Aircraft flap follow-up system control method, device and equipment and storage medium

Abstract

The invention provides an aircraft flap follow-up system control method, device and equipment and a storage medium, and belongs to the field of aircraft control. The method comprises the steps that the azimuth angle between a flap loading point and a follow-up system pulley and the rotation angle of a flap relative to a preset system fixing frame are obtained in real time; generating a perpendicularity error signal based on the deviation between the azimuth angle and a preset vertical angle; the perpendicularity error signal is input into a self-adaptive PID controller, control parameters of the PID controller are adjusted according to the perpendicularity error, and the displacement adjustment amount is output; calculating a feed-forward compensation amount based on the angular velocity of the flap corner; integrating the total displacement variable quantity obtained by adding the displacement adjustment quantity and the feed-forward compensation quantity, and generating a position control instruction of the servo system; and inputting the position control instruction to an execution mechanism of the follow-up system to realize closed-loop control from the azimuth angle to the preset vertical angle. Therefore, the tracking performance and the steady-state control precision of the system in the dynamic process are greatly improved.

Description

Technical Field

[0001] This invention belongs to the field of aircraft control, specifically relating to a control method, device, equipment, and storage medium for an aircraft flap follow-up system. Background Technology

[0002] In aircraft flap fatigue reliability testing, physical loading devices (such as electro-hydraulic servo actuators, wire ropes, pulley modules, and servo motor-driven screw mechanisms) are typically used on physical test benches to simulate flight loads. To overcome the bottlenecks of high cost and long cycle time of physical testing, virtual simulation technology has become an important development direction.

[0003] Existing advanced solutions combine multibody dynamics software (Simscape Multibody) with a control system simulation platform (Simulink) to digitally model the aforementioned physical device, and drive the virtual servo system through open-loop or simple PID control commands based on preset geometric relationships.

[0004] The existing control architecture of simulation-based aircraft flap servo loading systems calculates drive commands based solely on preset geometric relationships, completely lacking a measurement and feedback mechanism for the real-time spatial angle between the wire rope and the flap loading plane. This results in its inability to detect and correct verticality deviations generated during the simulation process. Consequently, because this control architecture cannot detect verticality deviations, it fails to effectively compensate for the inherent inertia of the servo mechanism and system nonlinearity. This leads to significant phase lag and steady-state errors when dynamically tracking flap motion, severely limiting the accuracy and reliability of flap control results. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a control method, apparatus, device, and storage medium for an aircraft flap servo system.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A control method for an aircraft flap servo system, the method comprising: The azimuth angle between the flap loading point and the follow-up system pulley, as well as the rotation angle of the flap relative to the preset system fixed frame, are obtained in real time. Based on the deviation between the azimuth angle and the preset vertical angle, a verticality error signal is generated; The verticality error signal is input to the adaptive PID controller, and the control parameters of the PID controller are adjusted according to the magnitude of the verticality error, and the displacement adjustment amount is output. Calculate the feedforward compensation amount based on the angular velocity of the flap rotation angle; The total displacement change obtained by adding the displacement adjustment amount and the feedforward compensation amount is integrated to generate the position control command of the servo system. The position control command is input to the actuator of the servo system to achieve closed-loop control of the azimuth angle to the preset vertical angle.

[0007] Optionally, adjusting the control parameters of the PID controller according to the magnitude of the verticality error includes: When the absolute value of the error exceeds the preset error threshold, increase the proportional coefficient and decrease the derivative coefficient. When the absolute value of the error is less than the preset error threshold, the proportional coefficient is reduced and the derivative coefficient is increased.

[0008] Optionally, the formula for calculating the feedforward compensation amount is: ; in, For feedforward gain, ω is the angular velocity of the flap rotation angle.

[0009] Optionally, the formula for generating the position control command is: ; in, The displacement adjustment output by the adaptive PID controller. This is the feedforward compensation amount.

[0010] Optionally, the azimuth angle between the flap loading point and the pulley of the servo system, as well as the rotation angle of the flap relative to a preset system fixing frame, are acquired in real time using a spatial transformation sensor. The spatial transformation sensor includes: The first sensor has its reference end fixed to the flap loading point and its measuring end fixed to the center of the pulley, and is used to output the azimuth angle; The second sensor, with its reference end fixed to the system frame and its measuring end fixed to the flap body, is used to output the flap angle.

[0011] Optionally, the formula for calculating the verticality error signal is: ; in, For the preset vertical angle, This refers to the azimuth angle measured in real time.

[0012] Optionally, the actuator is a translational joint in the multibody dynamics model, and the position control command is used to drive the translational joint to move.

[0013] A control device for an aircraft flap servo system, the device comprising: The acquisition module is used to acquire in real time the azimuth angle between the flap loading point and the pulley of the follow-up system, as well as the rotation angle of the flap relative to the preset system fixed frame; The calculation module is used to generate a verticality error signal based on the deviation between the azimuth angle and the preset vertical angle; input the verticality error signal to the adaptive PID controller, adjust the control parameters of the PID controller according to the error magnitude, and output the displacement adjustment amount; and calculate the feedforward compensation amount based on the angular velocity of the flap rotation angle. The generation module is used to integrate the total displacement change obtained by adding the displacement adjustment amount and the feedforward compensation amount to generate the position control command of the servo system. The adjustment module is used to input the position control command to the actuator of the servo system to achieve closed-loop control of the azimuth angle to the preset vertical angle.

[0014] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned control method for an aircraft flap servo system.

[0015] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aforementioned control method for an aircraft flap servo system.

[0016] The control method for an aircraft flap servo system provided by this invention has the following beneficial effects: This invention acquires the flap loading point and pulley azimuth angle, as well as the flap rotation angle relative to a preset frame, in real time. The system can accurately sense the vertical deviation generated by the aircraft flaps and generate a vertical error signal, providing a basis for subsequent correction. After inputting the error signal into an adaptive PID controller, the controller dynamically adjusts the control parameters according to the error magnitude, outputting a reasonable displacement adjustment amount, effectively compensating for the phase lag caused by the inherent inertia of the servo mechanism and system nonlinearity. Simultaneously, the feedforward compensation amount is calculated based on the flap rotation angle angular velocity, and after being superimposed with the displacement adjustment amount, it is integrated to generate a position control command. This allows for early correction of dynamic changes in the system, further reducing steady-state error. Finally, through closed-loop control, the position command is input to the actuator, achieving precise adjustment of the azimuth angle to the preset vertical angle. This enables the servo system to track flap movement more quickly and accurately, significantly improving the system's tracking performance and steady-state control accuracy during dynamic processes, effectively overcoming the technical deficiencies of existing architectures. Attached Figure Description

[0017] To more clearly illustrate the embodiments and design schemes of the present invention, the accompanying drawings required for this embodiment will be briefly described below. The drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1This is a flowchart illustrating a control method for an aircraft flap servo system according to an exemplary embodiment of the present invention.

[0019] Figure 2 This is a closed-loop control block diagram provided by the present invention according to an exemplary embodiment.

[0020] Figure 3 This is a block diagram of an aircraft flap follow-up system control device according to an exemplary embodiment of the present invention. Detailed Implementation

[0021] To enable those skilled in the art to better understand and implement the technical solutions of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0022] The technical solutions provided by the various embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0023] First, this invention provides a control method for an aircraft flap servo system, specifically as follows: Figure 1 As shown, it includes the following steps: S101. Real-time acquisition of the azimuth angle between the flap loading point and the follow-up system pulley, as well as the rotation angle of the flap relative to the preset system fixed frame.

[0024] Wherein, the azimuth angle is the relative spatial angle between the loading point and the center of the pulley, that is, the relative spatial azimuth angle between the first coordinate system fixed to the flap loading point and the second coordinate system fixed to the center of the pulley; the preset vertical angle is the target angle value corresponding to the connection direction being perpendicular to the flap loading plane.

[0025] In this step, the azimuth angle between the flap loading point and the pulley of the servo system, as well as the rotation angle of the flap relative to the fixed frame of the system, can be obtained in real time using a spatial transformation sensor. This spatial transformation sensor includes: a first sensor, whose reference end is fixed to the flap loading point and whose measuring end is fixed to the center of the pulley, for outputting the azimuth angle; and a second sensor, whose reference end is fixed to the system frame and whose measuring end is fixed to the flap body, for outputting the flap rotation angle. The fixed frame of this system is the fixed frame of the entire loading system and can exist as a static reference in the simulation environment.

[0026] S102. Based on the deviation between the azimuth angle and the preset vertical angle, a verticality error signal is generated; the verticality error signal is input to the adaptive PID controller, the control parameters of the PID controller are adjusted according to the magnitude of the verticality error, and the displacement adjustment amount is output; based on the angular velocity of the flap rotation angle, the feedforward compensation amount is calculated.

[0027] The formula for calculating the verticality error signal is as follows: ; in, For the preset vertical angle, This refers to the azimuth angle measured in real time.

[0028] The generated vertical error is input to the adaptive PID controller, and the control parameters of the PID controller are adjusted based on this vertical error: when the absolute value of the error is greater than the preset error threshold, the proportional coefficient is increased and the derivative coefficient is decreased; when the absolute value of the error is less than the preset error threshold, the proportional coefficient is decreased and the derivative coefficient is increased. Then, the displacement adjustment is output based on the adjusted PID controller.

[0029] In this step, the feedforward compensation amount is also calculated based on the angular velocity of the flap rotation angle. The specific formula is as follows: ; in, For feedforward gain, ω is the angular velocity of the flap rotation angle.

[0030] S103. Integrate the total displacement change obtained by adding the displacement adjustment amount and the feedforward compensation amount to generate the position control command of the servo system.

[0031] In this step, the formula for generating position control commands is: ; in, The displacement adjustment output by the adaptive PID controller. This is the feedforward compensation amount.

[0032] S104. Input the position control command to the actuator of the servo system to achieve closed-loop control of the azimuth angle to the preset vertical angle.

[0033] The actuator is a translational joint in the multibody dynamics model, and the position control command is used to drive the translational joint to move.

[0034] By employing the above method, and by acquiring the azimuth angle between the flap loading point and the pulley, as well as the flap's rotation angle relative to the preset frame in real time, the system can accurately sense the vertical deviation generated by the aircraft flaps and generate a vertical error signal, providing a basis for subsequent correction. After inputting the error signal into the adaptive PID controller, the controller can dynamically adjust the control parameters according to the error magnitude, outputting a reasonable displacement adjustment amount, effectively compensating for the phase lag caused by the inherent inertia of the servo mechanism and system nonlinearity. Simultaneously, the feedforward compensation amount is calculated based on the flap rotation angle angular velocity, and after being superimposed with the displacement adjustment amount, it is integrated to generate a position control command, which can correct for dynamic changes in the system in advance, further reducing steady-state error. Finally, through closed-loop control, the position command is input into the actuator to achieve precise adjustment of the azimuth angle to the preset vertical angle, enabling the servo system to track flap movement more quickly and accurately, significantly improving the system's tracking performance and steady-state control accuracy during dynamic processes, and effectively overcoming the technical defects of the existing architecture.

[0035] Based on the above steps, the present invention also provides an embodiment, such as... Figure 2 The control block diagram shown uses the azimuth angle α and real-time rotation angle θ collected by the sensor in real time. After comparing them with the set value, the controller calculates the control quantity based on the deviation and applies it to the controlled object through the actuator, forming a closed loop of "detection-comparison-calculation-execution-feedback" to dynamically correct the deviation and stabilize the control target.

[0036] Step 1: Construct an attitude sensing feedback loop in space.

[0037] In the co-simulation environment of MATLAB / Simulink and Simscape Multibody, two Transform Sensor modules are introduced. The first sensor's reference end (B end) is fixed to a designated loading point on the flap, and its measuring end (F end) is fixed to the pulley center of the upper servo system, used to measure the azimuth angle α. The second sensor's reference end (B end) is connected to the frame of the entire loading system, and its measuring end (F end) is connected to the flap body, used to measure the flap rotation angle θ. In the properties of both sensors, the Measurement Frame is set to Base, and the Azimuth angle in the Translation parameter is selected as the output. This configuration enables the two sensors to continuously output the azimuth angle α of the pulley frame relative to the loading point reference frame, and the real-time rotation angle θ of the flap relative to the entire frame, providing an accurate feedback signal source for closed-loop control.

[0038] In this way, by introducing a spatial transformation sensor to directly measure the real-time azimuth angle between the wire rope and the flap loading plane, a closed-loop feedback mechanism with spatial verticality as the direct control target is established, which fundamentally overcomes the model error caused by the reliance on indirect geometric calculations in traditional methods and achieves high-precision control of verticality.

[0039] Step 2: Generate verticality error signal.

[0040] The real-time azimuth angle α obtained in step one is compared with the system's desired vertical angle α_r (set to 90 degrees). In Simulink, the error value e = α_r - α is calculated using a subtractor. This error signal accurately reflects the magnitude and direction of the deviation between the current wire rope direction and the ideal vertical state. This error signal e will serve as the input to the entire control system, driving the subsequent controller's decisions and outputs.

[0041] Step 3: Implement adaptive PID control.

[0042] The error signal e obtained in step two is input into the adaptive PID controller. The proportional coefficient Kp, integral coefficient Ki, and derivative coefficient Kd of this controller can be adjusted in real time according to the magnitude of the error e: when the error |e| is large, Kp is increased and Kd is decreased to improve the response speed; when the error |e| is small, Kp is decreased and Kd is increased to improve stability. Through this parameter adaptive mechanism, the controller can maintain optimal control performance under all operating conditions, achieving fast and smooth error elimination.

[0043] In this way, the coordinated operation of feedforward control based on flap angular velocity and adaptive PID feedback control effectively compensates for the phase lag caused by system inertia, significantly improves the tracking performance of the servo system under dynamic conditions, and ensures precise synchronization between pulley position and flap movement.

[0044] Step 4: Implement model-based feedforward control.

[0045] The real-time flap rotation angle θ obtained in step one is differentiated to obtain its angular velocity ω. The angular velocity ω is multiplied by the adjustable feedforward gain K_ff to directly output the feedforward compensation amount ΔS_ff=K_ff·ω. This feedforward amount is generated based on the flap's motion trend and can compensate for the system's inertial lag in advance, effectively solving the phase delay problem and achieving true synchronous servoing.

[0046] Step 5: Generate position commands that conform to physical constraints.

[0047] The displacement adjustment ΔS_pid from the adaptive PID output in step three is added to the feedforward compensation ΔS_ff from step four to obtain the total displacement change ΔS_total. This change is then input into the integrator module, which integrates it over time to output the absolute position command S_cmd for the upper follower pulley. This step simulates the physical characteristics of a real servo motor-screw system, ensuring the continuous and smooth operation of the position command and avoiding instantaneous displacement abrupt changes that are impossible in a physical system.

[0048] Step 6: Complete closed-loop control and simulation verification.

[0049] The position command S_cmd generated in step five is passed to the PrismaticJoint (translational joint) driving the pulley in the upper follower module. During simulation, the pulley position adjustment process is observed in real time through the Mechanics Explorer, while the trend of the azimuth angle α is monitored. When the azimuth angle α stabilizes around 90 degrees, it indicates that the control system has achieved the goal of vertical loading of the wire rope, verifying the effectiveness of this control method.

[0050] Step 7: System performance optimization and parameter tuning.

[0051] Based on the completion of basic closed-loop control, the adaptive PID parameter rules in step three and the feedforward gain K_ff in step four are finely tuned by observing the system's response curve. The optimization goal is to enable the azimuth angle α to converge quickly and smoothly to 90 degrees, and to maintain good tracking performance under different flap motion conditions, ultimately achieving high-precision vertical servo loading control.

[0052] This deep coupling of high-precision spatial attitude sensing with multibody dynamics models enables the control system to realistically reproduce the dynamic characteristics of the physical system, significantly improving the reliability and fidelity of virtual simulation results and providing a solid basis for model-based engineering design. The adaptive control mechanism endows the system with strong robustness in dealing with model uncertainties and various disturbances, ensuring the stability and practicality of the simulation system under complex operating conditions, and significantly expanding its application scope and engineering value.

[0053] Secondly, the present invention also provides a control device for an aircraft flap servo system, such as... Figure 3 As shown, it includes: The acquisition module 201 is used to acquire in real time the azimuth angle between the flap loading point and the follow-up system pulley, as well as the rotation angle of the flap relative to the preset system fixed frame.

[0054] The calculation module 202 is used to generate a verticality error signal based on the deviation between the azimuth angle and the preset vertical angle; input the verticality error signal to the adaptive PID controller, adjust the control parameters of the PID controller according to the error magnitude, and output the displacement adjustment amount; and calculate the feedforward compensation amount based on the angular velocity of the flap rotation angle.

[0055] The generation module 203 is used to integrate the total displacement change obtained by adding the displacement adjustment amount and the feedforward compensation amount to generate the position control command of the servo system.

[0056] The adjustment module 204 is used to input the position control command to the actuator of the servo system to achieve closed-loop control of the azimuth angle to the preset vertical angle.

[0057] The present invention also provides a computer-readable storage medium storing a computer program that can be used to execute the above-described... Figure 1 The steps of the provided aircraft flap servo system control method.

[0058] This invention also provides a computer device. At the hardware level, the computer device includes a processor, an internal bus, a network interface, memory, and non-volatile memory, and may also include other hardware required for various operations. The processor reads the corresponding computer program from the non-volatile memory into memory and then executes it to achieve the above-mentioned functions. Figure 1 The steps of the provided aircraft flap servo system control method.

[0059] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0060] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, as well as combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1A device that provides the functions specified in one or more boxes.

[0061] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0062] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0063] It should be noted that the specific embodiments described above enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail in this specification, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention; and all technical solutions and improvements that do not depart from the spirit and scope of the present invention are covered within the protection scope of the patent of the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A control method for an aircraft flap servo system, characterized in that, The method includes: The azimuth angle between the flap loading point and the follow-up system pulley, as well as the rotation angle of the flap relative to the preset system fixed frame, are obtained in real time. Based on the deviation between the azimuth angle and the preset vertical angle, a verticality error signal is generated; The verticality error signal is input to the adaptive PID controller, and the control parameters of the PID controller are adjusted according to the magnitude of the verticality error, and the displacement adjustment amount is output. Calculate the feedforward compensation amount based on the angular velocity of the flap rotation angle; The total displacement change obtained by adding the displacement adjustment amount and the feedforward compensation amount is integrated to generate the position control command of the servo system. The position control command is input to the actuator of the servo system to achieve closed-loop control of the azimuth angle to the preset vertical angle.

2. The method according to claim 1, characterized in that, The adjustment of the PID controller parameters according to the magnitude of the verticality error includes: When the absolute value of the error exceeds the preset error threshold, increase the proportional coefficient and decrease the derivative coefficient. When the absolute value of the error is less than the preset error threshold, the proportional coefficient is reduced and the derivative coefficient is increased.

3. The method according to claim 1, characterized in that, The formula for calculating the feedforward compensation amount is: ； in, For feedforward gain, ω is the angular velocity of the flap rotation angle.

4. The method according to claim 1, characterized in that, The formula for generating the position control command is: ； in, The displacement adjustment output by the adaptive PID controller. This is the feedforward compensation amount.

5. The method according to claim 1, characterized in that, The azimuth angle between the flap loading point and the pulley of the servo system, as well as the rotation angle of the flap relative to the preset system fixed frame, are obtained in real time through a spatial transformation sensor. The spatial transformation sensor includes: The first sensor has its reference end fixed to the flap loading point and its measuring end fixed to the center of the pulley, and is used to output the azimuth angle; The second sensor, with its reference end fixed to the system frame and its measuring end fixed to the flap body, is used to output the flap angle.

6. The method according to claim 1, characterized in that, The formula for calculating the verticality error signal is as follows: ； in, For the preset vertical angle, This refers to the azimuth angle measured in real time.

7. The method according to claim 1, characterized in that, The actuator is a translational joint in the multibody dynamics model, and the position control command is used to drive the translational joint to move.

8. A control device for an aircraft flap follow-up system, characterized in that, The device includes: The acquisition module is used to acquire in real time the azimuth angle between the flap loading point and the pulley of the follow-up system, as well as the rotation angle of the flap relative to the preset system fixed frame; The calculation module is used to generate a verticality error signal based on the deviation between the azimuth angle and the preset vertical angle; input the verticality error signal to the adaptive PID controller, adjust the control parameters of the PID controller according to the error magnitude, and output the displacement adjustment amount; and calculate the feedforward compensation amount based on the angular velocity of the flap rotation angle. The generation module is used to integrate the total displacement change obtained by adding the displacement adjustment amount and the feedforward compensation amount to generate the position control command of the servo system. The adjustment module is used to input the position control command to the actuator of the servo system to achieve closed-loop control of the azimuth angle to the preset vertical angle.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the method described in any one of claims 1 to 7.

10. A computer device, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in any one of claims 1 to 7.

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