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CN110920915B - Self-adaptive thermal management control device and method for aircraft fuel system - Google Patents

Self-adaptive thermal management control device and method for aircraft fuel system Download PDF

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CN110920915B
CN110920915B CN201911301608.7A CN201911301608A CN110920915B CN 110920915 B CN110920915 B CN 110920915B CN 201911301608 A CN201911301608 A CN 201911301608A CN 110920915 B CN110920915 B CN 110920915B
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valve
heat exchanger
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temperature
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CN110920915A (en
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毛军逵
王在兴
贺振宗
郭昆
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Nanjing University of Aeronautics and Astronautics
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Nanjing University of Aeronautics and Astronautics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B64D37/34—Conditioning fuel, e.g. heating

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Abstract

The invention discloses a self-adaptive thermal management control device and method for an aircraft fuel system, and belongs to the technical field of comprehensive integrated heat/energy of aircrafts. The method comprises the steps of firstly, taking the outlet temperature of a hot edge of a heat exchanger in a fuel oil system as a control target, and determining an optimal control method with quick response time and small overshoot by PID control, fuzzy PID control and improved quantum particle swarm optimization fuzzy PID control; secondly, the real-time oil consumption of the aircraft engine is taken as a control target, and the consumption of fuel oil as heat sink is reduced as much as possible on the premise of meeting the oil consumption of the engine. The model and the algorithm are verified through MATLAB/Simulink simulation. The fuel system model designed by the invention can adaptively control the opening of the valve on the premise of meeting the control of the temperature of the outlet of the hot side of the heat exchanger according to the fuel consumption of the engine, reasonably distribute the flow direction of the fuel and realize the efficient recycling of the fuel.

Description

Self-adaptive thermal management control device and method for aircraft fuel system
Technical Field
The invention belongs to the technical field of integrated heat/energy of airplanes, and particularly relates to a self-adaptive thermal management control device and method for an airplane fuel system.
Background
The aircraft fuel system is an important ring in the aircraft system, and not only plays a role in storing and transporting fuel, but also plays a role in dissipating heat as heat generated when other subsystems (such as a lubricating oil system and a hydraulic system) are carried and cooled by a heat sink. The fuel system can therefore be regarded as a combination of two systems: oil supply system and cooling system.
However, when the aircraft flies under different flight mission envelopes, the oil supply quantity required by the engine and the heat quantity generated by each subsystem are different and are changed along with time. And because the temperature of the fuel at the inlet of the engine and the temperature of the hot edge outlet of each heat exchanger are limited, the traditional fuel heat management system needs to monitor the flow and the temperature of each node of the fuel system and control the flow and the temperature of each node of the fuel system, the capacity of regulating and controlling the flow of the fuel in real time is not possessed, and more, the traditional fuel heat management system is rough control. The biggest disadvantage of the method is that the real-time regulation and control of the flow can not be realized, which causes the waste of fuel oil and unnecessary economic loss. Therefore, how to fully utilize the airborne limited heat sink to realize energy collection, transmission and heat dissipation, and how to adaptively adjust the distribution of fuel flow in the system according to the change of the flight state of the airplane, so as to achieve the efficient and reasonable use of the fuel is the biggest problem in the prior art. The comprehensive integrated heat/energy management system needs to combine the characteristics of the system, seek a reasonable control strategy, meet the energy requirement of the system and realize energy conservation and emission reduction.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides an aircraft fuel system self-adaptive thermal management control device and method.
In order to achieve the purpose, the invention adopts the following technical scheme:
an aircraft fuel system self-adaptive thermal management control device comprises a fuel delivery tank, a fuel delivery pump P1, a fuel supply tank, an electric pump P2, a valve X2, a heat dissipation pump P3, a valve X3, a fuel-lubricating oil heat exchanger HX3, a valve X5 and an engine which are sequentially connected through an oil pipeline, wherein the valve X3 is further sequentially connected with the fuel supply tank through the oil pipeline, the fuel-hydraulic heat exchanger 2, an air-fuel heat exchanger HX1 and the valve X1 are sequentially connected through the oil pipeline, the valve X4 is arranged on the oil pipeline between the valve X1 and the valve X5, the valve X2 is connected with the valve X4 through the oil pipeline, the air-fuel heat exchanger HX1 is connected with ram air, the fuel-hydraulic heat exchanger HX2 is connected with a hydraulic heat load Q1, and the fuel-lubricating oil heat exchanger HX3 is connected with the hydraulic heat load Q2.
Furthermore, a valve is arranged on an oil pipeline between the oil delivery tank and the oil delivery pump P1, and a valve is arranged on an oil pipeline between the oil supply tank and the electric pump P2.
Further, the valve X1, the valve X2, the valve X3, the valve X4 and the valve X5 are all control valves to be controlled.
A control method of an aircraft fuel system self-adaptive thermal management control device comprises a lubricating oil subsystem and a hydraulic subsystem, wherein the lubricating oil subsystem comprises a fuel-lubricating oil heat exchanger HX3 and a lubricating oil heat load Q2, the hydraulic subsystem comprises a fuel-hydraulic heat exchanger HX3 and a hydraulic heat load Q1, and the aircraft fuel system is subjected to taking-off, climbing and returning stages corresponding to different flight states and comprises the following steps:
s1, setting a control object to be controlled, a control quantity and an execution mechanism, wherein the control object is a heat exchanger, the heat exchanger comprises an air-fuel heat exchanger HX1, a fuel-hydraulic heat exchanger HX2 and a fuel-lubricating oil heat exchanger HX3, the control quantity is the hot edge input quantity of the heat exchanger, and the execution mechanism is a control valve, a heat radiation pump P3 and an electric pump P2;
s2, setting a control target of the hot side temperature of the heat exchanger, and controlling the cold side fuel flow of the heat exchanger;
and S3, adopting PID control, fuzzy PID control and improved quantum particle swarm optimization fuzzy PID control to respectively regulate and control the cold-side fuel oil flow of the heat exchanger in different flight states, and determining the optimal control method with quick response time and small overshoot.
Further, in the step S1, the thermal management controls the temperature through a valve X2 and a valve X3;
further, in step S1, the fuel circuit is controlled by the electric pump P2, the valve X1 and the valve X2 to coordinate the relationship between the required amount of the heat exchanger cold-side coolant and the fuel amount demand of the engine, the valve X4 and the valve X5 control the fuel blending and control the fuel flow and temperature entering the engine, and the coolant is fuel with a low outlet temperature of the fuel supply tank.
Further, in steps S2-S3, the heat exchanger is modeled by a transfer function, and the first-order lag transfer function g (S) of the heat exchanger is represented as:
Figure BDA0002321946300000021
wherein: g(s) is a heat exchanger transfer function, e is a natural constant, s is not a parameter, and the function G is an expression of the original function after Laplace transform.
Further, in steps S2-S3, the electric pump provides power for the flow of the fuel, the heat-dissipation pump provides power for the auxiliary pump for the heat-dissipation system, both the electric pump and the heat-dissipation pump are booster pumps, and the two calculation models are:
△P＝1.2×105-3.5×106Q-1.6×109Q2 (2)
in the formula: the delta P is a supercharging value of the booster pump, and the unit is Pa; q is the high-pressure fuel flow output by the pump and the unit is m3S; the expression (2) is obtained by fitting the numerical value of a curve of the operating performance of the booster pump.
Further, in the steps S2-S3, the ram air physical property of the air-fuel heat exchanger HX1, and the cross-sectional airflow temperature T when the ram air enters the air-fuel heat exchanger HX1 when the flying height and the flying Ma number of the aircraft are determined satisfy the following relation:
Figure BDA0002321946300000022
T＝T0[1+Ma2×(k-1)/2] (4)
wherein H represents the altitude at which the aircraft is flying, T0Denotes the static temperature of the incoming flow at an altitude H, Ma is the flight mach number, k denotes the adiabatic index of air, and k is 1.4.
Further, the step S3 includes the following steps:
s301, setting the fuzzy controller as two-input and three-output, wherein the fuzzy controller takes the deviation e and the deviation change ec as input variables and takes three parameters Kp、Ki、KdΔ K ofp、ΔKi、ΔKdThe offset is used as an output variable of the controller, and three parameters K of PID control are online controlled by using a fuzzy rulep、Ki、KdCarrying out correction;
s302, taking a lubricating oil heat exchanger as an example, setting the outlet temperature of the fuel-lubricating oil heat exchanger HX3 to be 60 ℃, and when the detected outlet lubricating oil temperature is higher than the set temperature, indicating that the thermal load is increased, and increasing the opening degrees of a valve X2 and a valve X3 at the moment to increase the fuel flow until the outlet temperature of the lubricating oil reaches a set value;
of lubricating oilsThe outlet temperature is set to 60 ℃, and the discourse domain is [ -5, +5 ] according to the change of the temperature error e]The variation domain of the temperature deviation change rate ec is [ -3, 3 [)]Output variable Δ KpIs taken to be [ -0.3, +0.3]，ΔKiIs taken to be [ -0.06, + 0.06)]，ΔKdIs taken to be [ -3, +3](ii) a The fuzzy domain of the deviation variable is { -3, 2.5, -2, -1.5, -1, -0.5, 0, +0.5, +1, +1.5, +2, +2.5, +3 }; the domain of discourse for the other fuzzy variables is taken to be { -6, -5, -2, -4, -3, -2, -1, 0, +1, +2, +3, +4, +5, +6 }; seven fuzzy subsets were chosen for both the two input variables and the three output variables: NB (negative large), NM (negative medium), NS (negative small), ZE (zero), PS (positive small), PM (positive medium), PB (positive large);
the quantization factors of the temperature deviation and the rate of change of the deviation are represented by Ke and Kc, and the scale factors of the controlled variable are represented by Kup, Kui and Kud, respectively, and when Ke is 6/5-1.2, Kc is 3/3-1, Kup is 0.3/6-0.05, Kui is 0.06/6-0.01, and Kud is 3/6-0.5; setting e, ec, delta Kp, delta Ki and delta Kd to obey triangular distribution, so as to obtain corresponding membership degrees of the fuzzy subsets, and setting in an MATLAB fuzzy control toolbox to obtain distribution graphs of all membership degree functions;
s303, optimizing and selecting quantization factor parameters, namely ke, up, kui and kud 5 parameters in the fuzzy control algorithm by adopting an improved quantum particle swarm optimization algorithm, wherein an optimized objective function is that the fuzzy PID control curve overshoot is small, the adjusting time is short, and a mathematical expression is as follows:
Fobj＝max[T′(t)-T(t),0]+ts (4)
wherein T' (T) and T (T) respectively represent the temperature obtained by fuzzy PID control at time T and the control target temperature, and the updated position X of each particleiCorresponding objective function value Fobj(Xi) T' (T) to T (T) represent the overshoot at time T; t is tsIndicating the adjustment time.
Compared with the prior art, the invention has the following beneficial effects:
the fuel system model designed by the invention can adaptively control the opening of the valve on the premise of meeting the control of the temperature of the outlet of the hot side of the heat exchanger according to the fuel consumption of the engine, reasonably distribute the flow direction of the fuel and realize the efficient recycling of the fuel.
Drawings
FIG. 1 is a block diagram of an aircraft integrated thermal management system architecture.
FIG. 2 is a logical block diagram of an aircraft integrated thermal management system.
FIG. 3 is a diagram of a fuzzy PID optimization structure based on particle swarm.
FIG. 4 is a comparison of engine fueling under control of an aircraft integrated thermal management system.
Fig. 5 shows the opening degree of the valve X1 under the control of the integrated thermal management system of the aircraft.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Designing a fuel heat management system block diagram according to a system scheme of an aircraft adaptive fuel heat management system, as shown in FIG. 1; the main purposes of the invention are as follows: the traditional system is improved to a certain extent by combining the existing control algorithm strategy from the perspective of fuel flow control, and meanwhile, the temperature and the flow can be regulated, so that the requirements of the inlet flow and the temperature of an engine are met.
An aircraft fuel system self-adaptive thermal management control device comprises a fuel delivery tank, a fuel delivery pump P1, a fuel supply tank, an electric pump P2, a valve X2, a heat dissipation pump P3, a valve X3, a fuel-lubricating oil heat exchanger HX3, a valve X5 and an engine which are sequentially connected through an oil pipeline, wherein the valve X3 is further sequentially connected with the fuel supply tank through the oil pipeline through a fuel-hydraulic heat exchanger 2, an air-fuel heat exchanger HX1 and a valve X1, the oil pipeline between the valve X1 and the valve X5 is provided with a valve X4, the valve X2 and the valve X4 are connected through the oil pipeline, the air-fuel heat exchanger HX1 is connected with ram air, the fuel-hydraulic heat exchanger HX2 is connected with a hydraulic heat load Q1, the fuel-lubricating oil heat exchanger HX3 is connected with the hydraulic heat load Q2, the oil delivery tank and the oil delivery pump P1 are provided with valves, and a valve is arranged on an oil pipeline between the oil supply tank and the electric pump P2, and the valve X1, the valve X2, the valve X3, the valve X4 and the valve X5 are all control valves needing to be controlled.
A control method of an aircraft fuel system self-adaptive thermal management control device comprises a lubricating oil subsystem and a hydraulic subsystem, wherein the lubricating oil subsystem comprises a fuel-lubricating oil heat exchanger HX3 and a lubricating oil heat load Q2, the hydraulic subsystem comprises a fuel-hydraulic heat exchanger HX3 and a hydraulic heat load Q1, and the aircraft fuel system is subjected to taking-off, climbing and returning stages corresponding to different flight states and comprises the following steps:
s1, setting a control object to be controlled, a control quantity and an execution mechanism, wherein the control object is a heat exchanger, the heat exchanger comprises an air-fuel heat exchanger HX1, a fuel-hydraulic heat exchanger HX2 and a fuel-lubricating oil heat exchanger HX3, the control quantity is the hot edge input quantity of the heat exchanger, and the execution mechanism is a control valve, a heat radiation pump P3 and an electric pump P2; specifically, thermal management controls temperature via valve X2 and valve X3; the purpose of fuel loop control is to coordinate the relationship between the demand of cold-side coolant (fuel with lower outlet temperature of the fuel supply tank) of the heat exchanger and the fuel demand of the engine, and the fuel loop control is mainly controlled by an electric pump P2, a valve X1 and a valve X2, and in addition, the temperature of the fuel entering the engine cannot be too high, and the fuel flow demand of the engine under different working sections is considered, so that fuel blending is realized by the valve X4 and the valve X5, namely, the fuel flow and the temperature entering the engine are further controlled by the aid of the valve X1 and the valve X2.
S2, setting a control target of the hot side temperature of the heat exchanger, and controlling the cold side fuel flow of the heat exchanger;
and S3, adopting PID control, fuzzy PID control and improved quantum particle swarm optimization fuzzy PID control to respectively regulate and control the cold-side fuel oil flow of the heat exchanger in different flight states, and determining the optimal control method with quick response time and small overshoot.
Specifically, in the steps S2 to S3, the heat exchanger is modeled by using a transfer function, and a first-order lag transfer function g (S) of the heat exchanger is represented by taking a plate heat exchanger as an example:
Figure BDA0002321946300000041
wherein: g(s) is a heat exchanger transfer function, e is a natural constant, s is not a parameter, and the function G is an expression of the original function after Laplace transform.
Specifically, in the steps S2-S3, the fuel system mainly includes two types of pumps, namely, a heat dissipation pump and an electric pump, the electric pump provides power for the flow of fuel, the heat dissipation pump provides power for the auxiliary pump for the heat dissipation system, the electric pump and the heat dissipation pump are both booster pumps, and the two types of booster pumps are calculated as:
△P＝1.2×105-3.5×106Q-1.6×109Q2 (2)
in the formula: the delta P is a supercharging value of the booster pump, and the unit is Pa; q is the high-pressure fuel flow output by the pump and the unit is m3S; the expression (2) is obtained by fitting the numerical value of a curve of the operating performance of the booster pump.
Specifically, in the steps S2-S3, ram air physical properties of the air-fuel heat exchanger HX1, ram air, are mainly affected by the flight altitude and the flight Ma number. Therefore, to analyze and study the cooling capacity of the ram air, it is necessary to obtain the temperature profile of the ram air at different heights and different Ma numbers. The cross-sectional air flow temperature T of the ram air as it enters the air-fuel heat exchanger HX1 for an aircraft at a determined altitude and number of flights Ma satisfies the following relationship:
Figure BDA0002321946300000051
T＝T0[1+Ma2×(k-1)/2] (4)
wherein H represents the altitude at which the aircraft is flying, T0Denotes the static temperature of the incoming flow at an altitude H, Ma is the flight mach number, k denotes the adiabatic index of air, and k is 1.4.
Specifically, the step S3 includes the steps of:
s301, setting the fuzzy controller as two-input and three-output, wherein the fuzzy controller takes the deviation e and the deviation change ec as input variables and takes three parameters Kp、Ki、KdΔ K ofp、ΔKi、ΔKdThe offset is used as an output variable of the controller, and three parameters K of PID control are online controlled by using a fuzzy rulep、Ki、KdCarrying out correction;
s302, taking a lubricating oil heat exchanger as an example, setting the outlet temperature of the fuel-lubricating oil heat exchanger HX3 to be 60 ℃, and when the detected outlet lubricating oil temperature is higher than the set temperature, indicating that the thermal load is increased, and increasing the opening degrees of a valve X2 and a valve X3 at the moment to increase the fuel flow until the outlet temperature of the lubricating oil reaches a set value;
the outlet temperature of the lubricating oil is set to be 60 ℃, and the discourse domain is [ -5, +5 ] according to the change of the temperature error e]The variation domain of the temperature deviation change rate ec is [ -3, 3 [)]Output variable Δ KpIs taken to be [ -0.3, +0.3]，ΔKiIs taken to be [ -0.06, + 0.06)]，ΔKdIs taken to be [ -3, +3](ii) a The fuzzy domain of the deviation variable is { -3, 2.5, -2, -1.5, -1, -0.5, 0, +0.5, +1, +1.5, +2, +2.5, +3 }; the domain of discourse for the other fuzzy variables is taken to be { -6, -5, -2, -4, -3, -2, -1, 0, +1, +2, +3, +4, +5, +6 }; seven fuzzy subsets were chosen for both the two input variables and the three output variables: NB (negative large), NM (negative medium), NS (negative small), ZE (zero), PS (positive small), PM (positive medium), PB (positive large);
the quantization factor and the scale factor are related to the selection of the basic discourse domain and the fuzzy set discourse domain, and the quantization factor and the scale factor are determined after the basic discourse domain and the fuzzy set discourse domain are determined. If the quantization factors of the temperature deviation and the rate of change of the deviation are represented by Ke and Kc, and the scale factors of the controlled variable are represented by Kup, Kui, and Kud, respectively, there are one of the values of Ke 6/5-1.2, Kc-3/3-1, Kup-0.3/6-0.05, Kui-0.06/6-0.01, and Kud-3/6-0.5; assuming that e, ec, Δ Kp, Δ Ki and Δ Kd are all distributed according to a triangle, obtaining corresponding membership degrees of the fuzzy subsets, and obtaining distribution graphs of all membership degree functions after setting in an MATLAB fuzzy control toolbox;
s303, optimizing and selecting quantization factor parameters, namely ke, up, kui and kud 5 parameters in the fuzzy control algorithm by adopting an improved quantum particle swarm optimization algorithm, wherein an optimized objective function is that the fuzzy PID control curve overshoot is small, the adjusting time is short, and a mathematical expression is as follows:
Fobj＝max[T′(t)-T(t),0]+ts (4)
wherein T' (T) and T (T) respectively represent the temperature obtained by fuzzy PID control at time T and the control target temperature, and the updated position X of each particleiCorresponding objective function value Fobj(Xi) T' (T) to T (T) represent the overshoot at time T; t is tsIndicating the adjustment time. Therefore, a smaller objective function indicates a smaller overshoot of the temperature control result, and a shorter adjustment time.
The above description is only of the preferred embodiments of the present invention, and it should be noted that: it will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.

Claims (9)

1.一种飞机燃油系统自适应热管理控制装置，其特征在于，包括依次通过油路管道连接的输油箱、输油泵(P1)、供油箱、电动泵(P2)、阀门(X2)、散热泵(P3)、阀门(X3)、燃油-滑油换热器(HX3)、阀门(X5)和发动机，所述阀门(X3)与供油箱之间还通过油路管道依次连接燃油-液压换热器(HX2)、空气-燃油换热器(HX1)和阀门(X1)，所述阀门(X1)和阀门(X5)之间的油路管道上设置有阀门(X4)，所述阀门(X2)和阀门(X4)通过油路管道连接，所述空气-燃油换热器(HX1)接入冲压空气，所述燃油-液压换热器(HX2)接入液压热负荷(Q1)，所述燃油-滑油换热器(HX3)接入液压热负荷(Q2)。1. A self-adaptive thermal management control device for an aircraft fuel system, characterized in that it comprises a fuel tank, a fuel pump (P1), a fuel supply tank, an electric pump (P2), a valve (X2), a radiator, a fuel pump (P1), a fuel supply tank, an electric pump (P2), a valve (X2), a fuel pump (P1) connected by an oil pipeline Pump (P3), valve (X3), fuel-lubricating oil heat exchanger (HX3), valve (X5) and engine, the valve (X3) and the fuel supply tank are also connected to the fuel-hydraulic exchange through the oil pipeline in sequence. Heater (HX2), air-fuel heat exchanger (HX1) and valve (X1), the oil pipeline between the valve (X1) and the valve (X5) is provided with a valve (X4), the valve ( X2) and the valve (X4) are connected through the oil pipeline, the air-fuel heat exchanger (HX1) is connected to the ram air, and the fuel-hydraulic heat exchanger (HX2) is connected to the hydraulic heat load (Q1), so the The fuel-lubricating oil heat exchanger (HX3) is connected to the hydraulic heat load (Q2). 2.根据权利要求1所述的飞机燃油系统自适应热管理控制装置，其特征在于，所述输油箱和输油泵( P1) 之间的油路管道上设置有阀门，所述供油箱和电动泵(P2)之间的油路管道上设置有阀门。2. The adaptive thermal management control device for an aircraft fuel system according to claim 1, wherein a valve is provided on the oil pipeline between the fuel tank and the fuel pump (P1), and the fuel tank and the electric A valve is provided on the oil pipeline between the pumps (P2). 3.根据权利要求1所述的飞机燃油系统自适应热管理控制装置，其特征在于，所述阀门(X1)、阀门(X2)、阀门(X3)、阀门(X4)和阀门(X5)均为需要控制的控制阀门。3. The adaptive thermal management control device for an aircraft fuel system according to claim 1, wherein the valve (X1), the valve (X2), the valve (X3), the valve (X4) and the valve (X5) are all For the control valve that needs to be controlled. 4.根据权利要求1-3任一所述的飞机燃油系统自适应热管理控制装置的控制方法，其特征在于，飞机燃油系统包括滑油子系统和液压子系统，所述滑油子系统包括燃油-滑油换热器(HX3)和滑油热负荷(Q2)，液压子系统包括燃油-液压换热器(HX3)和液压热负荷(Q1)，对应不同的飞行状态，经历起飞、爬升、返回的阶段，包括以下步骤：4 . The control method of an aircraft fuel system adaptive thermal management control device according to claim 1 , wherein the aircraft fuel system comprises a lubricating oil subsystem and a hydraulic subsystem, and the lubricating oil subsystem includes Fuel-oil heat exchanger (HX3) and oil heat load (Q2), hydraulic subsystem includes fuel-hydraulic heat exchanger (HX3) and hydraulic heat load (Q1), corresponding to different flight states, experience take-off, climb , the return stage, including the following steps: S1、设置出需要控制的控制对象，控制量及执行机构，所述控制对象为换热器，换热器包括空气-燃油换热器(HX1)、燃油-液压换热器(HX2)、燃油-滑油换热器(HX3)，控制量为换热器的热边输入量，执行机构为控制阀门及散热泵(P3)和电动泵(P2)；S1. Set the control object, control quantity and actuator to be controlled, the control object is a heat exchanger, and the heat exchanger includes an air-fuel heat exchanger (HX1), a fuel-hydraulic heat exchanger (HX2), a fuel oil - Oil heat exchanger (HX3), the control quantity is the heat side input quantity of the heat exchanger, and the actuator is the control valve, heat sink pump (P3) and electric pump (P2); S2、设定换热器的热边温度的控制目标，控制换热器的冷边燃油流量；S2. Set the control target of the temperature of the hot side of the heat exchanger, and control the fuel flow of the cold side of the heat exchanger; S3、采用PID控制、模糊PID控制、改进的量子微粒群优化模糊PID控制分别对不同飞行状态下换热器的冷边燃油流量进行调控。S3, using PID control, fuzzy PID control, and improved quantum particle swarm optimization fuzzy PID control respectively to regulate and control the cold-side fuel flow of the heat exchanger under different flight states. 5.根据权利要求4所述的飞机燃油系统自适应热管理控制装置的控制方法，其特征在于，5. The control method of the adaptive thermal management control device of the aircraft fuel system according to claim 4, wherein, 所述步骤S1中，热管理通过阀门(X2)和阀门(X3)控制温度；In the step S1, the thermal management controls the temperature through the valve (X2) and the valve (X3); 所述步骤S1中，燃油回路控制为协调换热器冷边冷却剂的需求量和发动机燃油量需求之间的关系，通过电动泵(P2)、阀门(X1)和阀门(X2)来控制，阀门(X4)和阀门(X5)控制燃油参混，控制进入发动机的燃油流量和温度，所述冷却剂为供油箱出口温度较低的燃油。In the step S1, the fuel circuit is controlled to coordinate the relationship between the demand of the coolant at the cold side of the heat exchanger and the demand of the engine fuel, and is controlled by the electric pump (P2), the valve (X1) and the valve (X2), Valve (X4) and valve (X5) control fuel mixing, control the fuel flow and temperature entering the engine, and the coolant is fuel with lower temperature at the outlet of the fuel supply tank. 6.根据权利要求4所述的飞机燃油系统自适应热管理控制装置的控制方法，其特征在于，所述步骤S2-S3中，换热器采用传递函数的方式建立数学模型，换热器的一阶滞后传递函数G(s)表示为：6. The control method of the aircraft fuel system adaptive thermal management control device according to claim 4, characterized in that, in the steps S2-S3, the heat exchanger establishes a mathematical model by means of a transfer function, and the heat exchanger The first-order lag transfer function G(s) is expressed as:
Figure FDA0002893887910000011
Figure FDA0002893887910000011
 其中：G(s)为换热器传递函数，e为自然常数，s表示G这个函数是原函数经过拉普拉斯变换后的表达式。Among them: G(s) is the transfer function of the heat exchanger, e is a natural constant, and s indicates that the function G is the expression of the original function after Laplace transformation. 7.根据权利要求4所述的飞机燃油系统自适应热管理控制装置的控制方法，其特征在于，所述步骤S2-S3中，电动泵为燃油的流动提供动力，散热泵为辅助泵为散热系统提供动力，电动泵和散热泵均为增压泵，两种增压泵的计算模型：7. The control method of an aircraft fuel system adaptive thermal management control device according to claim 4, wherein in the steps S2-S3, the electric pump provides power for the flow of fuel, and the heat pump is an auxiliary pump for heat dissipation The system provides power. Both the electric pump and the heat sink pump are booster pumps. The calculation models of the two booster pumps are as follows: △P＝1.2×105-3.5×106Q-1.6×109Q2 (2)△P=1.2×10 5 -3.5×10 6 Q-1.6×10 9 Q 2 (2) 式中：△P为增压泵的增压值，单位为Pa；Q为泵输出的高压燃油流量，单位为m3/s；式(2)是通过增压泵工作性能的曲线数值拟合所得。In the formula: △P is the boosting value of the booster pump, the unit is Pa; Q is the high-pressure fuel flow output by the pump, the unit is m 3 /s; Equation (2) is the numerical fitting of the working performance of the booster pump income. 8.根据权利要求4所述的飞机燃油系统自适应热管理控制装置的控制方法，其特征在于，所述步骤S2-S3中，空气-燃油换热器(HX1)的冲压空气物性，飞行器在飞行高度和飞行Ma数确定的情况下，冲压空气进入空气-燃油换热器(HX1)时的截面气流温度T满足以下关系式：8 . The control method of the adaptive thermal management control device for an aircraft fuel system according to claim 4 , wherein in the steps S2 to S3 , the physical properties of the ram air of the air-fuel heat exchanger (HX1), the aircraft are in 8 . When the flight altitude and flight Ma number are determined, the cross-sectional airflow temperature T when the ram air enters the air-fuel heat exchanger (HX1) satisfies the following relationship:
Figure FDA0002893887910000021
Figure FDA0002893887910000021
 T＝T0[1+Ma2×(k-1)/2] (4)T=T 0 [1+Ma 2 ×(k-1)/2] (4) 其中，H表示飞机飞行的海拔高度，T0表示海拔高度为H时的来流静温，Ma为飞行马赫数，k表示空气的绝热指数。Among them, H represents the altitude at which the aircraft flies, T 0 represents the incoming static temperature when the altitude is H, Ma represents the flight Mach number, and k represents the adiabatic index of the air. 9.根据权利要求4所述的飞机燃油系统自适应热管理控制装置的控制方法，其特征在于，所述步骤S3包括以下步骤：9. The control method of the aircraft fuel system adaptive thermal management control device according to claim 4, wherein the step S3 comprises the following steps: S301，设置为两输入、三输出的模糊控制器，在所述模糊控制器中，将偏差e和偏差变化ec作为输入变量，将三个参数Kp、Ki、Kd的ΔKp、ΔKi、ΔKd偏移量作为该控制器的输出变量，利用模糊规则在线对PID控制的三个参数Kp、Ki、Kd进行校正；S301 , a fuzzy controller with two inputs and three outputs is set. In the fuzzy controller, the deviation e and the deviation change ec are used as input variables, and the ΔK p and ΔK of the three parameters K p , K i and K d are used as input variables. The offsets of i and ΔK d are used as the output variables of the controller, and the three parameters K p , K i and K d of PID control are corrected online by fuzzy rules; S302，以滑油换热器为例，将燃油-滑油换热器(HX3)的出口温度设定为60℃，检测出的出口滑油温度比设定高时，则表明热负荷增大，此时应该加大阀门(X2)及阀门(X3)开度，增加燃油流量，直到滑油出口温度达到设定值为止；S302, taking the lubricating oil heat exchanger as an example, the outlet temperature of the fuel-lubricating oil heat exchanger (HX3) is set to 60°C, and when the detected outlet lubricating oil temperature is higher than the setting, it indicates that the heat load increases , at this time, the opening of the valve (X2) and the valve (X3) should be increased to increase the fuel flow until the lubricating oil outlet temperature reaches the set value; 滑油的出口温度设为60℃，根据温度误差e变化论域为[-5，+5]，温度偏差变化率ec的变化论域取[-3，3]，输出变量ΔKp的论域取为[-0.3，+0.3]，ΔKi的论域取为[-0.06，+0.06]，ΔKd的论域取为[-3，+3]；偏差变化量的模糊论域取为{-3，2.5，-2，-1.5，-1，-0.5，0，+0.5，+1，+1.5，+2，+2.5，+3}；另外的模糊变量的论域取为{-6，-5，-2，-4，-3，-2，-1，0，+1，+2，+3，+4，+5，+6}；对两个输入变量和三个输出变量均选取七个模糊子集：NB负大，NM负中，NS负小，ZE零，PS正小，PM正中，PB正大；The outlet temperature of the lubricating oil is set to 60°C, the domain of change according to the temperature error e is [-5, +5], the domain of change of the rate of change of temperature deviation ec is [-3, 3], and the domain of the output variable ΔK p is Take it as [-0.3, +0.3], the domain of ΔK i is taken as [-0.06, +0.06], the domain of ΔK d is taken as [-3, +3]; the fuzzy domain of deviation change is taken as { -3, 2.5, -2, -1.5, -1, -0.5, 0, +0.5, +1, +1.5, +2, +2.5, +3}; the universe of discourse of other fuzzy variables is taken as {-6 , -5, -2, -4, -3, -2, -1, 0, +1, +2, +3, +4, +5, +6}; for two input variables and three output variables Seven fuzzy subsets are selected: NB is negative large, NM negative medium, NS negative small, ZE zero, PS positive small, PM positive medium, PB positive large; 温度偏差及偏差的变化率的量化因子分别用Ke、Kc表示，控制量的比例因子分别用Kup、Kui、Kud表示，则有Ke＝6/5＝1.2，Kc＝3/3＝1，Kup＝0.3/6＝0.05，Kui＝0.06/6＝0.01，Kud ＝3/6＝0.5；设e、ec、ΔKp，ΔKi、ΔKd都是服从三角布的，便得到模糊子集相应的隶属度，在MATLAB模糊控制工具箱中进行设置后得各个隶属度函数的分布图；The quantification factors of the temperature deviation and the rate of change of the deviation are represented by Ke and Kc, respectively, and the proportional factors of the control quantity are represented by Kup, Kui, and Kud, respectively, then Ke=6/5=1.2, Kc=3/3=1, Kup = 0.3/6 = 0.05, Kui = 0.06/6 = 0.01, Kud = 3/6 = 0.5; set e, ec, ΔKp, ΔKi, ΔKd all obey the triangular cloth, then the corresponding membership degree of the fuzzy subset can be obtained, After setting in the MATLAB fuzzy control toolbox, the distribution diagram of each membership function is obtained; S303，采用改进的量子微粒群算法来优化选取模糊控制算法中的量化因子参数，即ke、kec、kup、kui及kud 5个参数，其优化目标函数是使得模糊PID控制曲线超调量小，调节时间短，其数学表达式如下：S303, using the improved quantum particle swarm algorithm to optimize the selection of the quantization factor parameters in the fuzzy control algorithm, namely 5 parameters of ke, kec, kup, kui and kud, the optimization objective function is to make the overshoot of the fuzzy PID control curve small, The adjustment time is short, and its mathematical expression is as follows: Fobj＝max[T′(t)-T(t),0]+ts (4)F obj =max[T'(t)-T(t),0]+t s (4) 式中，T′(t)和T(t)分别表示t时刻模糊PID控制所得温度与控制目标温度，每个微粒更新的位置Xi所对应的目标函数值Fobj(Xi)，T′(t)-T(t)表示t时刻的超调量；ts表示调节时间。In the formula, T′(t) and T(t) respectively represent the temperature obtained by fuzzy PID control and the control target temperature at time t, and the objective function value F obj (X i ) corresponding to the updated position X i of each particle, T′ (t)-T(t) represents the overshoot at time t; t s represents the adjustment time.
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