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摘要:
为提升涡扇发动机的加速性能，对传统的转子加速度N-dot控制结构进行了改进，提出了一种基于跟踪误差的主动切换控制策略，在跟踪误差较大时，执行N-dot控制回路，否则执行稳态控制回路。同时提出了基于等高度线的N-dot控制计划制定方法，采用差分进化算法对加速过程进行优化，最大限度地减小与最大转速之间的误差。以优化出的不同高度下最大高压转子加速度作为N-dot控制计划，并采用紧格式动态线性化无模型自适应控制(CFDL-MFAC)算法设计N-dot控制器。与常规Min-Max选择结构下的PID控制N-dot相比，主动切换MFAC的N-dot控制在某中等推力军用涡扇发动机设计点上加速时间减小了0.7 s，在非设计点上加速减少了约1.2 s。
Abstract:In order to enhance the acceleration ability of turbofan engines, the traditional N-dot control structure is improved, and an active switching control strategy based on tracking error is proposed. When the tracking error is significant, the N-dot control loop is engaged; otherwise, the steady-state control loop is engaged. At the same time, a contour-based N-dot control scheduling method is proposed. The acceleration process is optimized by a differential evolution algorithm with the objective of minimizing the error with the maximum rotor speed. The maximum high-pressure rotor acceleration at different altitudes is used as the N-dot control schedule, and the acceleration controller is designed based on the compact form dynamic linearization based model free adaptive control (CFDL-MFAC) method. The acceleration time of the active switching (MFAC) N-dot control is approximately 0.7 seconds shorter at the design point and approximately 1.2 seconds shorter at the off-design point for a medium-thrust military turbofan engine when compared to the PI control N-dot under the conventional Min-Max selection structure.
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Key words:
- turbofan engine /
- N-dot control /
- acceleration control /
- active switching /
- model free adaptive control
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图 1 第2 s时最优指标随进化代数变化曲线
Figure 1. Curve of optimal index with evolutionary generation at 2 s
图 3 Tt2=288.15 K时高压转子在不同高度下的响应对比
Figure 3. Response comparison of high pressure rotor at different heights at Tt2=288.15 K
图 4 H=0时不同飞行速度下的仿真响应比较
Figure 4. Comparison of simulation responses at different flight speeds at H=0
图 5 N-dot控制回路和稳态控制回路的集成
Figure 5. integration of N-dot control circuit and steady-state control circuit
图 6 2种控制器在飞行条件（H=0，Ma=0）下的仿真响应比较
Figure 6. Comparison of simulation responses of two controllers under flight conditions (H=0, Ma=0)
图 7 2种控制器在飞行条件（H=8 km，Ma=1.2）下的仿真响应比较
Figure 7. Comparison of simulation responses of two controllers under flight conditions (H=8 km,Ma=1.2)
表 1 不同高度下的最大加速度
Table 1. Maximum acceleration at different heights
H/km Ma Tt2/K Max Nc/((r·min−1)·s−1) 0 0 288.15 2103 3 0.6025 288.15 1776 8 1.0493 288.15 1546 12 1.2846 288.15 1270 15 1.2846 288.15 945 
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表 2 控制律初始参数
Table 2. Initial parameters of control low
$ {\phi _{\text{c}}} $ $ \lambda $ $ \rho $ $ \eta $ $ \mu $ 0.01 50 0.009 1.0 10
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