Hardware-in-loop integration verification system for power control system of hovercraft

Abstract

The invention discloses a hovercraft power control system hardware-in-loop integration verification system, and relates to the technical field of power control system integration verification, the system comprises at least two host simulation devices, a dual-redundancy CAN network, a power equipment signal simulation device, a dual-redundancy Ethernet and a driving simulation bench; the host simulation device calculates working state information of each section of the engine; the power equipment signal simulation device calculates an output signal of each power equipment based on the working state information; the driving simulation platform converts an operation instruction of an operator into a control signal and sends the control signal to the power control system through the dual-redundancy Ethernet, so that the power control system generates a control instruction. The method is used for solving the problems of low efficiency, poor precision and poor comprehensiveness when the power control system of the hovercraft is verified in the prior art, and the integrated verification of the power control system of the hovercraft is completed quickly, accurately and comprehensively.

Description

Technical Field

[0001] This application relates to the field of power control system integration verification technology, and in particular to a hardware-in-the-loop integration verification system for a hovercraft power control system. Background Technology

[0002] A hovercraft is a special type of transportation that uses air cushion technology to reduce friction between the hull and the contact surface, enabling high-speed amphibious travel. It has a wide range of applications in military, rescue, civilian transportation, scientific research, and special operations. As one of the core subsystems, the power control system is responsible for coordinating and managing power output, improving propulsion efficiency and navigation stability, and ensuring the efficient and safe operation of the hovercraft in different environments.

[0003] In the field of digital simulation of power control systems, current methods mainly rely on modeling and simulating power equipment to verify system algorithms and logic to a limited extent. However, with the increasing complexity, digitalization, and intelligence of hovercraft technology, power control systems have also become more complex, and existing verification methods are relatively low in terms of verification efficiency, accuracy, and comprehensiveness. Summary of the Invention

[0004] To address the aforementioned problems and technical requirements, the applicant proposes a hardware-in-the-loop integration verification system for hovercraft power control systems. This system aims to solve the problems of low efficiency, poor accuracy, and lack of comprehensiveness in the verification of hovercraft power control systems using existing technologies, thereby enabling rapid, accurate, and comprehensive integration verification of hovercraft power control systems.

[0005] This application provides a hardware-in-the-loop integration verification system for a hovercraft power control system. The integration verification system includes: at least two host simulators, a dual-redundant CAN network, a power equipment signal simulator, a dual-redundant Ethernet network, and a driving simulator.

[0006] The at least two main engine simulation devices include: at least one lift engine simulation device and at least one thrust engine simulation device;

[0007] The host simulation device is connected to the power control system via a dual-redundant CAN network, the power equipment signal simulation device is connected to the power control system via a communication connection, and the driving simulator is connected to the power control system via a dual-redundant Ethernet.

[0008] The host simulation device receives control commands sent by the power control system based on a dual-redundant CAN network, calculates the working status information of each section of the engine, and returns the working status information to the power control system.

[0009] The power equipment signal simulation device receives the working status information sent by the power control system, calculates the output signal of each power equipment based on the working status information, and returns the output signal to the power control system.

[0010] The driving simulator converts the operator's commands into control signals and sends them to the power control system via dual-redundant Ethernet, so that the power control system can generate control commands.

[0011] According to the embodiments of this application, the hardware-in-the-loop integration verification system for the hovercraft power control system includes a main engine simulation device: a gas turbine model.

[0012] Gas turbine models include component-level models, which are obtained by dividing the gas turbine into different components and establishing models of each component according to thermodynamic principles.

[0013] The gas turbine model is based on the sequence of airflow through each component during gas turbine operation. The component-level models are processed in series, and the component-level models are combined using a set of nonlinear equations based on the equilibrium conditions during gas turbine operation.

[0014] According to the embodiments of this application, the hardware-in-the-loop integration verification system for the hovercraft power control system includes a gas turbine model as the main engine simulation device.

[0015] The host simulation device is used to calculate the fuel flow required for the current gas turbine model to meet the control requirements of the control command based on the preset gas turbine operating equation, and to calculate the working state information of each section under the current required fuel flow based on the preset gas turbine dynamic equation.

[0016] The operating equations for gas turbines include:

[0017]

[0018] Where, ε i (i = 1, 2, 3, ..., 6) represents the flow deviation at the inlet and outlet of each component in the gas turbine, which is a constant, W C2 W represents the inlet mass flow rate of the low-pressure compressor. C24map W represents the outlet mass flow rate of the low-pressure compressor. C25 W represents the inlet mass flow rate of the high-pressure compressor. C3map W represents the outlet mass flow rate of the high-pressure compressor. C41 W represents the inlet mass flow rate of the high-pressure turbine. C43map W represents the outlet mass flow rate of the high-pressure turbine. C45 W represents the inlet mass flow rate of the low-pressure turbine. C47map W represents the outlet mass flow rate of the low-pressure turbine. C48W represents the inlet mass flow rate of the power turbine. 25map W represents the outlet mass flow rate of the power turbine. C6 W represents the inlet mass flow rate of the exhaust volute. C8Q This indicates the outlet mass flow rate of the exhaust turbine;

[0019] The dynamic equations for the gas turbine include:

[0020]

[0021] Where, N L N represents the low-pressure speed corresponding to the low-pressure turbine. H N represents the high-pressure turbine speed. P J represents the turbine speed corresponding to the power turbine. L The moment of inertia of the low-pressure turbine shaft, J H The moment of inertia of the high-pressure turbine shaft, J P P represents the moment of inertia of the turbine shaft. LPT P represents the power output of the low-pressure turbine. LPC This indicates the power consumption (P) of the low-pressure compressor. HPT This indicates the power output (P) corresponding to the high-pressure turbine. HPC This indicates the power consumption (P) of the high-pressure compressor. PT This indicates the power output (P) corresponding to the power turbine. LOAD This indicates the load power.

[0022] According to the embodiment of this application, the hardware-in-the-loop integration verification system for the hovercraft power control system includes a power equipment signal simulation device comprising: a fan mathematical model, a reducer mathematical model, and a drive shaft mathematical model.

[0023] Fan mathematical models include: lift fan mathematical models and propulsion fan mathematical models;

[0024] Fan mathematical models are used to characterize the mapping relationship between fan speed and fan flow rate, fan pressure, and fan power;

[0025] The mathematical model of the reducer is used to characterize the mapping relationship between the reducer speed and the transmission ratio, as well as the mapping relationship between the reducer torque and the transmission ratio and efficiency.

[0026] The mathematical model of the drive shaft is used to characterize the mapping relationship between the input speed and the output speed of the drive shaft.

[0027] According to the hardware-in-the-loop integration verification system for the hovercraft power control system provided in this application embodiment, the fan mathematical model includes:

[0028] q = K q *n;

[0029] Where q represents the actual fan flow rate, and K q This represents the flow coefficient, and n represents the fan speed.

[0030] p = K p *n 2 ;

[0031] Where p represents the actual output pressure of the fan, and K p Indicates the pressure coefficient;

[0032] P=K P *n 3 ;

[0033] Where P represents the fan shaft power, K P Indicates the power factor;

[0034] The mathematical model of the speed reducer includes:

[0035] n2 = n1 / i;

[0036] Where n2 represents the output shaft speed of the reducer, n1 represents the input shaft speed of the reducer, and i represents the transmission ratio;

[0037] T2 = η * i * T1;

[0038] Where T2 represents the output shaft torque of the reducer, η represents the transmission efficiency, and T1 represents the input shaft torque of the reducer;

[0039] The mathematical model of the drive shaft includes:

[0040] n out =n in ;

[0041] Where, n out Indicates the output rotational speed, n in This indicates the input rotational speed.

[0042] According to the embodiments of this application, the hardware-in-the-loop integration verification system for the hovercraft power control system is located on the driving simulator.

[0043] The control commands include: host start interlock check command and start command, the host start interlock check command carries the interlock conditions;

[0044] The power control system sends a start interlock check command to the host computer. If all interlock conditions are met, the system returns an interlock pass status to the driving simulator.

[0045] In response to the start operation, the driving simulator generates a start command, sends the start command to the host simulation device via a dual-redundant CAN network, and sends the start signal corresponding to the start command to the power equipment signal simulation device.

[0046] According to the embodiments of this application, the hardware-in-the-loop integration verification system for the hovercraft power control system is located on the driving simulator.

[0047] Control commands include stop commands;

[0048] The driving simulator generates a stop command in response to a stop operation and sends the stop command to the power control system;

[0049] The power control system sends a shutdown command to the main engine simulation model to shut down the gas turbine, while the power equipment signal simulation device shuts down based on the power characteristics.

[0050] According to the hardware-in-the-loop integration verification system for the hovercraft power control system provided in the embodiments of this application, the driving simulator obtains control authority over the host simulation device in response to the permission change operation.

[0051] According to the hardware-in-the-loop integration verification system of the hovercraft power control system provided in the embodiments of this application, the power equipment signal simulation device responds to the fault operation, generates a fault signal, and sends the fault signal to the power control system.

[0052] The power control system receives a fault signal, generates a shutdown command, and sends the shutdown command to the main engine simulation model to shut down the gas turbine. At the same time, the power equipment signal simulation device shuts down based on the power characteristics.

[0053] The hardware-in-the-loop integration verification system for the hovercraft power control system provided in the embodiments of this application further includes: a monitoring device;

[0054] The monitoring device is used to monitor faults in a dual-redundant CAN network based on a preset heartbeat message mechanism.

[0055] The hardware-in-the-loop integration verification system for the hovercraft power control system provided in this application includes: at least two main engine simulation devices, a dual-redundant CAN network, a power equipment signal simulation device, a dual-redundant Ethernet network, and a driving simulator. The at least two main engine simulation devices include at least one lift engine simulation device and at least one thrust engine simulation device. This application uses a dual-redundant CAN network and a dual-redundant Ethernet network to connect the various communication network interfaces and signal interfaces of the hovercraft, ensuring effective connection of each device and effective data interaction, providing a solid foundation for the comprehensive verification of the power control system. The main engine simulation devices receive control commands sent by the power control system based on the dual-redundant CAN network and calculate the operating status information of each section of the engine. The system returns the operating status information to the power control system; the power equipment signal simulation device receives the operating status information sent by the power control system, calculates the output signal of each power device based on the operating status information, and returns the output signal to the power control system; the driving simulator converts the operator's operation instructions into control signals and sends them to the power control system through dual redundant Ethernet, so that the power control system can generate control commands. Based on the system structure and preset verification requirements, the system achieves the independence and coordination verification of the host simulation device, the power equipment signal simulation device, the driving simulator, and the power control system, ensuring the accuracy and real-time performance of data transmission and the comprehensiveness of verification requirements, thus realizing the rapid, accurate, and comprehensive integration verification of the hovercraft power control system. Attached Figure Description

[0056] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a schematic diagram of the hardware-in-the-loop integration verification system for the hovercraft power control system provided in this application embodiment;

[0058] Figure 2 This is a schematic diagram of the structure of the gas turbine provided in the embodiments of this application;

[0059] Figure 3 This is a schematic diagram of the main components and signal flow of the host simulation device provided in the embodiments of this application;

[0060] Figure 4 This is a schematic diagram of the composition and signal flow of the power equipment signal simulation device provided in the embodiments of this application;

[0061] Figure 5 This is a schematic diagram of the composition and signal flow of the driving simulator provided in the embodiments of this application. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0063] To further clarify the purpose of this application, the power control system will be described as follows:

[0064] The design and development of a power control system involves a lengthy process from requirements analysis to final application. Traditional design processes require establishing relevant mathematical models of the power system, testing and verifying the control system's algorithms and logic, and using simulation and analysis to verify performance indicators such as stability, accuracy, and response speed under different operating conditions. However, digital simulation cannot simulate the operating state of a control system in a real hardware environment, nor can it accurately simulate some real-time phenomena in actual systems, such as rapid transient responses and sudden failures.

[0065] This application provides a hardware-in-the-loop integration verification system for a hovercraft power control system, such as... Figure 1 As shown, the integrated verification system includes: at least two host simulation devices 101, a dual-redundant CAN network 102, a power equipment signal simulation device 103, a dual-redundant Ethernet network 104, and a driving simulator 105.

[0066] The at least two main engine simulation devices 101 include: at least one lift engine simulation device 1011 and at least one thrust engine simulation device 1012.

[0067] The host simulation device 101 is connected to the power control system 106 via a dual-redundant CAN network 102, the power equipment signal simulation device 103 is connected to the power control system 106 via communication, and the driving simulator 105 is connected to the power control system 106 via a dual-redundant Ethernet 104.

[0068] The host simulation device 101 receives control commands sent by the power control system 106 based on the dual-redundant CAN network 102, calculates the working status information of each section of the engine, and returns the working status information to the power control system 106.

[0069] The power equipment signal simulation device 103 receives the working status information sent by the power control system 106, calculates the output signal of each power equipment based on the working status information, and returns the output signal to the power control system 106.

[0070] The driving simulator 105 converts the operator's operation instructions into control signals and sends them to the power control system 106 via dual redundant Ethernet 104, so that the power control system 106 generates control instructions.

[0071] Among them, Figure 1 The example uses five gas turbines: two to drive lift fans to provide lift, and three to drive propulsion fans to provide thrust. This is merely an example and is not intended to limit the scope of this application. Other examples in the text are also illustrative and not intended to be limiting; they will not be elaborated upon further.

[0072] One gas turbine corresponds to one main engine simulation device. Figure 1 The illustration uses two lift engine simulators and three thrust engine simulators as examples.

[0073] The hardware-in-the-loop integration verification system for the hovercraft power control system provided in this application includes: at least two main engine simulation devices, a dual-redundant CAN network, a power equipment signal simulation device, a dual-redundant Ethernet network, and a driving simulator. The at least two main engine simulation devices include at least one lift engine simulation device and at least one thrust engine simulation device. This application uses a dual-redundant CAN network and a dual-redundant Ethernet network to connect the various communication network interfaces and signal interfaces of the hovercraft, ensuring effective connection of each device and effective data interaction, providing a solid foundation for the comprehensive verification of the power control system. The main engine simulation devices receive control commands sent by the power control system based on the dual-redundant CAN network and calculate the operating status information of each section of the engine. The system returns the operating status information to the power control system; the power equipment signal simulation device receives the operating status information sent by the power control system, calculates the output signal of each power device based on the operating status information, and returns the output signal to the power control system; the driving simulator converts the operator's operation instructions into control signals and sends them to the power control system through dual redundant Ethernet, so that the power control system can generate control commands. Based on the system structure and preset verification requirements, the system achieves the independence and coordination verification of the host simulation device, the power equipment signal simulation device, the driving simulator, and the power control system, ensuring the accuracy and real-time performance of data transmission and the comprehensiveness of verification requirements, thus realizing the rapid, accurate, and comprehensive integration verification of the hovercraft power control system.

[0074] Specifically, the construction of a power control system is a comprehensive systems engineering task, and its design and development process must follow a verification and validation (V&V) process. This process involves stages such as requirements definition, scheme design, engineering design, engineering manufacturing, and integration verification, and implements dynamic requirements management throughout the entire lifecycle of the equipment. In this process, the multi-dimensional requirements of the power control system must be comprehensively considered, covering hardware selection, software architecture design, and system integration compatibility.

[0075] This application employs a hardware-in-the-loop verification method, enabling the identification and correction of potential problems early in the design phase, thereby reducing the cost and risk of later modifications. Simultaneously, adopting a model-based design approach and modular design principles enhances the system's scalability and maintainability, ensuring the independence and synergy between functional modules. Furthermore, to address the issue of multi-source data interaction in complex systems, data flow standardization ensures the accuracy and real-time nature of information transmission.

[0076] This application fully meets the simulation and verification needs of power control systems in a laboratory environment for communication interfaces, logic and algorithms, fault injection, etc., by establishing a dual-redundant communication model, converting digital signals to electrical signals, and simulating mathematical models of power equipment, thereby reducing the development and delivery cycle and cost of the control system.

[0077] In one specific embodiment, the host simulation device includes a gas turbine model.

[0078] Gas turbine models include component-level models, which are obtained by dividing the gas turbine into different components and establishing models of each component according to thermodynamic principles.

[0079] The gas turbine model is based on the sequence of airflow through each component during gas turbine operation. The component-level models are processed in series, and the component-level models are combined using a set of nonlinear equations based on the equilibrium conditions during gas turbine operation.

[0080] Among them, the balance conditions include: the gas turbine must meet the flow balance and power balance during operation.

[0081] Specifically, numerical solving algorithms are used to solve the nonlinear equations to obtain the working state information of each section of the engine.

[0082] In one specific embodiment, the host simulation device is used to calculate the fuel flow required for the current gas turbine model to meet the control requirements of the control command based on the preset gas turbine operating equation, and to calculate the working state information of each section under the current required fuel flow based on the preset gas turbine dynamic equation.

[0083] The operating equation for the gas turbine is given in formula (1):

[0084]

[0085] Where, ε i (i = 1, 2, 3, ..., 6) represents the flow deviation at the inlet and outlet of each component in the gas turbine, which is a constant value, characterizing the flow balance of each component in the gas turbine. W C2 W represents the inlet mass flow rate of the low-pressure compressor. C24map W represents the outlet mass flow rate of the low-pressure compressor. C25 W represents the inlet mass flow rate of the high-pressure compressor. C3map W represents the outlet mass flow rate of the high-pressure compressor. c41 W represents the inlet mass flow rate of the high-pressure turbine. C43map W represents the outlet mass flow rate of the high-pressure turbine. C45 W represents the inlet mass flow rate of the low-pressure turbine. C47map W represents the outlet mass flow rate of the low-pressure turbine. C48 W represents the inlet mass flow rate of the power turbine. C5map W represents the outlet mass flow rate of the power turbine. C6 W represents the inlet mass flow rate of the exhaust volute. C8Q This indicates the outlet mass flow rate of the exhaust turbine.

[0086] The dynamic equations for the gas turbine are given in formula (2):

[0087]

[0088] Where, N L N represents the low-pressure speed corresponding to the low-pressure turbine. H N represents the high-pressure turbine speed. P J represents the turbine speed corresponding to the power turbine. L The moment of inertia of the low-pressure turbine shaft, J H The moment of inertia of the high-pressure turbine shaft, J P P represents the moment of inertia of the turbine shaft. LPT P represents the power output of the low-pressure turbine. LPC This indicates the power consumption (P) of the low-pressure compressor. HPT This indicates the power output (P) corresponding to the high-pressure turbine. HPC This indicates the power consumption (P) of the high-pressure compressor. PT This indicates the power output (P) corresponding to the power turbine. LOAD This indicates the load power.

[0089] Formula (2) is used to characterize the dynamic characteristics of a gas turbine.

[0090] For example, such as Figure 2As shown, the components such as the low-pressure compressor, high-pressure compressor, combustion chamber, high-pressure turbine, low-pressure turbine and power turbine are connected in series according to the direction of one-dimensional airflow. Formulas (1) and (2) are established based on the working relationship of each component during gas turbine operation.

[0091] Specifically, by iteratively solving formulas (1) and (2) using the Newton-Raphson method, the working state information of each section of the engine under the current input conditions can be calculated.

[0092] The CAN network receives various control commands (e.g., operating condition commands, start commands, stop commands, etc.) from the power control system 106 and inputs them into the gas turbine model. The model then returns the calculated temperature, pressure, speed, and gas turbine status (e.g., limit regulation, normal operation, shutdown status, etc.) to the power control system 106 through the component-level model.

[0093] The following explanation uses the control command as the operating condition command, specifically the power turbine speed control command, as an example:

[0094] The system receives operating condition commands from the power control system 106 and inputs them into the gas turbine model in the main engine simulation device 101. The gas turbine model then implements closed-loop control based on the speed control commands and feedback, and calculates the required fuel flow rate for the current gas turbine model. This value is input to the gas turbine component-level model, such as... Figure 2 The models of each intake duct, compressor, turbine, exhaust volute and combustion chamber shown are calculated based on thermodynamic principles. The inlet and outlet mass flow rates of each compressor, turbine and exhaust volute are calculated. The mass flow rates of their inlet and outlet sections are obtained according to different calculation methods, but they should all satisfy the mass flow balance, that is, they should satisfy the mass flow balance equation of formula (1). When the mass flow balance equation is satisfied, each component-level model can correctly calculate the temperature, pressure and other parameters of the mechanism output under the current input of each component model, which are used to characterize the state of the gas turbine.

[0095] In addition, the high-pressure turbine drives the high-pressure compressor, the low-pressure turbine drives the low-pressure compressor, and the power turbine drives the load. These three should satisfy the rotor dynamics equation, i.e., formula (2). When each shaft is balanced, the power output should be equal to the power consumption. Other control commands (e.g., start command, stop command, gas turbine-related valve / pump opening / closing commands, etc.) are input to the main unit simulation device 101, and the corresponding modules provide feedback.

[0096] Finally, the main engine simulation device 101 will return the gas turbine-related speed, temperature, pressure, and the operating status of each actuator and gas turbine (e.g., limit adjustment, normal operation, shutdown status, etc.) to the power control system 106.

[0097] This application utilizes an industrial control computer equipped with a CAN communication card to construct a gas turbine component-level model to simulate the entire ship's lifting and propulsion process. The program drives the CAN network communication card to transmit the gas turbine's operating status, alarm information, and CAN network status information to the communication bus via a dual-channel CAN network, in both digital and analog formats. Simultaneously, the simulation device receives various commands from the power control system monitoring unit and provides corresponding feedback based on these commands, achieving effective control of the gas turbine main engine. When constructing the dual-redundant CAN network links, meticulous network planning is essential, and the accuracy of the identification codes for each node in the network must be ensured.

[0098] The main components and signal flow of the host simulation device are described in [reference]. Figure 3 .

[0099] In one specific embodiment, the power equipment signal simulation device 103 needs to simulate key components in the power system, including: lift fan, propulsion fan, reduction gear shaft and related auxiliary system equipment.

[0100] The power equipment signal simulation device 103 includes: a fan mathematical model, a reducer mathematical model, and a drive shaft mathematical model. The fan mathematical model includes: a lift fan mathematical model and a propulsion fan mathematical model; the fan mathematical model is used to characterize the mapping relationship between fan speed and fan flow rate, fan pressure, and fan power; the reducer mathematical model is used to characterize the mapping relationship between reducer speed and transmission ratio, as well as the mapping relationship between reducer torque and transmission ratio and efficiency; the drive shaft mathematical model is used to characterize the mapping relationship between the input speed and output speed of the drive shaft.

[0101] Specifically, the core of the fan mathematical model is to describe the influence of fan speed on fan flow rate, fan pressure, and fan power. It is directly proportional to fan flow rate. Since the higher the fan speed, the more gas the impeller pushes per unit time, the relationship between fan flow rate and fan speed is shown in formula (3):

[0102] q = K q *n…………………………………………(3)

[0103] Where q represents the actual fan flow rate, and K q denoted by , where n represents the flow coefficient and n represents the fan speed.

[0104] The relationship between fan pressure and fan speed is shown in formula (4):

[0105] p = K p *n 2 …………………………………………(4)

[0106] Where p represents the actual output pressure of the fan, K p This indicates the pressure coefficient.

[0107] The relationship between fan power and fan speed is shown in formula (5):

[0108] P=K P *n 3 …………………………………………(5)

[0109] Where P represents the fan shaft power, K P This represents the power factor.

[0110] Specifically, the mathematical model of the reducer includes the fact that the speed of the reducer is inversely proportional to the transmission ratio, and its kinematic model is shown in formula (6):

[0111] n2=n1 / i…………………………………………(6)

[0112] Where n2 represents the output shaft speed of the reducer, n1 represents the input shaft speed of the reducer, and i represents the transmission ratio.

[0113] The torque of the reducer is directly proportional to the transmission ratio and efficiency, and its kinematic model is shown in formula (7):

[0114] T2=η*i*T1…………………………………………(7)

[0115] Where T2 represents the output shaft torque of the reducer, η represents the transmission efficiency, and T1 represents the input shaft torque of the reducer.

[0116] Specifically, the mathematical model of the transmission shaft mainly describes the relationship between the input speed and the output speed. Based on the "conservation of speed transmission" (ignoring slippage and rigid deformation), it is also necessary to consider possible speed losses (such as elastic deformation, friction, etc.). Under ideal conditions (no deformation of the transmission shaft, no slippage, and no energy loss), the input speed is completely transmitted to the output end. Its mathematical model is shown in formula (8):

[0117] n out =n in ……………………………………………(8)

[0118] Where, n out Indicates the output rotational speed, n in This indicates the input rotational speed.

[0119] Specifically, the power equipment signal simulation device 103 converts digital simulation signals into precise electrical signals via a signal board, and transmits the input / output (I / O) signals to the power control system 106 via signal cables. Furthermore, this device needs to construct a basic physical and mathematical model that conforms to the operating characteristics of the power equipment. Upon receiving command signals from the power system, the device converts the electrical signals into analog signals and inputs them to various simulation modules through a simulation program. Based on the operating characteristics of each piece of equipment, the device converts the status feedback information into electrical signals in real time via a signal output board and connects it to the power control system 106 via signal cables.

[0120] The composition and signal flow of the power equipment signal simulation device 103 are described in [reference needed]. Figure 4 .

[0121] In one specific embodiment, the driving simulator 105 is the main control unit for the hovercraft, equipped with a joystick, instrument panel, and display terminal to simulate the input of operating commands and feedback of navigation status under real driving conditions. This device communicates in real-time with the power control system 106 via Ethernet, converting the driver's operating commands into control signals, and simultaneously receiving and displaying the operating parameters and alarm information of the power system.

[0122] Specifically, a modular design concept is adopted, with each functional module interconnected through standard interfaces, facilitating flexible configuration according to different hovercraft configurations. During the verification process, operators can monitor the system's operating status in real time through host computer software, dynamically adjust simulation parameters, and support fault injection functionality to test the fault tolerance capability of the power control system 106.

[0123] The main interactions between it and the power control system 106 include I / O signals and network communication signals, which can be found in [reference]. Figure 5 .

[0124] In one specific embodiment, the control authority of the integrated verification system can be located in the power control system 106 or in the driving simulator 105.

[0125] At any given time, only one of the power system control system 106 and the driving simulator 105 is allowed to have control authority.

[0126] Users can switch permissions according to their actual needs.

[0127] In one specific embodiment, where the control authority of the integrated verification system resides in the driving simulator, specific examples include:

[0128] The power control system 106 sends a host start interlock check command. If all interlock conditions are met, it returns an interlock pass status to the driving simulator 105. In response to the start operation, the driving simulator 105 generates a start command, sends it to the host simulator 101 via the dual-redundant CAN network 102, and sends the start signal corresponding to the start command to the power equipment signal simulator 103.

[0129] The control commands include: host start interlock check command and start command, with the host start interlock check command carrying the interlock conditions.

[0130] After the power control system 106 sends the host start interlock check command, the operator host simulation device 101 and / or the power equipment signal simulation device 103 set the operating status (initial state, such as valve and pump switch) of each actuator. After the setting is completed, it is determined whether the setting result meets the interlock conditions.

[0131] Users can set the interlocking conditions according to their actual needs.

[0132] The power control system 106 returns the interlock pass status to the human-machine interface of the driving simulator 105. The operator triggers the generation of a start command by pressing the start button. The start command is sent to the host simulator 101 through the dual redundant CAN network 102 to start the host. The power equipment signal simulator 103 drives each device under the power equipment signal simulator 103 by electrical signals.

[0133] In one specific embodiment, where the control authority of the integrated verification system resides in the driving simulator, specific examples include:

[0134] After the host enters normal operation, the operator sends operating condition commands or pitch commands to the host simulation device 101 through the human-machine interface. The host simulation device 101 inputs the commands into the component-level model, and after calculation, feeds back the host's operating status information (e.g., temperature, pressure, and speed) to the power control system 106 through the dual-redundant CAN network 102.

[0135] Meanwhile, the power equipment signal simulation device 103 calculates the output signals of the thrust / lift fan, reducer and shaft and other equipment based on the operating status information of the host, and sends the electrical signals to the power control system 106.

[0136] In one specific embodiment, where the control authority of the integrated verification system resides in the driving simulator, specific examples include:

[0137] The driving simulator 105 generates a shutdown command in response to a shutdown operation and sends the shutdown command to the power control system 106; the power control system 106 sends the shutdown command to the main engine simulation model to shut down the gas turbine, while the power equipment signal simulation device 103 shuts down based on the power characteristics.

[0138] The control commands include stop commands.

[0139] Specifically, the operator triggers a stop command by operating the stop button. This can be achieved by pressing the stop button on the driving simulator 105.

[0140] When the control authority is in the power control system 106, the operator triggers the generation of a shutdown command by pressing the shutdown button of the power control system 106 and sends the shutdown command to the host simulation model to shut down the gas turbine. At the same time, the power equipment signal simulation device 103 shuts down based on the power characteristics.

[0141] In one specific embodiment, the driving simulator 105 obtains control of the host simulator 101 in response to a permission change operation.

[0142] Specifically, control authority can be in the driving simulator 105 or the host simulator 101, but only one device with control authority can exist at any given time.

[0143] Specifically, when the host simulation device 101 is initially started, its control authority is in the power control system 106. By performing an operator operation to change the control authority, a control authority change command is triggered to change the control authority to the driving simulation platform 105.

[0144] Specifically, when the host simulator 101 is in normal operating mode, the operator presses the permission change button to switch to the cab, and the power control system 106 sends the permission change instruction to the driving simulator 105. The control of the host is switched from the power control system 106 to the cab. The status of the host can be controlled by the working condition setting or pitch setting on the driving simulator 105.

[0145] A typical process includes pressing a working condition command or pitch command on the driving simulator 105. After the power control system 106 determines that it has the control authority of the driving simulator, it forwards the command information of the driving simulator 105 to the host simulation device 101 through the CAN network. The host simulation device 101 calculates according to the command and feeds it back to the power control system 106. At the same time, the power control system 106 sends the host information (working condition, speed) to the power system equipment signal simulation device 103, which performs simulation calculations according to the corresponding mathematical model and feeds back the information of each device to the power control system 106 through electrical signals. The power control system 106 then sends the main information to the driving simulator 105 through Ethernet communication.

[0146] In one specific embodiment, the power equipment signal simulation device 103 generates a fault signal in response to a fault operation and sends the fault signal to the power control system 106. The power control system 106 receives the fault signal, generates a shutdown command, and sends the shutdown command to the main engine simulation model 101 to shut down the gas turbine. At the same time, the power equipment signal simulation device 103 shuts down based on the power characteristics.

[0147] Specifically, the operator simulates relevant fault signals (e.g., low reducer lubricating oil pressure or throttle not open) through the power equipment signal simulation device 103. After receiving the fault signal, the power control system 106 immediately sends a shutdown command to the main unit simulation device 101, and the gas turbine immediately shuts down. At the same time, the relevant equipment of the power system equipment signal simulation device 103 immediately shuts down according to the power characteristics.

[0148] In one specific embodiment, the integrated verification system further includes a monitoring device.

[0149] The monitoring device is used to monitor the faults of the dual-redundant CAN network 102 based on a preset heartbeat message mechanism.

[0150] Specifically, meticulous network planning was carried out when constructing the dual-redundant CAN network 102 to ensure that the identification codes of each node in the network are accurate, and the dual-redundant CAN network 102 is monitored for faults through a heartbeat message mechanism.

[0151] To illustrate the specificity, a concrete example is used to explain integration verification:

[0152] When the main unit is in operation and control is in the cab, pressing the cab lift button triggers the power control system 106 to send a flap opening command to the lift fan of the power system equipment signal simulation device 103. At this time, the power demand of the lift fan continuously increases. The power control system 106 calculates the power command required by the main unit in real time according to the propeller-fan matching control algorithm and sends it through the CAN network. The main unit simulation device 101 increases the operating conditions according to the command to meet the power demand of the lift fan. After a new equilibrium state is reached, the main unit operates stably and feeds back the status information to the power control system 106. The power control system 106 sends the status of each device in the system to the driving simulator 105 via Ethernet, thus forming a complete closed loop and achieving simulation and verification of the entire system process.

[0153] Specifically, a concrete example will be used to illustrate the debugging and verification process of the integrated verification system:

[0154] (1) Before the test, use a multimeter to check whether the internal wiring of the power system equipment is consistent with the design drawings before powering on, and ensure that the wiring is correct and tight.

[0155] (2) During the system initialization phase, after power-on, each hardware module completes self-test and establishes communication links to ensure that all devices are in a ready state.

[0156] (3) In the static parameter calibration stage, key parameters such as sensor zero position and range are calibrated through a dedicated test program.

[0157] (4) Static signal channel test: Use process calibrators and other instruments and equipment to check and record the on / off state, range and accuracy of all switch and analog input / output signals of the power control system 106.

[0158] (5) Dynamic characteristic test process, simulate load changes under different host operating conditions, and verify the response speed and stability of the control system.

[0159] (6) Dynamic logic verification process: By pre-setting control logic under typical operating conditions, the correctness of the system's decision-making when switching between different operating modes is verified. The execution sequence of control commands is recorded to ensure that the timing logic meets the design requirements.

[0160] (7) Fault mode verification: Various abnormal situations are simulated using fault injection to verify the completeness of the system's protection mechanism and fault handling process. Typical fault scenarios are artificially set up to evaluate the accuracy of the system's diagnostic algorithm and its emergency response capability.

[0161] (8) In the comprehensive performance evaluation stage, a test report is generated based on the preset evaluation index system to provide data support for system optimization.

[0162] (9) During the system integration testing phase, ensure that the power control system and other system modules such as the driving simulator work together without error to meet the full operating requirements of the hovercraft.

[0163] (10) In the system operation reliability test phase, the system stability is verified through long-term continuous operation test, and the continuous working capability is simulated under extreme environmental conditions.

[0164] The integrated verification system of this application establishes mathematical models of the power system, including the lift fan, reducer, shaft, and thrust fan. Digital signals such as speed, temperature, and pressure from the model are converted into electrical signals via signal boards and connected to the control system to simulate real signals. A host mathematical model is established, and a dual-redundant CAN communication link is constructed to achieve data interaction, operational control, and fault simulation with the control system. A dual-redundant Ethernet communication model with the upper-level control system is established to simulate signal and command interaction with the upper-level system. Furthermore, in a laboratory setting, the system maximizes the simulation of the power control system in a real operating environment. During this process, the input and output signals of the controller, the feedback signals of the sensors, and various state variables of the power system equipment can be fully monitored, allowing for timely detection and resolution of potential problems. This effectively addresses the issue of insufficient verification during the design and development phase, significantly reducing R&D costs, risks, and timelines, and significantly improving the reliability of the equipment.

[0165] This application utilizes hardware-in-the-loop simulation to integrate real-world power control system equipment into a simulation environment. This approach simulates various system signals and operating conditions under real-world conditions as closely as possible, effectively verifying the real-time response characteristics of the control system. Compared to digital simulation, this scheme significantly improves the reliability and accuracy of verification, providing real data support for the optimization of control algorithms. Simultaneously, the modular design concept enables the system to possess excellent scalability, adapting to the testing needs of hovercraft with different configurations. Through fault injection functionality, the fault tolerance and safety protection mechanisms of the control system can be comprehensively evaluated, significantly reducing the risk of failure in practical applications. This integrated verification method not only shortens the development cycle but also significantly reduces the cost of actual ship testing, providing strong support for the rapid iterative development of hovercraft power control systems and providing a basis for batch integrated verification of whether power control system equipment meets quality requirements.

[0166] Finally, it should be noted that the above are merely preferred embodiments of this application, and this application is not limited to the above embodiments. It is understood that other improvements and variations that can be directly derived or conceived by those skilled in the art without departing from the spirit and concept of this application should be considered to be included within the protection scope of this application.

Claims

1. A hardware-in-the-loop integration verification system for a hovercraft propulsion control system, characterized in that, The integrated verification system includes: at least two host simulation devices, a dual-redundant CAN network, a power equipment signal simulation device, a dual-redundant Ethernet network, and a driving simulator; The at least two main engine simulation devices include: at least one lift engine simulation device and at least one thrust engine simulation device; The host simulation device is connected to the power control system via a dual-redundant CAN network, the power equipment signal simulation device is connected to the power control system via a communication connection, and the driving simulator is connected to the power control system via a dual-redundant Ethernet. The host simulation device receives control commands sent by the power control system based on a dual-redundant CAN network, calculates the working status information of each section of the engine, and returns the working status information to the power control system. The power equipment signal simulation device receives the working status information sent by the power control system, calculates the output signal of each power equipment based on the working status information, and returns the output signal to the power control system. The driving simulator converts the operator's commands into control signals and sends them to the power control system via dual-redundant Ethernet, so that the power control system can generate control commands.

2. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, The main engine simulation device includes: a gas turbine model; Gas turbine models include component-level models, which are obtained by dividing the gas turbine into different components and establishing models of each component according to thermodynamic principles. The gas turbine model is based on the sequence of airflow through each component during gas turbine operation. The component-level models are processed in series, and the component-level models are combined using a set of nonlinear equations based on the equilibrium conditions during gas turbine operation.

3. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, The main engine simulation device includes a gas turbine model; The host simulation device is used to calculate the fuel flow required for the current gas turbine model to meet the control requirements of the control command based on the preset gas turbine operating equation, and to calculate the working state information of each section under the current required fuel flow based on the preset gas turbine dynamic equation. The operating equations for gas turbines include: Where, ε i (i = 1, 2, 3, ..., 6) represents the flow deviation at the inlet and outlet of each component in the gas turbine, which is a constant, W C2 W represents the inlet mass flow rate of the low-pressure compressor. C24map W represents the outlet mass flow rate of the low-pressure compressor. C25 W represents the inlet mass flow rate of the high-pressure compressor. C3map W represents the outlet mass flow rate of the high-pressure compressor. C41 W represents the inlet mass flow rate of the high-pressure turbine. C43map W represents the outlet mass flow rate of the high-pressure turbine. C45 W represents the inlet mass flow rate of the low-pressure turbine. C47map W represents the outlet mass flow rate of the low-pressure turbine. C48 W represents the inlet mass flow rate of the power turbine. C5map W represents the outlet mass flow rate of the power turbine. C6 W represents the inlet mass flow rate of the exhaust volute. C8Q This indicates the outlet mass flow rate of the exhaust turbine; The dynamic equations for the gas turbine include: Where, N L N represents the low-pressure speed corresponding to the low-pressure turbine. H N represents the high-pressure turbine speed. P J represents the turbine speed corresponding to the power turbine. L The moment of inertia of the low-pressure turbine shaft, J H The moment of inertia of the high-pressure turbine shaft, J P P represents the moment of inertia of the turbine shaft. LPT P represents the power output of the low-pressure turbine. LPC This indicates the power consumption (P) of the low-pressure compressor. HPT This indicates the power output (P) corresponding to the high-pressure turbine. HPC This indicates the power consumption (P) of the high-pressure compressor. PT This indicates the power output (P) corresponding to the power turbine. LOAD This indicates the load power.

4. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, The power equipment signal simulation device includes: a fan mathematical model, a reducer mathematical model, and a drive shaft mathematical model; Fan mathematical models include: lift fan mathematical models and propulsion fan mathematical models; Fan mathematical models are used to characterize the mapping relationship between fan speed and fan flow rate, fan pressure, and fan power; The mathematical model of the reducer is used to characterize the mapping relationship between the reducer speed and the transmission ratio, as well as the mapping relationship between the reducer torque and the transmission ratio and efficiency. The mathematical model of the drive shaft is used to characterize the mapping relationship between the input speed and the output speed of the drive shaft.

5. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 4, characterized in that, The mathematical model of the fan includes: q=K q *n; Where q represents the actual fan flow rate, and K q This represents the flow coefficient, and n represents the fan speed. p=K p *n 2 ; Where p represents the actual output pressure of the fan, and K p Indicates the pressure coefficient; P=K P *n 3 ; Where P represents the fan shaft power, K P Indicates the power factor; The mathematical model of the speed reducer includes: n2 = n1 / i; Where n2 represents the output shaft speed of the reducer, n1 represents the input shaft speed of the reducer, and i represents the transmission ratio; T2 = η * i * T1; Where T2 represents the output shaft torque of the reducer, η represents the transmission efficiency, and T1 represents the input shaft torque of the reducer; The mathematical model of the drive shaft includes: n out =n in ; Where, n out Indicates the output rotational speed, n in This indicates the input rotational speed.

6. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, Control of the integrated verification system resides on the driving simulator. The control commands include: host start interlock check command and start command, the host start interlock check command carries the interlock conditions; The power control system sends a start interlock check command to the host computer. If all interlock conditions are met, the system returns an interlock pass status to the driving simulator. In response to the start operation, the driving simulator generates a start command, sends the start command to the host simulation device via a dual-redundant CAN network, and sends the start signal corresponding to the start command to the power equipment signal simulation device.

7. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, Control of the integrated verification system resides on the driving simulator. Control commands include stop commands; The driving simulator generates a stop command in response to a stop operation and sends the stop command to the power control system; The power control system sends a shutdown command to the main engine simulation model to shut down the gas turbine, while the power equipment signal simulation device shuts down based on the power characteristics.

8. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, The driving simulator, in response to the permission change operation, gains control of the host simulation device.

9. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, The power equipment signal simulation device responds to fault operation, generates a fault signal, and sends the fault signal to the power control system. The power control system receives a fault signal, generates a shutdown command, and sends the shutdown command to the main engine simulation model to shut down the gas turbine. At the same time, the power equipment signal simulation device shuts down based on the power characteristics.

10. The hardware-in-the-loop integration verification system for the hovercraft power control system according to claim 1, characterized in that, The integrated verification system also includes: monitoring devices; The monitoring device is used to monitor faults in a dual-redundant CAN network based on a preset heartbeat message mechanism.

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