System performance analysis method based on anti-manipulation of rudder system

Abstract

The invention relates to a system performance analysis method based on rudder system anti-manipulation, and belongs to the technical field of system modeling and emulation.The method comprises the steps that a steering engine control structure model is established based on a steering engine control system mechanism, a rudder system closed-loop transfer function is obtained, and a rudder system anti-manipulation model is established based on the rudder system closed-loop transfer function; obtaining a performance parameter expression of the rudder system, a first theoretical threshold expression of the anti-control working condition of the rudder system, a relationship between the performance parameter when the pneumatic hinge moment of the rudder system is 0 and the performance parameter under the anti-control working condition, a second theoretical threshold expression of the anti-control working condition of the rudder system, and a second theoretical threshold expression of the anti-control working condition of the rudder system; and based on the design parameter value of the steering engine to be simulated and the expression, mathematically simulating the divergence threshold value of the steering engine and describing the performance parameters of the performance of the steering engine under the anti-control working condition, so that compared with the prior art, the problem that the system performance under the anti-control working condition of the steering engine is difficult to accurately simulate by the load platform is solved; and moreover, a load platform is not required to be carried, and the steering engine system performance analysis method which is more economical, convenient and accurate is provided.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of system modeling and simulation, in particular to a system performance analysis method based on rudder system countersteering. BACKGROUND

[0002] The rudder system countersteering phenomenon has always been a working state that needs to be avoided in rudder system design. Once the rudder system is in a serious countersteering motion process in flight test, the overshoot of the rudder system increases greatly, the stability decreases sharply, and in the extreme case, the rudder system cannot follow the command signal, leading to the instability of the missile body. At the present stage, the static instability of the aircraft with wide speed range and large flight envelope is increasing, and the response requirement of the rudder system is increasing.

[0003] The traditional rudder system countersteering performance analysis is generally to build a rudder system countersteering torque simulation load table to test the performance characteristics of the rudder system under the countersteering torque. This method is difficult to provide a load torque loading table faster than the response of the rudder system on the one hand, and the load torque simulation table is easy to produce serious redundant force when the rudder moves, which affects the response performance of the rudder system. Therefore, it is difficult to accurately obtain the response performance of the rudder under countersteering, so that when the rudder appears abnormal overshoot or the rudder does not track the command in flight test, it is difficult to analyze and locate. SUMMARY

[0004] In view of the above analysis, the embodiments of the present application aim to provide a system performance analysis method based on rudder system countersteering, to solve the problem that the existing method can only simulate countersteering through a load table, and the system performance effect of the rudder countersteering simulated by the load table is not good.

[0005] In one aspect, the embodiments of the present application provide a system performance analysis method based on rudder system countersteering, the method comprising:

[0006] establishing a rudder control structure model according to the mechanism of the rudder control system;

[0007] obtaining a closed-loop transfer function of the rudder system based on the rudder control structure model;

[0008] obtaining a rudder system performance parameter expression, a first theoretical threshold expression of the rudder system countersteering working condition, and a relationship between the performance parameters when the rudder system aerodynamic hinge torque is 0 and the performance parameters under the countersteering working condition based on the closed-loop transfer function of the rudder system;

[0009] obtaining a second theoretical threshold expression of the rudder system countersteering working condition based on the closed-loop transfer function of the rudder system, in combination with the maximum working current of the rudder motor and the maximum output torque of the rudder motor;

[0010] Based on the to-be-simulated rudder design parameter value, the first theoretical threshold expression of the rudder system reverse control condition, and the second theoretical threshold expression of the rudder system reverse control condition, the divergence threshold of the to-be-simulated rudder in the reverse control condition is calculated and output.

[0011] The simulation system with the rudder control structure model is applied to simulate and output the response curve of the to-be-simulated rudder in the reverse control condition within the divergence threshold, and output the corresponding performance parameter value of the to-be-simulated rudder in the reverse control condition.

[0012] Based on the further improvement of the above method, the rudder control structure model specifically comprises,

[0013] A rudder instruction input feedback module is configured to obtain the rudder deflection angle adjustment angle after processing the input instruction, and the rudder instruction input feedback loop comprises an instruction processing module, an inner loop voltage input feedback module, a displacement feedback module, and an arc / angle conversion module, wherein,

[0014] The instruction processing module is configured to output a processed instruction after amplifying the input by a proportional gain, and then input the processed instruction into the inner loop voltage input feedback module;

[0015] The inner loop voltage input feedback module is configured to output a rudder deflection angle adjustment arc based on the processed instruction;

[0016] The arc / angle conversion module is configured to convert the rudder deflection angle adjustment arc into a rudder deflection angle adjustment angle, and then input the rudder deflection angle adjustment angle into the displacement feedback module;

[0017] The displacement feedback module is configured to output a displacement feedback by multiplying the rudder deflection angle adjustment angle by a feedback output sensor proportional coefficient, and then subtract the displacement feedback from the input rudder instruction as the input of the instruction processing module.

[0018] Based on the further improvement of the above method, the inner loop voltage input feedback module comprises an armature current calculation module, a motor electromagnetic torque calculation module, an inner loop torque input feedback module, and a counter electromotive force feedback module, wherein,

[0019] The armature current calculation module is configured to calculate and obtain the armature current of the rudder, and then output the armature current to the motor electromagnetic torque calculation module;

[0020] The motor electromagnetic torque calculation module is configured to calculate and obtain the motor electromagnetic torque based on the armature current, and then output the motor electromagnetic torque to the inner loop torque input feedback module;

[0021] The inner loop torque input feedback module outputs the rudder deflection angle adjustment radian based on the motor electromagnetic torque.

[0022] The back electromotive force feedback module calculates the back electromotive force feedback of the rudder based on the rudder deflection angle adjustment radian, and subtracts the back electromotive force feedback from the processed instruction as the input of the armature current calculation module.

[0023] Based on the further improvement of the above method, the inner loop torque input feedback module includes a rotation angle velocity calculation module, a rudder deflection angle calculation module, and an external force torque feedback module, wherein,

[0024] The rotation angle velocity calculation module is used to calculate the rotation angle velocity and output the rotation angle velocity to the radian calculation module.

[0025] The rudder deflection angle calculation module calculates the rudder deflection angle radian based on the rotation angle velocity, and outputs the rudder deflection angle radian to the radian / angle conversion module and the external force torque feedback module.

[0026] The external force torque feedback module calculates the external force torque feedback based on the rudder deflection angle radian, and subtracts the external force torque feedback from the motor electromagnetic torque as the input of the rotation angle velocity calculation module.

[0027] Based on the further improvement of the above method, the rudder system closed loop transfer function is specifically expressed as the following expression:

[0028] In the formula,

[0029] s is the rudder system transfer function operator, K z is the rudder control instruction proportional gain, K t is the rudder electromagnetic torque coefficient, Z is the total reduction ratio of the rudder, η is the efficiency of the rudder reduction mechanism, R a is the rudder armature resistance, L is the rudder motor armature inductance, K δ is the rudder system aerodynamic hinge torque gradient, K f is the rudder feedback output sensor proportional coefficient, K e is the rudder system back electromotive force coefficient, J is the total rotation inertia of the rudder motor.

[0030] Based on the further improvement of the above method, considering that the armature inductance L is much smaller than the armature resistance R a , the armature inductance L is simplified to 0, and the rudder system closed loop transfer function expression is simplified to the following expression:

[0031] In the formula, K is The rudder system gain, is expressed as the equation:

[0032] ω n is The rudder system natural frequency , is expressed as the equation:

[0033] ξ is the inherent damping coefficient of the rudder system, expressed as the equation: wherein the rudder system gain K, The rudder system natural frequency ω n , and ξ is the inherent damping coefficient of the rudder system, which is the performance parameter of the rudder system.

[0034] Based on the further improvement of the above method, the first theoretical threshold expression of the rudder system in the adverse operating condition is obtained based on the Routh criterion and the closed-loop transfer function of the rudder system, and is specifically expressed as the following expression:

[0035]

[0036] Based on the further improvement of the above method, the relationship between the performance parameter when the aerodynamic hinge moment of the rudder system is 0 and the performance parameter in the adverse operating condition includes:

[0037] The gain in the adverse operating condition of the rudder system is K times the gain when the aerodynamic hinge moment of the rudder system is 0;

[0038] The inherent frequency in the adverse operating condition of the rudder system is

[0039] The inherent damping coefficient in the adverse operating condition of the rudder system is

[0040] The phase lag difference in the adverse operating condition of the rudder system is increased, expressed as the equation:

[0041] In the formula,

[0042] ω0 is the inherent frequency when the aerodynamic hinge moment gradient of the rudder system is 0,

[0043] ω is the inherent frequency in the adverse operating condition of the rudder system,

[0044] ξ0 is the inherent damping coefficient when the aerodynamic hinge moment gradient of the rudder system is 0.

[0045] Based on the further improvement of the above method, the second theoretical threshold expression of the rudder system in the adverse operating condition includes:

[0046] In the formula,

[0047] I a_max K is the number of said maximum working current of the rudder system,

[0048] U i for the input rudder command,

[0049] λ is the anti-anti-control coefficient of the rudder system.

[0050] Based on the above method, the divergence threshold of the to-be-simulated rudder under the anti-control working condition is calculated and output based on the to-be-simulated rudder design parameter value, the first theoretical threshold expression of the rudder system anti-control working condition, and the second theoretical threshold expression of the rudder system anti-control working condition, and specifically comprises:

[0051] The to-be-simulated rudder design parameter value is substituted into the first theoretical threshold expression of the rudder system anti-control working condition to calculate the first theoretical threshold of the rudder system aerodynamic hinge moment gradient;

[0052] The to-be-simulated rudder design parameter value, the maximum working current value of the rudder system, and the anti-anti-control coefficient of the rudder system are substituted into the second theoretical threshold expression of the rudder system anti-control working condition to calculate the second theoretical threshold of the rudder system starting hinge moment gradient;

[0053] The larger one of the first theoretical threshold of the rudder system aerodynamic hinge moment gradient and the second theoretical threshold of the rudder system aerodynamic hinge moment gradient is taken as the divergence threshold of the rudder system aerodynamic hinge moment gradient.

[0054] Compared with the prior art, the present application can at least achieve one of the following beneficial effects:

[0055] 1. It is not necessary to build a load platform, and the simulation results of the rudder system can be obtained through the system control model and the transfer function expression, and the anti-control performance parameters are more convenient to obtain;

[0056] 2. The system control model and the transfer function expression can obtain more comprehensive simulation results of the rudder system, and can more accurately depict the performance of the rudder system under the anti-control working condition, and have better practicability compared with the load platform simulation in the prior art.

[0057] In the present application, the above technical solutions can be combined with each other to realize more preferred combination schemes. Other features and advantages of the present application will be described in the subsequent specification, and some advantages will become apparent from the specification, or will be understood by implementing the present application. The purpose and other advantages of the present application can be realized and obtained from the contents specifically pointed out in the specification and the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0058] The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings:

[0059] Figure 1 The rudder control structure model schematic diagram for the embodiment of the application;

[0060] Figure 2 The rudder control structure model schematic diagram for the embodiment of the application adding maximum working current limiting amplitude;

[0061] Figure 3 The simulation system instruction 2-degree torque gradient is 0 and -40 Nm / in the example of the embodiment of the application o The rudder system response time domain curve diagram;

[0062] Figure 4 The simulation system instruction 10-degree torque gradient is 0 and -40 Nm / in the example of the embodiment of the application o The rudder system response time domain curve diagram;

[0063] Figure 5 The simulation system instruction 2-degree and 10-degree torque gradient is 0 and -40 Nm / in the example of the embodiment of the application o The rudder system response frequency domain curve diagram. DETAILED DESCRIPTION

[0064] The preferred embodiments of the application are specifically described below in conjunction with the drawings, wherein the drawings constitute a part of this application and serve to explain the principles of the embodiments of the application together with the embodiments of the application, but are not used to limit the scope of the application.

[0065] One specific embodiment of the application discloses a system performance analysis method based on rudder system countersteering. The method comprises:

[0066] A rudder control structure model is established according to the mechanism of the rudder control system;

[0067] Based on the rudder control structure model, the closed-loop transfer function of the rudder system is obtained;

[0068] Based on the closed-loop transfer function of the rudder system, the performance parameter expression of the rudder system, the first theoretical threshold expression of the countersteering working condition of the rudder system, and the relationship between the performance parameter when the aerodynamic hinge torque of the rudder system is 0 and the performance parameter under the countersteering working condition are obtained;

[0069] Based on the closed-loop transfer function of the rudder system, the second theoretical threshold expression of the countersteering working condition of the rudder system is obtained by combining the maximum working current of the rudder motor and the maximum output torque of the rudder motor;

[0070] Based on the design parameter values ​​of the servo motor to be simulated, the first theoretical threshold expression of the anti-manipulation condition of the servo system, and the second theoretical threshold expression of the anti-manipulation condition of the servo system, the divergence threshold of the servo motor to be simulated under the anti-manipulation condition is calculated and output.

[0071] A simulation system with a servo control structure model is used to simulate and output the response curve of the servo under anti-manipulation condition when the servo under simulation is within the divergence threshold, and output the corresponding performance parameter values ​​of the servo under anti-manipulation condition.

[0072] Specifically, this embodiment establishes a servo control structure model based on the mechanism of the servo control system. Generally, the mechanism of the servo control system includes forward transmission and disturbance feedback characteristics, as well as a three-loop nested iterative input feedback structure consisting of a position loop, a voltage loop, and a torque loop. After the input command is input, it passes through the position loop, voltage loop, and torque loop layer by layer to complete the transmission and transformation from the position closed loop to the voltage closed loop and then to the torque closed loop, and finally outputs the angle adjusted by the servo.

[0073] Furthermore, such as Figure 1 As shown, the servo control structure model specifically includes,

[0074] The servo motor command input feedback module processes the input command to obtain the servo motor deflection angle adjustment angle. The servo motor command input feedback loop includes a command processing module, an inner loop voltage input feedback module, a displacement feedback module, and a radian / angle conversion module.

[0075] The instruction processing module is used to amplify the input through a proportional gain and output the processed instruction, and then input the processed instruction to the inner loop voltage input feedback module.

[0076] The inner loop voltage input feedback module outputs the servo deflection angle adjustment radian based on the processed command.

[0077] The radian / angle conversion module is used to convert the servo deflection angle adjustment radian into the servo deflection angle adjustment angle, and then input the servo deflection angle adjustment angle into the displacement feedback module.

[0078] The displacement feedback module is used to multiply the servo deflection angle adjustment angle by the feedback output sensor proportional coefficient and output displacement feedback. The difference between the displacement feedback and the input servo command is then used as the input to the command processing module.

[0079] Specifically, the rudder machine instruction input feedback module includes a position loop function, and after the input instruction is subtracted from the displacement feedback, the rudder machine rudder deflection angle adjustment radian is transmitted to the inner layer to the voltage loop, and after the inner layer is processed and output, the rudder machine rudder deflection angle adjustment radian is converted and output, and the rudder machine adjustment radian is processed as displacement feedback and fed back to the input end of the rudder machine instruction input feedback module, so as to form a position input feedback closed loop. The rudder machine instruction input feedback module satisfies a controller algorithm and a displacement feedback output algorithm, and the controller algorithm is simplified and expressed as the following formula:

[0080] (U i -U0)*Kz=U, wherein,

[0081] U i is the input instruction, U0 is the displacement feedback, U is the rudder machine motor input equivalent direct current voltage, and Kz is a proportional gain;

[0082] The displacement feedback output algorithm is simplified and expressed as the following formula:

[0083] U0=δ*K f , wherein,

[0084] δ is the rudder machine motor rudder deflection angle adjustment radian, K f is the rudder machine feedback output sensor proportional coefficient.

[0085] Further, the inner loop voltage input feedback module includes an armature current calculation module, a motor electromagnetic torque calculation module, an inner loop torque input feedback module, and a counter electromotive force feedback module, wherein,

[0086] The armature current calculation module is configured to calculate and obtain the rudder machine armature current, and output the rudder machine armature current to the motor electromagnetic torque calculation module;

[0087] The motor electromagnetic torque calculation module is configured to calculate and obtain the motor electromagnetic torque based on the rudder machine armature current, and output the motor electromagnetic torque to the inner loop torque input feedback module;

[0088] The inner loop torque input feedback module outputs the rudder machine rudder deflection angle adjustment radian based on the motor electromagnetic torque;

[0089] The counter electromotive force feedback module calculates the rudder machine motor counter electromotive force feedback based on the rudder machine rudder deflection angle adjustment radian, subtracts the processed instruction from the counter electromotive force feedback, and takes the difference as the input of the armature current calculation module.

[0090] Specifically, the inner loop voltage input feedback module includes a voltage loop function, and satisfies a motor armature voltage balance equation, and the motor armature voltage balance equation is expressed as the following formula:

[0091]

[0092] E a is the back electromotive force feedback of the steering motor, I a is the armature current of the steering motor, R a is the armature resistance of the steering motor, L is the armature inductance of the steering motor, is the derivative of the armature current of the steering motor with respect to time;

[0093] wherein the input equivalent DC voltage U of the steering motor is subtracted from the back electromotive force feedback E a of the steering motor, multiplied by to obtain the armature current I a of the steering motor, wherein s is the steering system transfer function operator, representing the first derivative;

[0094] The armature current I a of the steering motor is input into the motor electromagnetic torque calculation module, and the motor electromagnetic torque is calculated through the electromagnetic torque equation, which is expressed as the following expression:

[0095] M e = K t · I a , wherein,

[0096] M e is the electromagnetic torque of the steering motor, K t is the electromagnetic torque coefficient of the steering motor;

[0097] The electromagnetic torque M e of the steering motor is input into the inner loop torque input feedback module to calculate the steering deflection angle of the steering motor;

[0098] The back electromotive force feedback E a of the steering motor is calculated based on the steering deflection angle of the steering motor and the back electromotive force equation, which is expressed as the following expression:

[0099] wherein,

[0100] K e is the back electromotive force coefficient of the steering motor, is the angular acceleration of the steering motor, wherein, is calculated from the transmission mechanism equation and the steering deflection angle of the steering motor, which is expressed as the following expression:

[0101] θ = Z · δ, wherein, θ is the angular acceleration of the steering motor;

[0102] Thus, the inner loop voltage input feedback module forms a voltage input feedback closed loop.

[0103] Further, the inner loop torque input feedback module includes a rotation angular velocity calculation module, a rudder deflection angle calculation module, and an external force torque feedback module, wherein,

[0104] The rotation angular velocity calculation module is configured to calculate a rotation angular velocity and output the rotation angular velocity to the radian calculation module.

[0105] The rudder deflection angle calculation module is configured to calculate a rudder deflection angle radian based on the rotation angular velocity and output the rudder deflection angle radian to the radian / angle conversion module and the external force torque feedback module.

[0106] The external force torque feedback module is configured to calculate an external force torque feedback based on the rudder deflection angle radian, and subtract the external force torque feedback from the motor electromagnetic torque, so as to obtain a difference as an input of the rotation angular velocity calculation module.

[0107] Specifically, the inner loop torque input feedback module includes a torque loop function, and satisfies a motor torque balance equation, a transmission mechanism equation, and an external torque equation, wherein the motor torque balance equation is expressed as the following expression:

[0108] In the formula,

[0109] J d is a rotation inertia of the rudder motor, is a rotation angular acceleration of the rudder motor, Z is a total reduction ratio of the rudder motor, η is an efficiency of a reduction mechanism of the rudder motor, J z is a rotation inertia at a rudder shaft of the rudder system, K δ is a rudder system aerodynamic hinge torque gradient;

[0110] wherein the motor electromagnetic torque M e is subtracted by a rudder system external torque M1, and multiplied by to obtain the rudder motor rotation angular acceleration based on the rudder motor rotation angular acceleration and the transmission mechanism equation, the rudder motor rudder deflection angle δ is calculated.

[0111] The rudder motor rudder deflection angle δ is input into the external torque feedback module to calculate the rudder system external torque feedback.

[0112] The rudder motor rudder deflection angle δ and the external torque equation are used to calculate the rudder system external torque feedback, and the external torque equation is expressed as the following expression:

[0113] wherein,

[0114] M1 is the rudder system external moment feedback.

[0115] Thus, the inner loop moment input feedback module forms a moment input feedback closed loop.

[0116] Further, the rudder system closed loop transfer function is specifically expressed as the following expression:

[0117] wherein,

[0118] s is the rudder system transfer function operator, K z is the rudder control instruction proportional gain, K t is the rudder motor electromagnetic torque coefficient, Z is the rudder motor total reduction ratio, η is the rudder motor reduction mechanism efficiency, R a is the rudder motor armature resistance, L is the rudder motor armature inductance, K δ is the rudder system aerodynamic hinge moment gradient, K f is the rudder feedback output sensor proportional coefficient, K e is the rudder system back electromotive force coefficient, J is the total rotational inertia at the rudder motor.

[0119] Specifically, the moment loop formed by the inner loop moment input feedback module obtains an inner loop moment closed loop transfer function, and the inner loop moment closed loop transfer function is expressed as the following expression:

[0120] wherein, J = J d + J z / (Z 2 η);

[0121] The voltage loop formed by the inner loop voltage input feedback module, based on the inner loop moment closed loop transfer function, obtains an inner loop voltage closed loop transfer function, and the inner loop voltage closed loop transfer function is expressed as the following expression:

[0122]

[0123] The position loop formed by the rudder instruction input feedback module, based on the inner loop voltage closed loop transfer function, obtains a rudder closed loop transfer function, and the rudder closed loop transfer function is expressed as the following expression:

[0124]

[0125] Further, considering that the armature inductance L is much smaller than the armature resistance R aBy simplifying the armature inductance L to 0, the closed-loop transfer function expression of the rudder system is simplified to the following expression: In the formula, K is The The rudder system gain This can be expressed as an equation:

[0126] ω n yes The rudder system natural frequency Rate, expressed as a formula:

[0127] ξ is the inherent damping coefficient of the rudder system, expressed as the formula: Wherein, the rudder system gain K, The rudder system natural frequency rate ω n The inherent damping coefficient of the rudder system is a performance parameter of the rudder system.

[0128] Specifically, to facilitate the calculation and expression of performance parameters, considering that the armature inductance L of the motor is generally much smaller than the armature resistance R, a If L≈0, then the servo motor closed-loop transfer function is further simplified to the following expression:

[0129]

[0130] The performance indicators of a rudder system can generally be described by gain, natural frequency, and damping coefficient. (Aerodynamic hinge torque gradient) Changes in the rudder system performance changes. Will be on Tie The Further derivation of the above expression yields an expression that includes servo performance parameters, specifically including: In the formula, K is The rudder system gain The rudder system natural frequency This can be expressed as an equation:

[0131] The natural frequency of the rudder system is expressed as a formula:

[0132] ξ is the inherent damping coefficient of the rudder system, expressed as the formula: Wherein, the rudder system gain K, The rudder rate ω n The inherent damping coefficient of the rudder system is a performance parameter of the rudder system.

[0133] The simplified expression for the servo motor closed-loop transfer function, the expression for the servo system performance parameters, excluding the gradient K of the servo system aerodynamic hinge torque. δ Apart from the single variable, all other parameters are the servo design parameters. The resulting univariate transformation relationship is based on the servo being under different aerodynamic hinge torque gradients, i.e., K... δ By taking different values, it is easy to simulate and calculate the specific values ​​of the servo motor performance parameters.

[0134] Further, the first theoretical threshold expression of the rudder system reverse control working condition is obtained based on the Routh criterion and the closed-loop transfer function of the rudder system, and is specifically expressed as the following expression:

[0135]

[0136] Specifically, based on the Routh criterion, when the closed-loop transfer function of the rudder system is in the reverse control working condition, the denominator of the closed-loop transfer function of the rudder system is less than 0, that is, R a K δ +57.3K z K t ZηK f <0, so the first theoretical threshold expression of the rudder system reverse control working condition is

[0137] Further, the relationship between the performance parameters when the aerodynamic hinge moment of the rudder system is 0 and the performance parameters in the reverse control working condition specifically includes:

[0138] The gain in the reverse control working condition of the rudder system is K times the gain when the aerodynamic hinge moment of the rudder system is 0;

[0139] The natural frequency in the reverse control working condition of the rudder system is

[0140] The inherent damping coefficient in the reverse control working condition of the rudder system is

[0141] The phase lag difference in the reverse control working condition of the rudder system is increased, which is expressed as the formula:

[0142] In the formula,

[0143] ω0 is the natural frequency when the aerodynamic hinge moment gradient of the rudder system is 0,

[0144] ω is the natural frequency in the reverse control working condition of the rudder system,

[0145] ξ0 is the inherent damping coefficient when the aerodynamic hinge moment gradient of the rudder system is 0.

[0146] Specifically, to further simplify the simulation calculation of the performance parameters, the relationship between the performance parameters when the aerodynamic hinge moment of the rudder system is 0 and the performance parameters in the reverse control working condition is derived through the following steps:

[0147] Based on the engineering implementation of the rudder system, first, the rudder feedback output sensor coefficient Kf = 1;

[0148] When the aerodynamic hinge moment of the rudder system is 0, i.e. K δ = 0,

[0149] The gain K of the rudder system = 1,

[0150] The inherent frequency of the rudder system when the aerodynamic hinge moment gradient is 0

[0151] The inherent damping coefficient of the rudder system when the aerodynamic hinge moment gradient is 0

[0152] When the aerodynamic hinge moment of the rudder system is less than 0, i.e. K δ < 0,

[0153] η / K; The system gain R a K δ + 57.3K z K t Zη K f = 57.3 K z K t Z Figure 2

[0154] Substitute ω0and the expression R a K δ + 57.3K z K t ZηK f = 57.3 K z K t Zη / K into We get

[0155] Substitute ξ0and the expression R a K δ + 57.3K z K t ZηK f = 57.3 K z K t Zi / K into We get

[0156] The phase lag difference of the rudder system under the adverse control condition increases, which is expressed as the formula:

[0157]

[0158] Further, the second theoretical threshold expression of the rudder system under the adverse control condition specifically includes:

[0159] In the formula,

[0160] I a_max for the The maximum working current of the rudder system,

[0161] U i for the input rudder command,

[0162] λ is the anti-oscillation coefficient of the rudder system.

[0163] Specifically, when evaluating the performance of the rudder system in the anti-oscillation working condition, the actual maximum working current and maximum torque output of the rudder system are also considered. Due to the nonlinear characteristics such as saturation voltage limiting, maximum working current limiting, maximum angular velocity limiting, dead zone characteristics and gap characteristics in the actual characteristics of the rudder, the actual anti-oscillation ability of the actual object is less than the theoretical analysis. Therefore, the maximum working current limiting needs to be added to the rudder control model, as shown in the following formula. Figure 5

[0164] Considering the torque capacity actually provided by the rudder under the maximum working current limitation, the aerodynamic hinge torque gradient needs to meet the following conditions: Thus, the second theoretical threshold expression is obtained, wherein λ is the anti-oscillation coefficient considering the actual nonlinear characteristics of the rudder, system response overshoot, etc., and generally takes a value in the range of 0.3-0.5.

[0165] Further, the divergence threshold of the to-be-simulated rudder in the anti-oscillation working condition is calculated and output based on the to-be-simulated rudder design parameter value, the first theoretical threshold expression of the rudder system in the anti-oscillation working condition and the second theoretical threshold expression of the rudder system in the anti-oscillation working condition, specifically including:

[0166] The to-be-simulated rudder design parameter value is substituted into the first theoretical threshold expression of the rudder system in the anti-oscillation working condition to calculate the first theoretical threshold of the aerodynamic hinge torque gradient of the rudder system;

[0167] The to-be-simulated rudder design parameter value, the maximum working current value of the rudder system and the anti-oscillation coefficient of the rudder system are substituted into the second theoretical threshold expression of the rudder system in the anti-oscillation working condition to calculate the second theoretical threshold of the starting hinge torque gradient of the rudder system;

[0168] The larger one of the first theoretical threshold of the aerodynamic hinge torque gradient of the rudder system and the second theoretical threshold of the aerodynamic hinge torque gradient of the rudder system is taken as the divergence threshold of the aerodynamic hinge torque gradient of the rudder system.

[0169] Specifically, due to the difference in the design parameters of the rudder system, it is not possible to predict which one of the first theoretical threshold and the second theoretical threshold of the rudder system in the anti-oscillation working condition is larger. Therefore, the first theoretical threshold expression of the rudder system in the anti-oscillation working condition and the second theoretical threshold expression of the rudder system in the anti-oscillation working condition obtained by the present embodiment can be used to calculate the specific values of the two thresholds in combination with the design parameters of the rudder system of the rudder system, and the larger one of the two is taken as the divergence threshold in the anti-oscillation working condition of the rudder system.​

[0170] The rudder system rudder motor design parameters, including: the rudder control instruction proportional gain K z , the rudder electromagnetic torque coefficient K t , the rudder total reduction ratio Z, the rudder reduction mechanism efficiency η, the rudder armature resistance R a , the rudder motor armature inductance L, the rudder feedback output sensor proportional coefficient K f , the rudder system counter electromotive force coefficient K e , the total moment of inertia J of the rudder motor, the maximum working current I a_max .

[0171] Exemplary, the following is a certain rudder performance mathematical simulation analysis process to illustrate the technical process of the embodiment, and the actual effect of the technical scheme of the embodiment is verified through the simulation system.

[0172] The design parameters of a certain rudder include: total reduction ratio Z=160, reduction mechanism efficiency η=0.75, electromagnetic torque coefficient K t =0.05N.m / A, counter electromotive force coefficient K e =0.02N.m / rad, maximum working current limit I max =150A, controller proportional gain K z =6.5, armature resistance R a =0.096Ω, armature inductance L=0.16e -3 H.

[0173] When the aerodynamic hinge moment gradient K δ =0, the rudder gain is K=1, the system natural frequency ω0=161rad / s, and the inherent damping coefficient ξ0=0.69;

[0174] When the anti-control aerodynamic hinge moment gradient K δ =-40Nm / o (reduced 2292Nm / rad), the rudder gain K increases to 1.11, the natural frequency ω n =153rad / s, the inherent damping coefficient ξ=0.73, and the rudder system phase lags 5° at a frequency of 100rad / s, as shown in Figure 3 . Figure 4 and ​ respectively give the torque gradient under the instruction of 2 degrees and 10 degrees. 0 and -40Nm / o The system response curve is shown.

[0175] Without considering the maximum working current limit, the maximum moment gradient under the time domain simulation convergence at the simulation instruction 10° is-22920 N.m / rad, which is basically consistent with the first theoretical threshold Value1=-23278 N.m / rad of the rudder system counter-steering condition obtained by the mathematical simulation of the embodiment; considering the maximum working current limit, the maximum moment gradient under the time domain simulation convergence is-2292 N.m / rad, which is basically consistent with the second theoretical threshold Value2=-2578 N.m / rad (the anti-counter-steering coefficient λ is 0.5) of the rudder system counter-steering condition obtained by the mathematical simulation of the embodiment. The maximum aerodynamic hinge moment gradient that the system can withstand under the simulation instruction 10° is-2292 N.m / rad, which is the maximum value of Value1 and Value2.

[0176] Compared with the prior art, the embodiment establishes a rudder control system simulation model, then derives a closed loop function, and innovatively obtains a rudder system performance parameter expression, a first theoretical threshold expression and a second theoretical threshold expression that can reflect the counter-steering condition of the rudder system, and derives the relationship between the performance parameters when the aerodynamic hinge moment is 0 and the performance parameters under the counter-steering condition. The performance analysis method provided by the application is simple and thorough, and is helpful to obtain the performance characteristics of the rudder system under the counter-steering condition, solves the problems that the traditional counter-steering moment load table is difficult to construct and difficult to accurately obtain the response performance of the rudder system under the counter-steering condition, and does not need to construct a load table. Through mathematical simulation calculation, the performance parameters and divergence threshold of the rudder system under the counter-steering condition can be obtained. Through simulation system verification, the mathematical simulation results of the embodiment are accurate and reliable, and have practical value for guiding the design of the rudder system and problem reproduction.

[0177] Those skilled in the art can understand that all or part of the processes of the above-mentioned embodiments can be completed by a computer program instructing related hardware, and the program can be stored in a computer readable storage medium. The computer readable storage medium includes a magnetic disk, an optical disk, a read-only memory or a random access memory.

[0178] The above is only a preferred specific embodiment of the application, but the protection scope of the application is not limited thereto. Any changes or replacements within the technical range disclosed by the application can be easily thought of by those skilled in the art, and should be covered within the protection scope of the application.

Claims

1. A system performance analysis method based on rudder system anti-maneuvering, characterized in that, The method includes: Establish a servo control structure model based on the servo control system mechanism; Based on the aforementioned servo control structure model, the closed-loop transfer function of the servo system is obtained; Based on the closed-loop transfer function of the rudder system, the performance parameter expression of the rudder system, the first theoretical threshold expression of the rudder system in anti-maneuvering condition, and the relationship between the performance parameters of the rudder system when the aerodynamic hinge torque is 0 and the performance parameters in anti-maneuvering condition are obtained. Based on the closed-loop transfer function of the rudder system, and combined with the design maximum operating current and design maximum output torque of the rudder motor, the second theoretical threshold expression for the anti-manipulation condition of the rudder system is obtained. Based on the design parameter values ​​of the servo motor to be simulated, the first theoretical threshold expression of the anti-manipulation condition of the servo system, and the second theoretical threshold expression of the anti-manipulation condition of the servo system, the divergence threshold of the servo motor to be simulated under the anti-manipulation condition is calculated and output. A simulation system with a servo control structure model is used to simulate and output the response curve of the servo under anti-manipulation condition when the servo under simulation is within the divergence threshold, and output the corresponding performance parameter values ​​of the servo under anti-manipulation condition.

2. A system performance analysis method based on rudder system anti-maneuvering according to claim 1, characterized in that, The servo control structure model specifically includes: The servo motor command input feedback module processes the input command to obtain the servo motor deflection angle adjustment angle. The servo motor command input feedback loop includes a command processing module, an inner loop voltage input feedback module, a displacement feedback module, and a radian / angle conversion module. The instruction processing module is used to amplify the input through a proportional gain and output the processed instruction, and then input the processed instruction to the inner loop voltage input feedback module. The inner loop voltage input feedback module outputs the servo deflection angle adjustment radian based on the processed command. The radian / angle conversion module is used to convert the servo deflection angle adjustment radian into the servo deflection angle adjustment angle, and then input the servo deflection angle adjustment angle into the displacement feedback module. The displacement feedback module is used to multiply the servo deflection angle adjustment angle by the feedback output sensor proportional coefficient and output displacement feedback. The difference between the displacement feedback and the input servo command is then used as the input to the command processing module.

3. A system performance analysis method based on rudder system anti-maneuvering according to claim 2, characterized in that, The inner loop voltage input feedback module includes an armature current calculation module, a motor electromagnetic torque calculation module, an inner loop torque input feedback module, and a back electromotive force feedback module, wherein... The armature current calculation module is used to calculate and obtain the armature current of the servo motor, and then output the armature current to the electromagnetic torque calculation module of the motor. The motor electromagnetic torque calculation module is used to calculate and obtain the motor electromagnetic torque based on the armature current, and then output the motor electromagnetic torque to the inner ring torque input feedback module. The inner ring torque input feedback module outputs the servo deflection angle adjustment radian based on the electromagnetic torque of the motor. The back EMF feedback module calculates the back EMF feedback of the servo motor based on the adjustment radian of the servo motor deflection angle, and uses the difference between the back EMF feedback and the processed command as the input of the armature current calculation module.

4. A system performance analysis method based on rudder system anti-maneuvering according to claim 3, characterized in that, The inner ring torque input feedback module includes a rotational angular velocity calculation module, a rudder deflection angle calculation module, and an external force torque feedback module, wherein... The rotational angular velocity calculation module is used to calculate the rotational angular velocity and output it to the rudder deflection angle calculation module; The rudder deflection angle calculation module calculates and obtains the rudder deflection angle in radians based on the rotational angular velocity, and outputs the rudder deflection angle in radians to the radian / angle conversion module and the external force torque feedback module; The external torque feedback module calculates the external torque feedback based on the rudder deflection angle radians, and uses the difference between the external torque feedback and the electromagnetic torque of the motor as the input of the rotational angular velocity calculation module.

5. A system performance analysis method based on rudder system anti-maneuvering according to claim 1, characterized in that, The closed-loop transfer function of the rudder system is specifically expressed as follows: In the formula, s is the transfer function operator of the rudder system, K z K is the proportional gain of the servo control command. t Z is the electromagnetic torque coefficient of the servo motor, Z is the overall reduction ratio of the servo motor, η is the efficiency of the servo motor reduction mechanism, and R is the electromagnetic torque coefficient of the servo motor. a Where is the armature resistance of the servo motor, L is the armature inductance of the servo motor, and K is... δ K is the aerodynamic hinge torque gradient of the rudder system. f K is the proportional coefficient of the servo motor feedback output sensor. e is the back electromotive force coefficient of the rudder system, and J is the total moment of inertia at the rudder motor.

6. A system performance analysis method based on rudder system anti-maneuvering according to claim 5, characterized in that, Considering that the armature inductance L is much smaller than the armature resistance R a By simplifying the armature inductance L to 0, the closed-loop transfer function expression of the rudder system is simplified to the following expression: In the formula, K is the gain of the rudder system. ,surface The expression is shown as follows: ω n yes The rudder system's natural frequency Rate, expressed as a formula: ξ is the inherent damping coefficient of the rudder system, expressed as the formula: Wherein, the rudder system gain K, The rudder system's natural frequency rate ω n The inherent damping coefficient of the rudder system is a performance parameter of the rudder system.

7. A system performance analysis method based on rudder system anti-maneuvering according to claim 6, characterized in that, The first theoretical threshold expression for the anti-maneuvering condition of the steering system is obtained based on the Routh criterion and the closed-loop transfer function of the steering system, and is specifically expressed as follows:

8. A system performance analysis method based on rudder system anti-maneuvering according to claim 7, characterized in that, The relationship between the performance parameters of the rudder system when the aerodynamic hinge torque is 0 and the performance parameters under anti-maneuvering conditions specifically includes: The gain of the rudder system under anti-maneuvering conditions is increased to K times the gain when the aerodynamic hinge torque of the rudder system is 0. The natural frequency of the rudder system under anti-maneuvering conditions decreases to the natural frequency when the aerodynamic hinge torque of the rudder system is 0. The inherent damping coefficient of the rudder system increases under anti-maneuvering conditions to the inherent damping coefficient when the aerodynamic hinge torque of the rudder system is 0. The phase lag difference of the rudder system increases under anti-maneuvering conditions, expressed as the formula: In the formula, ω0 is the natural frequency of the rudder system when the aerodynamic hinge torque gradient is 0. ω is the natural frequency of the rudder system under anti-maneuvering conditions. ξ0 is the inherent damping coefficient when the aerodynamic hinge torque gradient of the rudder system is 0.

9. A system performance analysis method based on rudder system anti-maneuvering according to claim 8, characterized in that, The second theoretical threshold expression for the anti-maneuvering condition of the steering system specifically includes: In the formula, I a_max K is the maximum operating current of the rudder system. U i The input servo command. λ is the anti-maneuvering coefficient of the rudder system.

10. A system performance analysis method based on rudder system anti-maneuvering according to claim 9, characterized in that, The calculation and output of the divergence threshold under the anti-manipulation condition of the servo motor under simulation, based on the design parameter values ​​of the servo motor to be simulated, the first theoretical threshold expression of the servo system anti-manipulation condition, and the second theoretical threshold expression of the servo system anti-manipulation condition, specifically includes: Substitute the design parameter values ​​of the servo motor to be simulated into the first theoretical threshold expression of the anti-manipulation condition of the servo system to calculate the first theoretical threshold of the aerodynamic hinge torque gradient of the servo system. Substituting the design parameters of the servo motor to be simulated, the maximum operating current of the servo system, and the anti-reverse control coefficient of the servo system into the second theoretical threshold expression for the anti-reverse control condition of the servo system, the second theoretical threshold of the starting hinge torque gradient of the servo system is calculated. The larger of the first theoretical threshold for the aerodynamic hinge torque gradient of the rudder system and the second theoretical threshold for the aerodynamic hinge torque gradient of the rudder system is taken as the divergence threshold for the aerodynamic hinge torque gradient of the rudder system.

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