基于多模型切换预测控制的新型矢量发动机模态切换控制方法

尹炳雄; 谷多多; 蔡文哲; 盛汉霖; 李嘉诚; 陈芊

doi:10.13224/j.cnki.jasp.20240821

基于多模型切换预测控制的新型矢量发动机模态切换控制方法

doi: 10.13224/j.cnki.jasp.20240821

1.
南京航空航天大学能源与动力学院，南京 210016
2.
北京动力机械研究所，北京 100074

基金项目: 国家自然科学基金面上项目（52176009）；国家博士后创新人才支持计划（BX20240481）

详细信息

作者简介:
尹炳雄（2000-），硕士生，研究领域为飞行器建模与控制。E-mail：mr.yin@nuaa.edu.cn

通讯作者:
盛汉霖（1986-），教授，博士，研究领域为飞行器建模与控制。E-mail：dreamshl@nuaa.edu.cn

中图分类号: V235.1
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- 被引次数: 0
出版历程
- 收稿日期: 2024-12-04
- 网络出版日期: 2025-11-30

Mode switching control method based on multi-model switching predictive control for novel thrust vector control engine

1.
College of Energy and Power，Nanjing University of Aeronautics and Astronautics，Nanjing 210016，China
2.
Beijing Power Machinery Institute，Beijing 100074，China

摘要

摘要:
针对传统矢量发动机结构复杂、质量大、成本高昂等缺点，提出了一种发动机架构——多伴随型发动机，该发动机由主发动机和两个伴随发动机组成，伴随发动机可从主发动机压气机出口引气，从而形成矢量多推力点，根据推力点的数量分成0-1-2模态，但不同模态切换时必然导致主发动机流量突变致使转速波动。针对传统控制方式模态切换过程难以保证转速稳定性、转速控制效果差的难点，建立了多伴随型发动机的稳/动态部件级模型，设计了一种大动态响应转化为小阶跃控制的多模型切换预测控制器，然后针对多伴随型发动机不同模态之间的切换设计了模态切换控制器，减小了在多推力点模态切换过程中主发动机转速的波动。仿真结果表明：所建立的多伴随型发动机数学模型与真实试验数据匹配程度高，在地面最大转速工况点，该模态切换控制器能很好地实现主发动机转速在切换过程中转速维持不变，而ALQR控制器和PID控制器则产生了200 r/min的转速波动，成功验证了所设计的模态切换控制器的有效性。
- 矢量发动机 /
- 预测控制 /
- 模态切换 /
- 推力矢量 /
- 多模型切换
Abstract:
An engine architecture called a multi-companion engine was proposed to address the drawbacks of traditional thrust vector control engines, such as complex structures, heavyweight, and high cost. The engine consisted of a main engine and two companion engines, and the companion engine can introduce air from the compressor outlet of the main engine to form vector multi-thrust points. According to the number of thrust points, it was divided into 0-1-2 modes. However, switching between different modes inevitably led to sudden changes in the primary engine flow rate, resulting in speed fluctuations. In response to the difficulty of ensuring speed stability and poor speed control effect in the traditional control mode switching process, a multi-companion engine’s stable/dynamic component-level model was first established. The multi-model switching predictive controller was designed to convert significant dynamic responses into small-step control. Then, the mode switching controller was designed to switch between different modes of a multi-companion engine, reducing the fluctuation of the main engine speed during the multi-thrust point mode switching process. The simulation results showed that the established mathematical model of the multi-companion engine had a high degree of matching with actual test data. At the maximum ground speed operating point, the designed mode switching controller can effectively maintain the constant speed of the main engine during the switching process. In contrast, the ALQR controller and PID controller generated a speed fluctuation of 200 r/min, successfully verifying the effectiveness of the designed mode switching controller.
- thrust vector control engine /
- predictive control /
- mode switching /
- thrust vector /
- multi-model switching

HTML

图 1 多伴随型发动机构型

Figure 1. Multi-companion engine configuration

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图 2 多伴随型发动机试车试验

Figure 2. Multi-companion engine test

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图 3 多伴随型发动机动态模型计算流程图

Figure 3. Calculation flowchart of dynamic model for multi-companion engine

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图 4 试验获取的转子部件特性数据

Figure 4. Characteristics of rotor component obtained from tests

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图 5 部件级模型与试验数据的误差

Figure 5. Error between component level model and test data

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图 6 航空发动机线性模型预测控制方案

Figure 6. Linear model predictive control scheme for aircraft engines

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图 7 小扰动法与小扰动法+拟合法线性模型精度分别与非线性模型对比

Figure 7. Comparison of linear model accuracy with nonlinear model accuracy using small disturbance method and small disturbance method + fitting method

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图 8 多模型切换控制策略

Figure 8. Multi-model switching control strategy

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图 9 标准大气环境H=0 km和Ma=0转速控制的仿真结果

Figure 9. Simulation results of speed control in standard atmospheric environment H=0 km and Ma=0

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图 10 标准大气环境H=0 km和Ma=0下T₄的仿真结果

Figure 10. Simulation results of T₄ in standard atmospheric environment H=0 km and Ma=0

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图 11 标准大气环境H=0 km和Ma=0下T₄超过1500 K温度约束的时刻

Figure 11. Moment when T₄ exceeds the constraint of 1500 K in standard atmospheric environment H=0 km and Ma=0

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图 12 预测模型矩阵系数变化

Figure 12. Prediction model matrix coefficient variation

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图 13 三种控制方法控制模态切换转速保持效果图

Figure 13. Three control methods for controlling mode switching and maintaining speed effect diagram

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图 14 模型预测控制模态切换转速保持效果图

Figure 14. Model predictive control mode switching and maintaining speed effect diagram

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图 15 模型预测控制、ALQR控制和PID控制模态切换过程的燃油量

Figure 15. Fuel diagram of model predictive control, ALQR control and PID control mode switching process

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表 1 模型预测控制参数设置

Table 1. Configuration of MPC parameters

参数数值

预测时域 10

控制时域 1

控制量加权因子 10000

输出量加权因子 1

涡轮前温度上限/K 1500

涡轮前温度下限/K 0

下载: 导出CSV

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