A high-altitude wind power aerostat attitude self-adaptive adjusting method and device

Abstract

The application discloses a high-altitude wind power aerostat posture self-adaptive adjusting method and device, belongs to the technical field of high-altitude wind power, and through the construction of a full-link self-adaptive adjusting control logic of sensing collection, posture determination, airbag parameter interpolation, barycenter calculation, PID closed loop inflation and deflation, safety interlocking and periodical circulation, setting of barycenter and posture double convergence conditions, the technical effect of accurate, rapid and self-adaptive adjustment of the posture of the high-altitude wind power system aerostat is realized.

Description

Technical Field

[0001] This application relates to the field of high-altitude wind power generation technology, specifically to a method and device for adaptive attitude adjustment of a high-altitude wind turbine aerostat. Background Technology

[0002] High-altitude wind power generation relies on airships carrying wind turbine generators to ascend to thousands of meters in the air to capture high-speed and stable wind energy. The pitch attitude of the airship directly determines the wind angle of attack of the wind turbine. Attitude deviation will significantly reduce power generation efficiency, and extreme attitude deviation will also cause safety risks such as uneven stress on the bladder and tearing.

[0003] The current mainstream solutions for attitude control of aerostats fall into two categories: One type is the fixed counterweight adjustment scheme: the fixed counterweight is pre-configured at the factory to change the center of gravity of the system, which can only adapt to a single design wind condition; the counterweight cannot be dynamically adjusted after the wind speed and wind direction change, and there is no means of correction after the pitch attitude deviates, resulting in a significant decrease in power generation efficiency; if a movable counterweight mechanism is added, the weight of the airship will be greatly increased, the effective buoyancy and the altitude will be reduced, and the mechanical moving mechanism has a high failure rate in high-altitude environments.

[0004] Another type is the single-airbag inflation and deflation adjustment scheme. For example, the technical solution disclosed in the existing patent document CN114954894B relies on a single airbag to change the air quality and adjust the height. It cannot adjust the front and rear center of gravity to achieve pitch attitude control. It only uses differential pressure threshold switch control, without continuous closed-loop adjustment, and has defects such as low control accuracy under dynamic disturbance and poor adaptability to working conditions.

[0005] Therefore, it is urgent for those skilled in the art to develop a method and device for adaptive attitude adjustment of high-altitude wind turbines. Summary of the Invention

[0006] To address the shortcomings of existing airship attitude control methods, such as lack of continuous closed-loop adjustment, low control accuracy under dynamic disturbances, and poor adaptability to operating conditions, this invention provides a method and device for adaptive attitude control of high-altitude wind turbine airships.

[0007] To achieve the above objectives, this application provides a method for adaptive attitude adjustment of a high-altitude wind turbine aerostat, the method comprising the following steps: Step S10: Collect airship attitude data, auxiliary airbag height data, and auxiliary airbag internal and external pressure difference data; Step S20: Calculate the difference between the measured pitch angle and the target pitch angle based on the real-time acquired airship attitude data to obtain the airship attitude error. If the absolute value of the attitude error is not greater than the preset attitude threshold, the current attitude is considered to meet the requirements, and the adjustment of this cycle is skipped, waiting for the next control cycle to re-acquire the data. If the absolute value of the attitude error is greater than the preset attitude threshold, proceed to steps S30 to S60. Step S30: Based on the airship attitude data and the secondary airbag height data, the volume of the front secondary airbag, the volume of the rear secondary airbag, the center of gravity of the front secondary airbag material, the center of gravity of the rear secondary airbag material, the center of gravity of the front secondary airbag air, and the center of gravity of the rear secondary airbag air are calculated by the bilinear interpolation algorithm. Step S40: Based on the calculated volumes of the front and rear auxiliary airbags, the air mass inside the front and rear auxiliary airbags is calculated using the ideal gas law, combined with the pressure difference data inside and outside the auxiliary airbags and atmospheric pressure data. Then, the overall real-time center of gravity of the airbag is obtained by combining the weighted solution of each fixed mass unit of the airbag. Step S50: Retrieve the theoretical target center of gravity, calculate the difference between the theoretical target center of gravity and the real-time center of gravity of the entire airship, and obtain the center of gravity error for closed-loop adjustment. Determine the inflation and deflation modes of the front and rear auxiliary airbags according to the sign of the center of gravity error and perform inflation and deflation operations. When the absolute value of the center of gravity error is not greater than the convergence threshold, and at the same time the absolute value of the attitude error is not greater than the preset attitude threshold, stop active adjustment and enter steady-state monitoring mode. Step S60: After a delay of one complete control cycle, return to step S10 to continue the loop iteration.

[0008] Further, in step S40, the ideal gas state equations for calculating the air mass in the front airbag and the air mass in the rear airbag, by combining the pressure difference data inside and outside the airbag and the atmospheric pressure data, are as follows:

[0009] in, Indicates the first k Air quality in the front passenger airbag per cycle Indicates the first k Air quality in the rear passenger airbag during each cycle This represents atmospheric pressure data. This indicates the pressure difference data inside and outside the front passenger airbag. This indicates the pressure difference data inside and outside the rear passenger airbag. Indicates the volume of the front passenger airbag. Indicates the volume of the rear passenger airbag. Indicates ambient temperature. The gas constant for air is 287.058 J / (kg). K).

[0010] Furthermore, in step S40, the weighted calculation formula for the overall real-time center of gravity of the airship is as follows: In the formula, To fix the structural mass of the airship, , These refer to the mass of the materials used in the front and rear airbags, respectively. These represent the air mass inside the front and rear airbags, respectively. The center of gravity of the front airbag material, The center of gravity of the rear passenger airbag material, The center of gravity of the front passenger airbag. The center of gravity of the rear passenger airbag.

[0011] Further, in step S50, determining the inflation / deflation modes of the front and rear airbags based on the sign of the center of gravity error and performing the inflation / deflation operation includes: The centroid error in the kth period The calculation formula is: ; in, For the first k The theoretical target center of gravity for each cycle represents the theoretical center of gravity position of the airship under the "optimal wind-fed attitude", and is bound to the target pitch angle one by one. This indicates the real-time center of gravity of the entire airship.

[0012] Using the center of gravity error as input, a discrete position PID algorithm outputs a PID control quantity for center of gravity correction. , specifically: ; in, These are the proportional, integral, and differential coefficients, respectively, calibrated through simulation and ground calibration. Δt For discrete control periods, PID control quantity Converted to total target quality adjustment Specifically: ; in, The conversion coefficient from quantity to quality is determined by system calibration. To maintain a constant total buoyancy, the total target mass adjustment amount is... Equal amounts are distributed in reverse to the front and rear passenger airbags:

[0013] Inflation / deflation mode and inflation / deflation operation are affected by center of gravity error. Determining the sign: When the center of gravity error The front passenger airbag deflation volume is The rear passenger airbag inflation volume is ; When the center of gravity error The front passenger airbag inflation volume is The rear passenger airbag deflation volume is ; When the center of gravity error Satisfy: 0 , Once the convergence threshold is reached, it is considered that the target has been reached, and the adjustment for this cycle is stopped.

[0014] Furthermore, the inflation / deflation mode and inflation / deflation operation also include determining the duration of the deflation operation and the duration of the inflation operation, specifically: The duration of the venting operation is the valve opening duration, which is determined by the mass flow rate formula: ； ; in, For valve opening time, The mass flow rate for venting air from the valve. For flow coefficient, The effective flow area of ​​the valve. This represents the current pressure difference between the inside and outside of the auxiliary airbag.

[0015] The inflation operation duration is the blower operating time, determined by the rated mass flow rate. ; in, For the operating time of the wind turbine, This is the rated mass flow rate of the blower.

[0016] During inflation and deflation operations, the readings of the differential pressure sensors of the front and rear auxiliary airbags are monitored in real time. If the differential pressure sensor readings exceed the preset safety threshold, the inflation and deflation operations are immediately stopped or limited to ensure the safety of the airbag structure.

[0017] Furthermore, in step S10, the collected airship attitude data, auxiliary airbag height data, and auxiliary airbag internal and external pressure difference data are further processed by timestamp alignment, outlier removal, and low-pass filtering.

[0018] Furthermore, in step S30, before performing the bilinear interpolation algorithm, a two-dimensional lookup table is pre-constructed: a two-dimensional lookup table with the airship attitude data and the auxiliary airbag height data as independent variables, corresponding to the auxiliary airbag volume, the auxiliary airbag material center of gravity, and the auxiliary airbag air center of gravity, respectively. Based on the obtained measured pitch angle, front airbag membrane height, and rear airbag membrane height as inputs, the front airbag volume, front airbag material center of gravity, front airbag air center of gravity, and rear airbag volume, rear airbag material center of gravity, and rear airbag air center of gravity are respectively looked up in tables.

[0019] In another aspect, this application provides a high-altitude wind turbine aerostat attitude adaptive adjustment device for performing the aforementioned high-altitude wind turbine aerostat attitude adaptive adjustment method, the adjustment device comprising: A multi-source sensor acquisition module collects airship attitude data, auxiliary airbag height data, and differential pressure data inside and outside the auxiliary airbags. A decision controller is electrically connected to the multi-source sensor acquisition module. The decision controller has a built-in two-dimensional lookup table storage unit, a PID calculation unit, a center of gravity calculation unit, and an inflation / deflation time calculation unit. The decision controller is used to sequentially complete attitude error determination, airbag parameter interpolation calculation, real-time center of gravity weighted calculation, PID control output for center of gravity correction, and inflation / deflation operation command generation. A closed-loop feedback module is electrically connected to the multi-source sensor acquisition module and the decision controller. It is used to drive the multi-source sensor acquisition module to update the status data in each control cycle and provide real-time feedback of the airship's dynamic operating status to the decision controller, forming a complete discrete closed-loop control.

[0020] Furthermore, the multi-source sensing acquisition module includes: IMU attitude sensor, used to collect airship attitude data; The front and rear laser rangefinders are used to collect front and rear airbag height data, respectively. The front differential pressure sensor and the rear differential pressure sensor are used to collect the pressure difference data inside and outside the front airbag and the pressure difference data inside and outside the rear airbag, respectively. Temperature sensor and atmospheric pressure sensor are used to collect ambient temperature and ambient atmospheric pressure, respectively.

[0021] Furthermore, it also includes: a main buoyancy capsule, a front auxiliary airbag and a rear auxiliary airbag arranged in front and rear within the main buoyancy capsule, and a front pressure regulating component and a rear pressure regulating component respectively mounted on the front auxiliary airbag and the rear auxiliary airbag. Each pressure regulating component includes an inflation fan and an deflation electric valve, both of which are signal-connected to the decision controller and receive instructions from the regulating controller to synchronously complete the inflation or deflation operation.

[0022] Compared to existing technologies, the beneficial effects of this application are as follows: This application provides a method and apparatus for adaptive attitude adjustment of a high-altitude wind turbine aerostat. The method includes step S10: collecting aerostat attitude data, auxiliary airbag height data, and auxiliary airbag internal and external pressure difference data; step S20: calculating the difference between the measured pitch angle and the target pitch angle based on the real-time collected aerostat attitude data to obtain the aerostat attitude error. If the absolute value of the attitude error is not greater than a preset attitude threshold, the current attitude is considered to meet the requirements, and the adjustment cycle is skipped, waiting for the next control cycle to re-collect data; if the absolute value of the attitude error is greater than the preset attitude threshold, proceeding to steps S30 to S60; step S30: calculating the front auxiliary airbag volume, rear auxiliary airbag volume, front auxiliary airbag material center of gravity, rear auxiliary airbag material center of gravity, front auxiliary airbag air center of gravity, and rear auxiliary airbag air center of gravity based on the aerostat attitude data and auxiliary airbag height data using a bilinear difference algorithm; step S40: based on the calculated... The volumes of the front and rear auxiliary airbags are calculated using the ideal gas law, combined with the pressure difference data inside and outside the auxiliary airbags and atmospheric pressure data. The air mass inside the front and rear auxiliary airbags is then calculated. The overall real-time center of gravity of the aerostat is obtained by weighted calculation of each fixed mass unit of the aerostat. Step S50: The theoretical target center of gravity is retrieved, and the difference between the theoretical target center of gravity and the real-time center of gravity of the aerostat is calculated to obtain the center of gravity error used for closed-loop regulation. The inflation and deflation modes of the front and rear auxiliary airbags are determined according to the sign of the center of gravity error, and inflation and deflation operations are performed. When the absolute value of the center of gravity error is not greater than the convergence threshold, and the absolute value of the attitude error is not greater than the preset attitude threshold, active regulation is stopped, and steady-state monitoring mode is entered. Step S60: After a delay of one complete control cycle, the process returns to step S10 to continue the loop iteration, achieving the technical effect of precise, rapid, and adaptive adjustment of the attitude of the aerostat in the high-altitude wind power system. Attached Figure Description

[0023] Figure 1 This is a flowchart illustrating an adaptive attitude adjustment method for a high-altitude wind turbine aerostat according to an embodiment of this application. Figure 2 This is a schematic diagram of the structure of an attitude adaptive adjustment device for a high-altitude wind turbine aerostat according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an attitude adaptive adjustment device for a high-altitude wind turbine aerostat according to another embodiment of this application.

[0024] Figure label: 1-Main airbag; 2-Front passenger airbag; 3-Rear passenger airbag; 4-Front differential pressure sensor; 5-Rear differential pressure sensor; 6-Front laser rangefinder; 7-Rear laser rangefinder; 8-Front pressure adjustment assembly; 9-Rear pressure adjustment assembly; 10-IMU attitude sensor. Detailed Implementation

[0025] The following drawings will disclose several embodiments of this application and provide a clear and complete description of the technical solutions of this application. The accompanying drawings, which constitute a part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain the present invention and do not constitute an improper limitation of the application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without creative effort are within the scope of protection of this application.

[0026] It should be noted that, in this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "connection" can refer to a fixed connection, a detachable connection, or an integral part, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0027] Furthermore, the technical solutions of the various embodiments of this application can be combined with each other, but only if they are based on the ability of a person skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0028] Example 1 Combination Figures 1-3 As shown, this embodiment discloses an adaptive attitude adjustment method for a high-altitude wind turbine aerostat. Relying on the front and rear auxiliary airbags 2 and 3 arranged front and rear inside the main body 1, and in conjunction with a multi-source sensor acquisition module and a decision controller, it completes full-cycle closed-loop attitude control, fully executing steps S10~S60, achieving the technical effect of precise, rapid, and adaptive adjustment of the attitude of the high-altitude wind turbine aerostat. The specific steps are described below: Step S10, Multi-source sensor data acquisition and preprocessing: This step is in the... Each control cycle collects sensor data including: the measured pitch angle of the airship's attitude data. Front airbag membrane height Rear airbag membrane height Pressure difference between the inside and outside of the front passenger airbag Pressure difference between the inside and outside of the rear passenger airbag and the ambient temperature of the sample. Atmospheric pressure Sensor hardware corresponding to the attachment Figure 3Labels: IMU attitude sensor 10 collects attitude data such as pitch angle of the airship; front laser rangefinder 6 and rear laser rangefinder 7 collect the membrane height of front airbag 2 and rear airbag 3 respectively; front differential pressure sensor 4 and rear differential pressure sensor 5 collect the pressure difference between the inside and outside of the front and rear airbags; additional temperature sensor and atmospheric pressure sensor collect ambient temperature and pressure parameters.

[0029] After acquisition, preprocessing operations are performed synchronously: timestamp alignment is performed on all sensor data to eliminate sampling timing deviations of multiple sensors; amplitude thresholds are set to remove outliers and filter out distorted data caused by high-altitude airflow disturbances and instantaneous sensor jumps; first-order low-pass filtering is used for smoothing to suppress high-frequency noise interference.

[0030] This step S20 provides high-precision, time-synchronized, and distortion-free raw input data for subsequent attitude error calculation, airbag volume interpolation, and air quality solution, avoiding inaccurate center of gravity calculation and attitude judgment caused by sensor noise and timing misalignment, thereby improving the stability of closed-loop control from the source.

[0031] Step S20: Attitude error determination, branch path execution adjustment logic: The measured pitch angle collected in real time by the IMU attitude sensor is... pitch angle relative to preset target Perform the interpolation calculation to obtain the attitude error. The specific calculation formula is as follows: ; Among them, the preset target pitch angle The optimal windward pitch angle for this operating condition is determined based on the current wind speed, wind direction, and optimal power generation curve (given in real time by the system's upper-level energy management strategy).

[0032] Set a fixed preset attitude threshold. This preset attitude threshold serves as the decision boundary. To verify the selected optimal values ​​through 3D modeling simulation and ground calibration experiments, such as .

[0033] If attitude error Absolute value ≤ preset attitude threshold If the current pitch attitude of the airship meets the optimal wind requirements of the fan, the adjustment steps of S30~S50 are skipped directly. The airship is only delayed and waits for the next control cycle to collect data again before entering steady-state low power consumption monitoring. If attitude error Absolute value > preset attitude threshold The system determines that wind disturbance has led to attitude deviation, reduced power generation efficiency, and increased risk of uneven stress on the capsule, triggering a complete closed-loop adjustment process for the center of gravity and entering S30.

[0034] In this embodiment, by setting up hierarchical control logic in step S20, complex interpolation, center of gravity calculation, and inflation / deflation actions are not required when the attitude is within acceptable limits, which greatly reduces the controller's computational load and the frequency of fan and valve start-stop, thus reducing equipment wear and tear; fine adjustment is only initiated when the attitude is out of tolerance, taking into account control accuracy, system energy consumption, and equipment lifespan.

[0035] Step S30: Bilinear interpolation to solve for airbag geometry and center of gravity parameters: This step requires the pre-construction of a two-dimensional lookup table: based on the three-dimensional modeling of the front and rear auxiliary airbags (such as CAD / CFD modeling software), different pitch angles are calculated. Height of the auxiliary airbag membrane Based on the combined parameters, three sets of two-dimensional lookup tables are established as follows:

[0036] Based on the current collection , , For the input, bilinear interpolation calculations are performed on the front and rear airbags respectively, using a lookup table. Specifically: 1) Locate the surrounding measurement points Four neighboring grid points , , , ; 2) Calculate the relative position parameters: , ; 3) Front passenger airbag volume Rear passenger airbag volume The bilinear interpolation result is:

[0037]

[0038] Center of gravity of front airbag material Center of gravity of rear airbag material The bilinear interpolation result is as follows:

[0039]

[0040] Front passenger airbag center of gravity Rear passenger airbag center of gravity The bilinear interpolation result is as follows:

[0041]

[0042] Thus, the parameters of the front airbag are obtained. and rear passenger airbag parameters .

[0043] Using the airship pitch angle and the height of the front / rear airbag membrane as two-dimensional independent variables, offline simulation was used to calibrate the corresponding output quantity—the volume of the front airbag. Rear passenger airbag volume Center of gravity of front airbag material Center of gravity of rear airbag material Front passenger airbag center of gravity Rear passenger airbag center of gravity It is stored in the two-dimensional lookup table storage unit of the decision controller.

[0044] Compared to real-time 3D fluid simulation for solving airbag morphology, 2D lookup table combined with bilinear interpolation has low computational complexity, meeting the millisecond-level discrete control cycle requirements of high-altitude controllers. It accurately correlates the pitch deformation of the airship, the airbag inflation height with the volume of the auxiliary airbag and the position of the center of gravity, solving the problem of difficulty in real-time solving of nonlinear changes in airbag morphology under the tilting condition of the airship, and providing a precise geometric basis for the calculation of air quality and overall center of gravity.

[0045] Step S40: Based on the calculated volumes of the front and rear auxiliary airbags, using the ideal gas law, combined with the pressure difference data inside and outside the auxiliary airbags and atmospheric pressure data, the air mass inside the front and rear auxiliary airbags is calculated. Then, by combining the weighted solution of each fixed mass unit of the aerostat, the real-time center of gravity of the aerostat as a whole is obtained, specifically including: (1) Solution for the air mass of the auxiliary airbag: Using the ideal gas law, and combining the airbag volume obtained by interpolation in step S30, the pressure difference, atmospheric pressure, and ambient temperature collected in step S10, the air mass inside the front and rear auxiliary airbags is calculated respectively: In the formula, air is the gas constant. The fixed value is 287.058 J / (kg). K), suitable for high-altitude, thin air conditions; Indicates the first k Air quality in the front passenger airbag per cycle Indicates the first k Air quality in the rear passenger airbag during each cycle This represents atmospheric pressure data. This indicates the pressure difference data inside and outside the front passenger airbag. This indicates the pressure difference data inside and outside the rear passenger airbag. Indicates the volume of the front passenger airbag. Indicates the volume of the rear passenger airbag. Indicates ambient temperature.

[0046] (2) Weighted calculation of the overall center of gravity of the airship in real time: A weighted center of gravity formula is used to calculate the weighted average of the masses of five types of mass units (aircraft fixed structure, front airbag material, rear airbag material, air inside the front airbag, and air inside the rear airbag) with their corresponding center of gravity positions, and output the global real-time center of gravity. : ; In the formula, The fixed structural mass of the airship is the mass of the fixed parts excluding the front and rear auxiliary airbags and their internal air. This value does not participate in the exchange of external matter during pitch control. It is predetermined by weighing during the system calibration phase and is regarded as a constant during operation. , The mass of the front and rear airbag materials (constant, excluding internal air) is determined in advance during the system calibration phase. The center of gravity of the front airbag material, The center of gravity of the rear passenger airbag material, The center of gravity of the front passenger airbag. The center of gravity of the rear airbag is obtained through bilinear interpolation in step S30 above.

[0047] Step S40 relies on the ideal gas equation to adapt to changes in temperature and pressure at high altitudes, accurately quantifies the mass shift of the front and rear airbags caused by inflation and deflation, and achieves high-precision center of gravity modeling of the entire mass unit of the airship, eliminating the defects of large center of gravity estimation errors in traditional single counterweight and single airbag schemes.

[0048] Step S50: PID closed-loop center of gravity adjustment, inflation / deflation execution and convergence determination, specifically: 5.1 Obtain the preset target centroid and calculate the centroid error: Preset target center of gravity From the target pitch angle This was determined through the preliminary "simulation modeling - experimental calibration - dynamic correction" process; It is the theoretical center of gravity position of the system under the "optimal wind-receiving posture", and... A one-to-one binding is established. This binding relationship is jointly established during the system initialization phase through 3D modeling simulation and ground calibration experiments, providing a clear target benchmark for real-time attitude adjustment and ensuring that the closed-loop convergence direction of PID control is consistent with the power generation efficiency optimization target.

[0049] Calculate the centroid error: ; This indicates the real-time center of gravity of the entire airship.

[0050] 5.2 Discrete position PID calculation output control quantity: With center of gravity error As input, the built-in PID calculation unit performs discrete position PID calculations and outputs the center of gravity correction control quantity. Proportional, integral, and differential coefficients The system was pre-calibrated and adjusted using high-altitude simulation and ground test benches to adapt to the characteristics of the airship, which has high inertia and strong airflow disturbance.

[0051] 5.3 Total Adjustment Mass Distribution (Total Buoyancy Constant Constraint): By calibrating the conversion coefficients Convert the PID control input into the total target quality adjustment input. To ensure that the total buoyancy and total lift weight of the airship remain unchanged, Equal reverse distribution to the front and rear auxiliary airbags: ; 5.4 Inflation / Deflation Mode Determination and Duration Calculation: 5.4.1 Pattern Determination Logic: 1) Center of gravity error Determine the direction of adjustment: This indicates that the actual center of gravity is forward and needs to be shifted backward. The front auxiliary airbag 2 is deflated and the rear auxiliary airbag 3 is inflated. The aircraft's pitch angle is raised to the target value by using the light front and heavy rear airbag. 2) This indicates that the center of gravity is shifted backward and needs to be moved forward. The front auxiliary airbag 2 is inflated and the rear auxiliary airbag 3 is deflated. The pitch angle of the airship is reduced by the front-heavy and rear-low-pressure system. 3) If ( For example, the convergence threshold ): It is believed that the target has been reached, and the adjustment of this cycle will be stopped.

[0052] 5.4.2 Calculation of action duration: First, convert the mass change of each airbag into a volume change: ; air density .

[0053] Controller according to symbols and , The positive and negative values ​​are used to determine the actions to be performed by each airbag and to calculate the opening time.

[0054] Deflator operation (valve): Open the electric valve of the corresponding auxiliary airbag and close the inflation fan of that auxiliary airbag. The valve opening time is calculated using the mass flow rate formula: ; ; in, The mass flow rate for venting air from the valve. This is the flow coefficient (usually taken as 0.5). For the effective flow area of ​​the valve, This represents the current pressure difference between the inside and outside of the auxiliary airbag.

[0055] Inflation Operation (Blower): Close the deflation valve of the corresponding auxiliary airbag and start the inflation blower. The blower start time is determined by the rated mass flow rate. ; in The rated mass flow rate (kg / s) of the fan under the current back pressure and density conditions is determined by the calibration curve in the fan selection technical parameter table.

[0056] Safety protection logic: The values ​​of the front differential pressure sensor 4 and the rear differential pressure sensor 5 are read in real time throughout the inflation and deflation process. If the pressure difference exceeds the safety threshold of the bladder, the blower is immediately shut off / the valve is closed to prevent the bladder from being over-pressured and to ensure the safety of the bladder structure.

[0057] 5.5 Delayed sampling, closed-loop iteration: Waiting for a control cycle Then, recollect sensor data, return to step 1, and repeat the loop.

[0058] Termination condition: When all conditions are met simultaneously and When the attitude adjustment ends, the system enters steady-state monitoring mode; otherwise, it continues to iterate.

[0059] This embodiment employs PID continuous closed-loop regulation to replace the existing single-bag switch threshold control, dynamically offsetting continuous airflow disturbances, achieving zero steady-state error and rapid response. The front and rear airbags are inflated and deflated in opposite directions with equal amounts, maintaining a constant total air mass and buoyancy, thus not altering the airship's ascent altitude. Only the front and rear axial center of gravity is adjusted, specifically tailored to pitch attitude control requirements. Quantitative calculation of fan and valve action times precisely controls the inflation and deflation mass, avoiding attitude oscillations caused by over-adjustment. A differential pressure safety interlock mechanism addresses the safety hazard of overpressure rupture during high-altitude airbag inflation and deflation. Dual convergence determination of center of gravity and attitude, with double verification, ensures the airship maintains the optimal wind-driven pitch angle, maximizing fan power generation efficiency and balancing the force on the airbags.

[0060] Step S60: Periodic iteration After completing a single inflation / deflation operation, the system delays for a full discrete control cycle Δt and automatically returns to step S10 to reacquire sensor data. It continuously monitors the dynamic attitude changes of the airship in a closed loop, forming an uninterrupted discrete closed-loop control link. It tracks the attitude deviation of the airship caused by sudden changes in wind speed and direction in real time, achieving adaptive dynamic adjustment throughout the entire flight period without manual intervention.

[0061] Example 2 Combination Figure 2 , Figure 3 As shown, this embodiment provides an adaptive adjustment device for implementing the adjustment method of Embodiment 1. The overall architecture consists of three layers: a multi-source sensor acquisition module, a decision controller, and a closed-loop feedback module, along with a supporting airship body and pressure adjustment components. Figure 2 A hierarchical block diagram of the device is attached. Figure 3 This is a schematic diagram of the physical structure of the airship.

[0062] The multi-source sensor acquisition module is electrically connected to the decision controller and includes all sensing hardware. It can perceive the airship's attitude, airbag deformation, pressure difference, and high-altitude environmental parameters in all dimensions, providing the controller with all input variables for closed-loop control and realizing full-domain perception of the airship's status. Specifically, the IMU attitude sensor 10 is fixed in the middle of the main capsule 1 to collect the pitch angle attitude data of the airship; the front laser rangefinder 6 and the rear laser rangefinder 7 are respectively mounted at the bottom of the front auxiliary airbag 2 and the rear auxiliary airbag 3 to measure the height of the airbag membrane vertically upward; the front differential pressure sensor 4 and the rear differential pressure sensor 5 are respectively connected to the inner and outer cavities of the front auxiliary airbag 2 and the rear auxiliary airbag 3 to collect the pressure difference between the inside and outside of the airbag in real time; the temperature sensor and the atmospheric pressure sensor are arranged on the outside of the main capsule to collect the temperature and pressure parameters of the high-altitude environment.

[0063] The decision controller, as the core computing unit of the device, is electrically connected to the multi-source sensor acquisition module and the front and rear pressure regulation components. It has four built-in computing and storage units: a two-dimensional lookup table storage unit, a PID computing unit, a center of gravity calculation computing unit, and an inflation / deflation time calculation unit. The controller fully executes all the logic of S10~S60 in Embodiment 1: sensor data preprocessing, attitude error determination, bilinear interpolation lookup table, airbag air quality calculation, overall center of gravity weighted calculation, PID control output, inflation / deflation time and action command generation, and issues fan start / stop and valve opening / closing timing commands to the front pressure regulation component 8 and the rear pressure regulation component 9.

[0064] The adaptive adjustment device in this embodiment integrates an adaptive control algorithm through a decision controller, completing the entire chain of calculations from raw sensor data to actuator action commands, realizing autonomous decision-making throughout the attitude adjustment process, without the need for real-time control commands from the ground station, thus enhancing the autonomous operation capability of the high-altitude airship.

[0065] The closed-loop feedback module is electrically connected to the multi-source sensor acquisition module and the decision controller. In each discrete control cycle, the sensor module is triggered to refresh the status data and transmit the real-time airship attitude, airbag pressure difference, and altitude data back to the controller. It continuously updates the input of center of gravity error and attitude error calculation, forming a complete discrete negative feedback closed loop and establishing an uninterrupted feedback link. It provides real-time feedback on the airship attitude changes after inflation and deflation. The controller dynamically corrects the inflation and deflation control amount for the next cycle based on the feedback, eliminating the static error of regulation and suppressing the attitude fluctuations caused by airflow disturbances.

[0066] like Figure 3 As shown, the aerostat body and pressure regulation actuators are as follows: The main aerostat body 1 carries the high-altitude wind turbine generator set, and the front auxiliary airbag 2 and rear auxiliary airbag 3 are arranged in front and rear sections inside. The front pressure regulation assembly 8 and the rear pressure regulation assembly 9 are respectively installed on the front auxiliary airbag 2 and the rear auxiliary airbag 3. Each pressure regulation assembly includes an inflation fan and a deflation electric valve, which receive instructions from the decision controller to synchronously execute inflation / deflation actions. As a closed-loop control execution terminal, the pressure regulation assembly accurately completes the inflation and deflation of the front and rear airbags, changes the air mass distribution inside the airbags, realizes the axial center of gravity shift of the aerostat, and ultimately corrects the pitch attitude. The fan and valve are independently controlled, which can flexibly match the bidirectional adjustment needs of inflation and deflation.

[0067] In summary, the overall technical solution of this invention does not require the addition of a high-altitude mechanical moving counterweight mechanism, does not increase the weight of the airship, and does not lose effective buoyancy or altitude. It relies on the dynamic distribution of air mass in the dual airbags to adjust the center of gravity, significantly reducing the failure rate of the mechanism and adapting to all wind conditions. The dual airbags are arranged symmetrically front and rear, allowing independent adjustment of the axial center of gravity to achieve pitch attitude control. A high-precision numerical model is established based on the ideal gas equation and the center of gravity weighted model, combined with PID continuous closed-loop control, resulting in high control accuracy and no attitude oscillation under dynamic disturbances. The invention fully constructs a complete control logic chain of "sensor acquisition - attitude determination - airbag parameter interpolation - center of gravity calculation - PID closed-loop inflation and deflation - safety interlock - periodic cycle", setting dual convergence shutdown conditions for center of gravity and attitude, achieving a technical effect that balances adjustment accuracy, power generation efficiency, and airbag structural safety.

[0068] The foregoing description illustrates and describes preferred embodiments of this application. However, as previously understood, this application is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the conception herein through the foregoing teachings or techniques or knowledge in related fields. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of this application should be within the protection scope of the appended claims.

Claims

1. A method for adaptive attitude adjustment of a high-altitude wind turbine aerostat, characterized in that, The method includes the following steps: Step S10: Collect airship attitude data, auxiliary airbag height data, and auxiliary airbag internal and external pressure difference data; Step S20: Calculate the difference between the measured pitch angle and the target pitch angle based on the real-time acquired airship attitude data to obtain the airship attitude error. If the absolute value of the attitude error is not greater than the preset attitude threshold, the current attitude is considered to meet the requirements, and the adjustment of this cycle is skipped, waiting for the next control cycle to re-acquire the data. If the absolute value of the attitude error is greater than the preset attitude threshold, proceed to steps S30 to S60. Step S30: Based on the airship attitude data and the secondary airbag height data, the volume of the front secondary airbag, the volume of the rear secondary airbag, the center of gravity of the front secondary airbag material, the center of gravity of the rear secondary airbag material, the center of gravity of the front secondary airbag air, and the center of gravity of the rear secondary airbag air are calculated by the bilinear interpolation algorithm. Step S40: Based on the calculated volumes of the front and rear auxiliary airbags, the air mass inside the front and rear auxiliary airbags is calculated using the ideal gas law, combined with the pressure difference data inside and outside the auxiliary airbags and atmospheric pressure data. Then, the overall real-time center of gravity of the airbag is obtained by combining the weighted solution of each fixed mass unit of the airbag. Step S50: Retrieve the theoretical target center of gravity, calculate the difference between the theoretical target center of gravity and the real-time center of gravity of the entire airship, and obtain the center of gravity error for closed-loop adjustment. Determine the inflation and deflation modes of the front and rear auxiliary airbags according to the sign of the center of gravity error and perform inflation and deflation operations. When the absolute value of the center of gravity error is not greater than the convergence threshold, and at the same time the absolute value of the attitude error is not greater than the preset attitude threshold, stop active adjustment and enter steady-state monitoring mode. Step S60: After a delay of one complete control cycle, return to step S10 to continue the loop iteration.

2. The method according to claim 1, characterized in that, In step S40, the ideal gas state equations for calculating the air mass in the front airbag and the air mass in the rear airbag, by combining the pressure difference data inside and outside the airbag and the atmospheric pressure data, are as follows: in, Indicates the first k Air quality in the front passenger airbag per cycle Indicates the first k Air quality in the rear passenger airbag during each cycle This represents atmospheric pressure data. This indicates the pressure difference data inside and outside the front passenger airbag. This indicates the pressure difference data inside and outside the rear passenger airbag. Indicates the volume of the front passenger airbag. Indicates the volume of the rear passenger airbag. Indicates ambient temperature. The gas constant for air is 287.058 J / (kg). K).

3. The method according to claim 2, characterized in that, In step S40, the weighted calculation formula for the overall real-time center of gravity of the airship is as follows: In the formula, To fix the structural mass of the airship, , These refer to the mass of the materials used in the front and rear airbags, respectively. These represent the air mass inside the front and rear airbags, respectively. The center of gravity of the front airbag material, The center of gravity of the rear passenger airbag material, The center of gravity of the front passenger airbag. The center of gravity of the rear passenger airbag.

4. The method according to claim 3, characterized in that, In step S50, determining the inflation / deflation modes of the front and rear airbags based on the sign of the center of gravity error and performing the inflation / deflation operation includes: The centroid error in the kth period The calculation formula is: ； in, For the first k The theoretical target center of gravity for each cycle represents the theoretical center of gravity position of the airship under the "optimal wind-fed attitude", and is bound to the target pitch angle one by one. This indicates the real-time center of gravity of the entire airship. Using the center of gravity error as input, a discrete position PID algorithm outputs a PID control quantity for center of gravity correction. , specifically: ； in, These are the proportional, integral, and differential coefficients, respectively, calibrated through simulation and ground calibration. Δt For discrete control periods, PID control quantity Converted to total target quality adjustment Specifically: ; in, The conversion coefficient from quantity to quality is determined by system calibration. To maintain a constant total buoyancy, the total target mass adjustment amount is... Equal amounts are distributed in reverse to the front and rear passenger airbags: Inflation / deflation mode and inflation / deflation operation are affected by center of gravity error. Determining the sign: When the center of gravity error The front passenger airbag deflation volume is The rear passenger airbag inflation volume is ; When the center of gravity error The front passenger airbag inflation volume is The rear passenger airbag deflation volume is ; When the center of gravity error Satisfy: 0 , Once the convergence threshold is reached, it is considered that the target has been reached, and the adjustment for this cycle is stopped.

5. The method according to claim 4, characterized in that, The inflation / deflation mode and inflation / deflation operation also include determining the duration of the deflation operation and the duration of the inflation operation, specifically: The duration of the venting operation is the valve opening time, which is determined by the mass flow rate formula: ； ； in, For valve opening time, The mass flow rate for venting air from the valve. For flow coefficient, The effective flow area of ​​the valve. This represents the current pressure difference between the inside and outside of the auxiliary airbag. The inflation operation duration is the blower operating time, determined by the rated mass flow rate. ； in, For the operating time of the wind turbine, This is the rated inflation mass flow rate for the blower. During inflation and deflation operations, the readings of the differential pressure sensors for the front and rear auxiliary airbags are monitored in real time. If the differential pressure sensor readings exceed the preset safety threshold, the inflation and deflation operations are immediately stopped or limited to ensure the structural safety of the airship's airbag.

6. The method according to claim 1, characterized in that, Step S10 also includes timestamp alignment, outlier removal, and low-pass filtering of the collected airship attitude data, auxiliary airbag height data, and auxiliary airbag internal and external pressure difference data.

7. The method according to claim 1, characterized in that, In step S30, before performing the bilinear interpolation algorithm, a two-dimensional lookup table is pre-constructed: a two-dimensional lookup table with the airship attitude data and the auxiliary airbag height data as independent variables, corresponding to the auxiliary airbag volume, the auxiliary airbag material center of gravity, and the auxiliary airbag air center of gravity, respectively. Based on the obtained measured pitch angle, front airbag membrane height, and rear airbag membrane height as inputs, the front airbag volume, front airbag material center of gravity, front airbag air center of gravity, and rear airbag volume, rear airbag material center of gravity, and rear airbag air center of gravity are respectively looked up in tables.

8. A high-altitude wind turbine attitude adaptive adjustment device, characterized in that, The method for adaptive attitude adjustment of a high-altitude wind turbine aerostat as described in any one of claims 1-7 includes: A multi-source sensor acquisition module is used to acquire airship attitude data, auxiliary airbag height data, and differential pressure data inside and outside the auxiliary airbags. A decision controller is electrically connected to the multi-source sensor acquisition module. The decision controller has a built-in two-dimensional lookup table storage unit, a PID calculation unit, a center of gravity calculation unit, and an inflation / deflation time calculation unit. The decision controller is used to sequentially complete attitude error determination, airbag parameter interpolation calculation, real-time center of gravity weighted calculation, PID control output for center of gravity correction, and inflation / deflation operation command generation. A closed-loop feedback module is electrically connected to the multi-source sensor acquisition module and the decision controller. It is used to drive the multi-source sensor acquisition module to update the status data in each control cycle and provide real-time feedback of the airship's dynamic operating status to the decision controller, forming a complete discrete closed-loop control.

9. The apparatus according to claim 8, characterized in that, The multi-source sensing acquisition module includes: IMU attitude sensor, used to collect airship attitude data; The front and rear laser rangefinders are used to collect front and rear airbag height data, respectively. The front differential pressure sensor and the rear differential pressure sensor are used to collect the pressure difference data inside and outside the front airbag and the pressure difference data inside and outside the rear airbag, respectively. Temperature sensor and atmospheric pressure sensor are used to collect ambient temperature and ambient atmospheric pressure, respectively.

10. The apparatus according to claim 8, characterized in that, Also includes: The main buoyancy capsule includes a front auxiliary airbag, a rear auxiliary airbag, and a front pressure regulating component and a rear pressure regulating component respectively mounted on the front and rear auxiliary airbags. Each pressure regulating component includes an inflation fan and a deflation electric valve, all of which are connected to the decision controller and receive instructions from the regulating controller to synchronously complete the inflation or deflation operation.

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