An aircraft control surface servo actuator simulation method considering hinge moment influence

Abstract

The application relates to the technical field of actuator simulation, and particularly discloses a simulation method of an airplane control surface servo actuator considering the influence of hinge torque, which receives external current control commands, feedback control surface position and speed data through an external system interface and a closed loop control module, and provides a fault setting and an aerodynamic force data interface; enters a current control command processing module to perform fault simulation processing on the current control commands received in step 1, including simulation of hydraulic fault, electromagnetic valve blockage, command dead zone and control signal out-of-control; and the hinge torque coupling module is used to couple the dynamically changing hinge torque influence factor with the actuator motion speed, so that the defects that the load is simplified as a constant torque in the existing model are overcome, the influence of the aerodynamic environment on the control surface motion is truly reflected, the simulation result is closer to the actual flight state, and a more reliable reference basis is provided for airplane development, ground test and flight training.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of actuator simulation, in particular to a simulation method of an aircraft control surface servo actuator considering the influence of hinge moment. BACKGROUND

[0002] The control surface servo actuator of a civil aircraft is the core actuator of the flight control system, which is responsible for converting electronic commands into mechanical movements to drive the aileron, elevator and rudder to deflect the control surface and achieve precise control of the aircraft attitude.

[0003] The design directly affects the flight safety, control quality and system reliability, and the design research, ground test and flight training equipment development during the aircraft development stage cannot be separated from the precise mathematical modeling and simulation of the control surface servo actuator of the flight control system. At present, some representative actuator models include the actuator model in the Matlab / Simulink Library, the actuator model in the AMESim software and the open source actuator model developed by third parties.

[0004] The main features of these actuator models include: either focusing on a specific high-order model, or using pure physical modeling methods, or using relatively simple actuator modeling methods. Analysis shows that these mainstream actuator models have some significant shortcomings. Specifically, first, the load model is simplified: in the simulation model considering the control surface aerodynamic load, the load input is simplified as a constant moment, ignoring the dynamically changing hinge moment in the actual flight process. Second, the actuator is simulated independently: the actuator model does not consider the influence of the aerodynamic environment on the hinge moment, and only involves the motor model and transmission ratio factors. Third, fault simulation is missing: there is a lack of simulation of hydraulic failure, servo mechanism jamming, control surface jamming and control loss. SUMMARY

[0005] The purpose of the present application is to provide a simulation method of an aircraft control surface servo actuator considering the influence of hinge moment, to solve the problems raised in the background.

[0006] To achieve the above purpose, the present application provides the following technical solution: a simulation method of an aircraft control surface servo actuator considering the influence of hinge moment, the specific steps are as follows:

[0007] Step 1: receive external current control commands, feedback control surface position and speed data, and provide fault setting and aerodynamic force data interface through the external system interface and closed-loop control module;

[0008] Step 2: enter the current control command processing module to process the current control commands received in step 1, including simulation of hydraulic failure, electromagnetic valve jamming, command dead zone and control signal loss of control;

[0009] Step 3: Enter the current-rate conversion module, convert the current control command processed by the fault simulation in step 2 into actuator motion rate through linear interpolation;

[0010] Step 4: Enter the hinge torque coupling module, couple the actuator motion rate obtained in step 3 with the hinge torque influence factor;

[0011] Step 5: Enter the stroke displacement calculation module, calculate the actuator stroke displacement by integrating the motion rate coupled in step 4, simulate the actuator jamming fault, and the integral result is constrained by the upper and lower limits of the stroke;

[0012] Step 6: Enter the control surface motion conversion module, convert the actuator stroke displacement calculated in step 5 into control surface angular displacement, simulate the control surface jamming fault, and finally output the control surface motion simulation value.

[0013] Preferably, the external system interface and closed-loop control module include a controller unit and a system state interface unit;

[0014] The controller unit is used to output current control commands;

[0015] The system state interface unit is used to provide hydraulic state, solenoid valve state, fault threshold, runaway parameter, actuator state, control surface state and hinge torque data.

[0016] Preferably, the current control command processing module includes a hydraulic fault unit, a solenoid valve jamming unit, a command dead zone unit and a control signal runaway unit;

[0017] The hydraulic fault unit simulates pressure abnormalities and leakage faults by adjusting hydraulic drive parameters;

[0018] The solenoid valve jamming unit simulates the degree of jamming by limiting the rate of change of the current signal;

[0019] The command dead zone unit ignores current signals less than a threshold value;

[0020] The control signal runaway unit causes the current signal to deviate from the command value at a predetermined rate.

[0021] Preferably, the current-rate conversion module includes a one-dimensional linear interpolation unit;

[0022] The one-dimensional linear interpolation unit converts the current control command into the actuator motion rate;

[0023] Preferably, the hinge torque coupling module includes a hinge torque influence unit and a coupling calculation unit;

[0024] The hinge moment influence unit is used for calculating an influence factor of the hinge moment.

[0025] The hydraulic system coefficient is preferably set as 10250 when the hydraulic system is normal and 25 when the hydraulic system fails.

[0026] The air force is preferably the air force acting on the rudder surface when the hydraulic system is normal and the sum of the air force and the current rudder surface movement rate when the hydraulic system fails.

[0027] The coupling calculation unit is used for coupling calculation of the hinge moment influence factor and the related parameters of the aircraft rudder surface servo actuator to obtain the output characteristics of the aircraft rudder surface servo actuator considering the influence of the hinge moment.

[0028] Preferably, the stroke displacement calculation module comprises an actuator jamming unit and a discrete integrator unit.

[0029] The actuator jamming unit is used for setting the movement rate to zero after receiving the jamming signal.

[0030] The discrete integrator unit is used for discretizing the stroke displacement of the actuator and obtaining the real-time stroke displacement value through integration operation.

[0031] Preferably, the upper and lower limits of the actuator stroke in the stroke displacement calculation module are set according to the actual physical parameters of the actuator, and are used for limiting the stroke displacement output by the integrator within the working range of the actuator.

[0032] Preferably, the rudder surface movement conversion module comprises a rudder surface jamming unit and a linear-angular displacement conversion unit.

[0033] The rudder surface jamming unit is used for maintaining the current value of the linear displacement after receiving the jamming signal.

[0034] The linear-angular displacement conversion unit is used for converting the linear displacement of the rudder surface into angular displacement to realize accurate simulation of the movement state of the rudder surface.

[0035] Preferably, the data used for linear interpolation in the current-rate conversion module and the rudder surface movement conversion module are determined based on the mechanical connection structure of the actuator and the rudder surface to reflect the physical mapping relationship between the linear displacement and the angular displacement.

[0036] Compared with the prior art, the present application has the following beneficial effects:

[0037] ​​1.The present application couples the dynamic changing hinge moment influence factor with the actuator movement rate through the hinge moment coupling module, overcomes the defect that the load is simplified as a constant moment in the existing model, truly reflects the influence of the aerodynamic environment on the rudder movement, makes the simulation result closer to the actual flight state, and provides a more reliable reference basis for aircraft development, ground test and flight training.

[0038] 2.The present application integrates hydraulic failure, electromagnetic valve blockage, actuator blockage, rudder blockage and other fault simulation logics through the current control command processing module, the stroke displacement calculation module and the rudder movement conversion module, fills the blank of the existing model for key fault simulation, can simulate the movement characteristics of the actuator in various fault states, and meets the needs of advanced flight training for fault scene simulation.

[0039] 3.The present application cooperates the external system interface with the closed loop control module, the current-rate conversion module, the stroke displacement calculation module and the rudder movement conversion module, builds a complete simulation link from the current control command input to the rudder angular displacement output, solves the problem of decoupling of the actuator and the external system and independent simulation of each link in the existing model, and improves the integrity and continuity of the actuator simulation. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the specific embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0041] Figure 1 The external system interface and the closed loop control module architecture of the present application;

[0042] Figure 2 The current control command processing module architecture of the present application;

[0043] Figure 3 The hinge moment coupling module architecture of the present application;

[0044] Figure 4 The stroke displacement calculation module architecture of the present application;

[0045] Figure 5 The rudder movement conversion module architecture of the present application. EMBODIMENT

[0046] With reference to the accompanying drawings on which embodiments of the application are illustrated, the technical solutions in the embodiments of the application will be described clearly and completely. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments of the application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the application.

[0047] Embodiment one, please refer to Figures 1 to 5 An aircraft control surface servo actuator simulation method considering the influence of hinge moment is shown in the figure, and the specific steps are as follows:

[0048] Step 1: Through the external system interface and the closed-loop control module, receive the external current control command, feedback control surface position and rate data, and provide fault setting and aerodynamic force data interface;

[0049] Step 2: Enter the current control command processing module, and perform fault simulation processing on the current control command received in step 1, including hydraulic fault, electromagnetic valve blockage, command dead zone and control signal out-of-control simulation;

[0050] Step 3: Enter the current-rate conversion module, and convert the current control command processed by fault simulation in step 2 into actuator motion rate through linear interpolation;

[0051] Step 4: Enter the hinge moment coupling module, and couple the actuator motion rate obtained in step 3 with the hinge moment influence factor;

[0052] Step 5: Enter the stroke displacement calculation module, and calculate the actuator stroke displacement by integrating the motion rate coupled in step 4, while simulating the actuator blockage fault, and the integral result is constrained by the upper and lower limits of the stroke;

[0053] Step 6: Enter the control surface motion conversion module, convert the actuator stroke displacement calculated in step 5 into control surface angular displacement, while simulating the control surface blockage fault, and finally output the control surface motion simulation value.

[0054] The dynamically changing hinge moment influence factor is coupled with the actuator motion rate through the hinge moment coupling module, which overcomes the defect that the load is simplified as a constant moment in the existing model, truly reflects the influence of the aerodynamic environment on the control surface motion, and makes the simulation result closer to the actual flight state, thereby providing a more reliable reference basis for aircraft development, ground test and flight training.

[0055] Embodiment two, please refer to Figures 1 to 2 The external system interface and the closed-loop control module include a controller unit and a system state interface unit;

[0056] The controller unit is used for outputting the current control command;

[0057] The system state interface unit is used to provide hydraulic state, solenoid valve state, fault threshold, runaway parameter, actuator state, control surface state and hinge moment data.

[0058] The current control command processing module includes a hydraulic fault unit, a solenoid valve sticking unit, a command dead zone unit and a control signal runaway unit.

[0059] The hydraulic fault unit simulates pressure anomalies and leakage faults by adjusting hydraulic drive parameters.

[0060] The solenoid valve sticking unit simulates the degree of sticking by limiting the rate of change of the current signal.

[0061] The command dead zone unit ignores current signals less than a threshold value.

[0062] The control signal runaway unit causes the current signal to deviate from the command value at a preset rate.

[0063] By integrating hydraulic fault, solenoid valve sticking, actuator sticking and control surface sticking simulation logic through the current control command processing module, the stroke displacement calculation module and the control surface motion conversion module, the gaps in key fault simulation of existing models are filled, the motion characteristics of the actuator under various fault conditions can be fully simulated, and the needs of advanced flight training for fault scene simulation are met.

[0064] Embodiment three, please refer to Figures 3 to 4 As shown, the current-rate conversion module includes a one-dimensional linear interpolation unit.

[0065] The one-dimensional linear interpolation unit converts the current control command to the actuator motion rate by the following formula:

[0066] ;

[0067] wherein, is the current control command data point, is the corresponding motion rate data point, is the interpolation point current value, is the calculated motion rate value.

[0068] The above formula realizes the accurate conversion of the current control command to the actuator motion rate.

[0069] In actual application, the corresponding actuator motion rate can be quickly calculated according to different current control commands, thereby improving the simulation efficiency and accuracy.

[0070] At the same time, the one-dimensional linear interpolation unit also has good flexibility and scalability, which can be adjusted and optimized according to actual needs to meet the simulation needs in different scenarios.

[0071] The hinge moment coupling module comprises a hinge moment influence unit and a coupling calculation unit;

[0072] The hinge moment influence unit is used for calculating an influence factor of the hinge moment;

[0073] The calculation formula of the hinge moment influence unit is as follows:

[0074] ;

[0075] Wherein, is the hinge moment influence factor, is the force acting on the rudder surface, is the hydraulic system coefficient.

[0076] The coupling calculation unit is used for coupling calculation of the hinge moment influence factor and relevant parameters of the aircraft rudder surface servo actuator, so as to obtain the output characteristics of the aircraft rudder surface servo actuator considering the influence of the hinge moment.

[0077] The actual motion state of the aircraft rudder surface servo actuator under the influence of the hinge moment can be calculated through the above formula, and the formula comprehensively considers multiple factors such as the hinge moment, the force acting on the rudder surface and the hydraulic system coefficient, thereby improving the accuracy and reliability of the simulation.

[0078] In actual application, the performance of the aircraft rudder surface servo actuator under different working conditions can be simulated by adjusting these parameters, thereby providing strong support for design and optimization.

[0079] Hydraulic system coefficient The value of the hydraulic system coefficient is 10250 when the hydraulic pressure is normal, and is 25 when the hydraulic pressure fails.

[0080] The value of the force acting on the rudder surface is the aerodynamic force when the hydraulic pressure is normal, and is the sum of the aerodynamic force and the current rudder surface motion rate when the hydraulic pressure fails.

[0081] The stroke displacement calculation module comprises an actuator jamming unit and a discrete integrator unit;

[0082] The actuator jamming unit is used for setting the motion rate to zero after receiving the jamming signal;

[0083] The discrete integrator unit is used for discretizing the stroke displacement of the actuator, and obtaining the real-time stroke displacement value through integration operation;

[0084] The calculation formula of the discrete integrator unit is as follows:

[0085] ;

[0086] Wherein, is the given step length, is time, is input motion rate, is output stroke displacement, is gain value and is the inverse of integral time constant.

[0087] Through the above formula, the discrete integrator unit calculates the output stroke displacement according to the given step, time, input motion rate and preset gain value, and this calculation process fully considers the dynamic response characteristics of the control surface servo actuator, especially the changes under the influence of hinge moment.

[0088] In practical application, by embedding the above formula into the simulation model, the motion state of the aircraft control surface under different operating conditions can be simulated, and at the same time, by adjusting the gain value, the performance of the servo actuator can be further optimized to ensure its stability and accuracy under various flight conditions.

[0089] The upper and lower limits of actuator stroke in the stroke displacement calculation module are set according to the actual physical parameters of the actuator, and are used to limit the stroke displacement of the integral output not to exceed the working range of the actuator.

[0090] Through the cooperative matching of the external system interface with the closed-loop control module, the current-rate conversion module, the stroke displacement calculation module and the control surface motion conversion module, a complete simulation link from the current control command input to the control surface angular displacement output is constructed, solving the problem of decoupling of the actuator and the external system and independent simulation of each link in the existing model, and improving the integrity and continuity of the actuator simulation.

[0091] Embodiment four, please refer to Figure 5 As shown in the figure, the control surface motion conversion module includes a control surface jamming unit and a linear-angular displacement conversion unit;

[0092] The control surface jamming unit is used to maintain the current value of linear displacement after receiving the jamming signal;

[0093] The linear-angular displacement conversion unit is used to convert the linear displacement of the control surface into angular displacement to realize accurate simulation of the motion state of the control surface;

[0094] The formula for calculating the linear-angular displacement conversion unit is as follows:

[0095] ;

[0096] Wherein, is the known adjacent linear displacement data point, is the corresponding angular displacement data point, is the interpolation point linear displacement, is the calculated angular displacement value.

[0097] The angle displacement value can be calculated by the above formula, which accurately reflects the motion state of the rudder surface. In practical applications, the linear-to-angle displacement conversion unit will receive the linear displacement data and use the above formula to calculate the corresponding angle displacement value in real time.

[0098] This conversion method not only improves the simulation accuracy, but also better simulates the actual motion of the rudder surface. At the same time, this simulation method also considers the influence of the hinge moment, making the simulation result more close to the actual situation, providing strong support for the design and optimization of the aircraft rudder servo actuator.

[0099] The data used for linear interpolation in the current-to-speed conversion module and the rudder motion conversion module are based on the mechanical connection structure of the actuator and the rudder surface, to reflect the physical mapping relationship between linear displacement and angular displacement.

[0100] Among them, the mechanical connection structure of the actuator and the rudder surface is analyzed in detail, and its geometric parameters, motion relationship and mechanical properties are determined. Based on the above structural characteristics, an accurate mathematical model is established to describe the physical mapping relationship between linear displacement and angular displacement. The mathematical model will consider the stiffness, damping and possible clearance of the connection structure, etc. Nonlinear factors to ensure that the linear interpolation data obtained can truly reflect the actual physical process. In this way, the linear interpolation in the current-to-speed conversion module and the rudder motion conversion module can more accurately serve the entire simulation process, further improving the reliability and effectiveness of the aircraft rudder servo actuator simulation method.

[0101] Finally, it should be noted that: 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 above embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the above embodiments, or replace part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An aircraft control surface servo actuator simulation method considering the effect of hinge moment, characterized in that: The specific steps are as follows Step 1: receiving external current control commands, feedback rudder position and speed data, and providing fault setting and aerodynamic force data interface through external system interface and closed loop control module; Step 2: entering current control command processing module to process the current control commands received in step 1, including hydraulic fault, solenoid valve blockage, command dead zone and control signal out of control simulation; Step 3: entering current-speed conversion module to convert the current control commands processed by fault simulation in step 2 into actuator movement speed through linear interpolation; Step 4: entering hinge torque coupling module to couple the actuator movement speed obtained in step 3 with hinge torque influence factor; Step 5: entering stroke displacement calculation module to calculate the actuator stroke displacement by integrating the coupled movement speed in step 4, while simulating actuator blockage fault, and the integral result is limited by the upper and lower limits of stroke; Step 6: entering rudder movement conversion module to convert the actuator stroke displacement calculated in step 5 into rudder angular displacement, while simulating rudder blockage fault, and finally outputting rudder movement simulation values; The hinge torque coupling module comprises a hinge torque influence unit and a coupling calculation unit; The hinge torque influence unit is used to calculate the influence factor of hinge torque; The calculation formula is as follows: ； wherein, is a hinge moment influence factor, is a force acting on the rudder, is a hydraulic system coefficient; The coupling calculation unit is used to couple the hinge torque influence factor with the relevant parameters of the aircraft rudder servo actuator for coupling calculation to obtain the output characteristics of the aircraft rudder servo actuator considering the influence of hinge torque.

2. The method of claim 1, wherein: The external system interface and closed loop control module comprises a controller unit and a system state interface unit; The controller unit is used to output current control commands; The system state interface unit is used to provide hydraulic state, solenoid valve state, fault threshold, out-of-control parameter, actuator state, rudder state and hinge torque data.

3. The method of claim 1, wherein: The current control command processing module comprises a hydraulic fault unit, a solenoid valve blockage unit, a command dead zone unit and a control signal out-of-control unit; The hydraulic fault unit simulates pressure abnormalities and leakage faults by adjusting hydraulic drive parameters; The solenoid valve blockage unit simulates the degree of blockage by limiting the rate of change of current signal; The command dead zone unit ignores current signals less than a threshold value; The control signal out-of-control unit makes the current signal deviate from the command value at a preset rate.

4. The method of claim 1, wherein: The current-speed conversion module comprises a one-dimensional linear interpolation unit; The one-dimensional linear interpolation unit converts the current control commands into actuator movement speed through the following formula: ； wherein, is the current control command data point, is the corresponding motion rate data point, is the interpolated point current value, is the sought motion rate value.

5. The method of claim 4, wherein: The hydraulic system coefficient The value of the hydraulic system coefficient is 10250 when the hydraulic system is normal and 25 when the hydraulic system fails. The The aerodynamic force acting on the rudder when the hydraulic pressure is normal, and the sum of the aerodynamic force and the value of the current rudder movement rate when the hydraulic pressure fails.

6. The method of claim 1, wherein: The stroke displacement calculation module comprises an actuator blockage unit and a discrete integrator unit; The actuator blockage unit is used to set the movement speed to zero after receiving the blockage signal; The discrete integrator unit is used to discretize the actuator stroke displacement and obtain the real-time stroke displacement value through integration operation; The discrete integrator unit calculation formula is as follows: ； wherein, is the given step size, is the time, is the input velocity, is the output stroke displacement, is the gain value and is the inverse of the integration time constant.

7. The method of claim 1, wherein: The upper and lower limits of actuator stroke in the stroke displacement calculation module are set according to the actual physical parameters of the actuator, and are used to limit the stroke displacement output by integration within the working range of the actuator.

8. The method of claim 1, wherein: The rudder movement conversion module comprises a rudder blockage unit and a linear-angular displacement conversion unit; The rudder surface jamming unit is used to keep the current value of the line displacement after receiving the jamming signal; The line-angle displacement conversion unit is used to convert the line displacement of the rudder surface into the angular displacement, so as to realize the accurate simulation of the rudder surface motion state; The calculation formula of the line-angle displacement conversion unit is as follows: ； wherein, is a known adjacent line displacement data point, is a corresponding angular displacement data point, is an interpolated point line displacement, is the sought angular displacement value.

9. The method of claim 1, wherein: The data used for linear interpolation in the current-speed conversion module and the rudder surface motion conversion module are determined based on the mechanical connection structure of the actuator and the rudder surface, so as to reflect the physical mapping relationship between the line displacement and the angular displacement.

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