of insufficient thrust to the flight control system.

2. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 1, characterized in that, In step S2, each of the ducted fan motors is connected with an independent motor controller. The multiple motor controllers monitor the operation data of the corresponding ducted fan motors in real time, diagnose the motor fault state in real time based on the set fault diagnosis rules, and transmit the fault information to the electric propulsion control unit. The electric propulsion control unit records the position of the faulty motor and thrust loss Meanwhile, the electric propulsion control unit feeds back the fault information to the flight control system.

3. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 2, characterized in that, Defining motor position is the horizontal distance from the shaft center of the ducted fan motor to the center of mass of the aircraft.

4. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 2, characterized by, Thrust loss The difference between the initial thrust and the actual thrust of the ducted fan motor.

5. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 2, wherein, The operating data of the ducted fan motor is the rotation speed, current and voltage.

6. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 1, characterized by, In step S4, = ;​ wherein, is the number of bypass fan motors, is the thrust of a bypass fan motor, is the sum of the initial thrust of each bypass fan motor.

7. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 1, characterized by, In step S4, = ;​ wherein, is the moment of the initial thrust superimposed on the aircraft, is the sum of the moments of the initial thrust of each ducted fan motor superimposed on the aircraft.

8. The multi-duct electrically powered aircraft based thrust compensation control method according to claim 1, characterized by, The calculation method of the thrust distribution of the non-faulty ducted fan motor adopts a numerical optimization method.

9. A thrust compensation control system for a multi-duct electrically powered aircraft, using the thrust compensation control method for a multi-duct electrically powered aircraft according to any one of claims 1 to 8, characterized by It comprises: A flight control system for controlling the automatic system of the aircraft; An electric propulsion control unit responsible for monitoring and adjusting the thrust output of each ducted fan motor and distributing the power of each motor; A ducted fan motor and a motor controller for receiving control instructions, converting electric energy into duct thrust, adjusting fan speed and outputting the required power of the aircraft; A fault detection module is installed in each ducted fan motor controller to monitor the operation data of the corresponding ducted fan motor and diagnose the fault state of the motor, and transmit the fault information to the electric propulsion control unit to make the electric propulsion control unit record the position of the faulty motor and thrust loss ; A computing module, located within the electric propulsion control unit, calculates the initial total thrust and the initial total moment and uploads to the flight control system; An optimization module installed in the electric propulsion control unit, which establishes an optimization problem, sets constraint conditions and a target function, and solves the optimal thrust of each remaining normal motor, and sends the optimal thrust distribution scheme to the flight control system and each motor controller; A thrust adjustment module installed in each motor controller, which adjusts the thrust output of the remaining motor according to the optimization result.

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