• <tr id="yyy80"></tr>
  • <sup id="yyy80"></sup>
  • <tfoot id="yyy80"><noscript id="yyy80"></noscript></tfoot>
  • 99热精品在线国产_美女午夜性视频免费_国产精品国产高清国产av_av欧美777_自拍偷自拍亚洲精品老妇_亚洲熟女精品中文字幕_www日本黄色视频网_国产精品野战在线观看 ?

    Multi-level virtual prototyping of electromechanical actuation system for more electric aircraft

    2018-05-22 02:39:50JinFUJenChrlesMARELimingYUYonglingFU
    CHINESE JOURNAL OF AERONAUTICS 2018年5期

    Jin FU,Jen-Chrles MARE,Liming YU,Yongling FU,*

    aSchool of Mechanical Engineering and Automation,Beihang University,Beijing 100083,China

    bInstitut Clément Ader(CNRS UMR 5312),INSA-Toulouse,Toulouse 31077,France

    cFlying College,Beihang University,Beijing 100083,China

    1.Introduction

    Anthropogenic CO2emissions into the atmosphere have been increased considerably by civil aviation given the rapid growth in the air traffic market in recent years.1The aircraft industry has faced economic and environmental issues.2Recently,more electric aircraft3(MEA)and all electric aircraft4,5have received significant interest for developing safer,lower-cost,and greener technologies for next-generation air transportation.6,7With the constant investment in aviation,power-by wire8(PbW)technology eliminates heavy and bulky hydraulic pipes and the pipe vibration issue.Thus,conventional centralized hydraulic,pneumatic,and mechanical networks will be nearly exclusively replaced by an electric power network,which can provide significant advantages in ease of power management,integration,and maintenance,as well as reductions of environmental pollution and fuel burn.9As shown in Fig.1,PbW is introduced step by step into flight controls,landing gears,and engines as the key contribution to MEA,where signal and power are transmitted by electric wires.

    Nomenclature

    Fig.1 Mapping of power distribution in MEA.8

    However,the maturity of PbW technology is lagging.In fact,the real challenge in implementing PbW in MEA is to develop compact,reliable,and electrically powered actuators with the same function to replace conventional hydraulic servo actuators(HSAs).10,11To date,only two categories of PbW actuators,namely,electro-hydrostatic actuators(EHAs)12and electromechanical actuators(EMAs),13have been developed.These actuators may exhibit architectural changes,e.g.,an electric backup hydraulic actuator14(EBHA)and an electric backup mechanical actuator15(EBMA).PbW actuators have already entered into service in the latest commercial airplane programs.16In Airbus A380/A400M/A350,an EHA serves as a backup actuator for primary and secondary flight controls.In Boeing B787,an EMA is partly placed on the front line for secondary flight controls and landing gear braking.17–19

    Fig.1 Mapping of power distribution in MEA.8

    Compared with an EHA,an EMA completely eliminates the use of hydraulic circuits,thereby increasing its economic,competitive,and environmental advantages.Significant improvements in the performance and maturity of electric motors(EMs),as well as their power drive electronics(PDE)and control,make EMAs more and more attractive.20,21However,a mature EMA for extensive safety critical applications,22particularly for primary flight control,still lacks a historical database and requires considerable effort.23In response to these needs,the aerospace industry is searching for an innovation(either incremental or disruptive)in EMA actuation systems.In particular,linking the motor rotor directly to the load is impossible when mass constraints are severe.The mass of an EM mainly results from its capability to develop torque.Electromagnetic torque is produced by a combination of current and magnetic fields that require heavy materials such as copper,magnets,and iron.The load generally requires a high driving force(typically 20–300 kN)at a relatively low speed(typically 20–500 mm/s);thus,the best option for the actuator mass is to use low-torque/high-speed motors(typically 10,000 r/min for 10 kW)and to introduce mechanical power transformation(MPT)between the EM and the flight control surface(load).24Thus,the safety critical EMA actuation system used in the front line(normal or active mode)has several potential issues that must be considered as a whole.These issues include thermal balance under natural heat dissipation,mechanical balance with reaction forces(housing or load),huge mass reflected by the motor rotor at the load level,tolerance or resistance to jamming,25response to failure by wear or backlash fault,26,27back-drivability,cushioning and damping,mass reduction,and cost saving.

    In such a situation,a virtual model for MEA systems and their components should be designed and developed.Several earlier works have mainly focused on the fundamental and theoretical analyses of an EMA and its components,such as dynamic testing,28load distribution modeling,29kinematics and transmission efficiency analysis of nut-screw,30nonlinear elastic compliance analysis,31and failure model development for an EM.32Recently,however,more practical and experimental studies have been conducted.Fu et al.33developed a comprehensive model for the contact position and clearance analysis of standard planetary roller screws.Ma et al.34published their investigations on the thermo-mechanical analysis of an EMA.They considered load distribution as a frictional heat model that was developed using a 3D finite element method to study the structure parameters,operation conditions,and cooling performances of coolants.

    The aforementioned studies analyzed the behavior of an EMA based on the component level.However,designers and manufacturers must meticulously consider the parasitic effects resulting from the imperfections of technology from a system level perspective.These effects include resistance,inductance,friction,backlash,compliance,and temperature.The aforementioned considerations are particularly true for assessing design step changes,cross-links between advanced technology attachment,and reduction of time to market,35which are highly cross-linked engineering requirements with the following purposes:

    (P1)Multi-scale:3D to 1D design(model simplification/linearization)and 1D to 3D design(for sizing activities);

    (P2)Multi-level:continuity among models for airframe,system,equipment,and component suppliers;

    (P3)Multi-physics:electrical(signal and power),electronics,electromagnetic,mechanical(torque and force),solid mechanics,thermal(heat transfer),and fluid(lubrication);

    (P4)Multi-system engineering activities:requirements,architecting(functional,advanced,and behavior),sizing(power and con figuration),integration verification and validation,troubleshooting,and training;

    (P5)Multi-topic:dynamics,36thermal/mechanical balance,peak/mean electrical power,electrical power network stability and pollution,37energy/power consumption,redundancy38and faults to failure39,40/health monitoring,41nonlinearity analysis42and parameter uncertainty identification,43vibration performance,44and force fighting45/motion synchronization.46

    Thus,this deficiency should be compensated by resorting to a model-based system engineering(MBSE)47,48approach(Fig.2 of Ref.49).The requirement,function,logical solution element,and physical element can be easily considered through a standardized model exchange or an open architectural cosimulation process.Although commercial simulation software is widely available,methodologies for model architecting are evidently lacking.Such a deficiency will eventually affect continuity among engineering activities,knowledge capitalization,and the multi-physical nature of actuation systems.Meanwhile,engineers typically fail to apply best practices to take full advantage of this new technology when they address crosslinks in terms of model development,sharing,integration,and capitalization.Accordingly,this study illustrates best practices by using Bond graph formalism50,51as the modeling language to develop EMA models that can be extensively used in MEA.

    The rest of this article is organized as follows.Section 2 presents system-level virtual prototyping methodology for EMAs.Power flows and multi-domain disciplines are presented,and current engineering activities and engineering requirements are addressed.In Section 3,replaceable component models(PDE,EM,and MPT)are developed with progressive levels of representativeness.The imperfections of technologies are progressively introduced as parasitic effects in advanced and behavioral models by starting with a functional model that considers only combined physical effects to perform a function.Section 4 illustrates the implementation processes of the proposed models in a causal simulation environment by providing an example of an aileron actuator system.Then,numerical analysis is performed in Section 5 to highlight the interest of various engineering activities.Finally,conclusions summarize the main achievements of this study and offer perspectives for further work.

    2.EHA system description

    This study deals with a typical direct-drive linear EMA,where the rotating nut of MPT is directly integrated as a part of the EM rotor.The elimination of the intermediate gear box provides the aforementioned EMA with a compact design.This‘in-line” EMA is more attractive than a geared EMA for aerospace applications because of weight reduction and easy geometric integration into the airframe.The schematic of this EMA is presented in Fig.3.This EMA can be developed for flight control and landing gear actuation applications.When applied to flight control,the load is regarded as the surface,which is driven according to pilot/autopilot commands and suffers from aerodynamic disturbances.

    Electric power is supplied by the electric power network of the aircraft.Power delivered to the driven load is measured by the PDE according to the command signal from the actuator controller.Electric power is transformed into mechanical power via a rotary EM,and then,mechanical power is transferred to the control surface via a nut-screw MPT.The control of such an EMA is typically based on three main electronic devices as follows.52

    (a)A flight control computer(FCC)ensures that the surface position corresponds to flight law commands.For monitoring purposes,the management of fault monitoring from the actuator is completed by the FCC.

    (b)The EMA actuator controller receives the EMA position order from the FCC and sensor information from the EMA;it then processes an associated control loop.In general,EMA control involves a rod position(outer loop),a speed loop(middle loop),and a motor current/torque inner loop,to fulfill performance and stability requirements.Actuator control electronics(ACE)internally generates the pulse width modulation(PWM)command for the PDE as an image of the torque reference.

    Fig.2 System-level modeling process and purpose.49

    Fig.3 Schematic structure of an EMA actuation system.

    (c)The PDE is integrated near the EM into the EMA.The modulated electric power forms the aircraft network to an EM.

    Virtual prototyping must be considered only as a through point supporting engineering,not as a final objective.A model is neither universal nor unique.It is developed for a given purpose with an appropriate complexity level.A model is a living object that evolves against need and experience feedback to the extent that it is capitalized.Ideally,a model should be dissociated from its numerical implementation.In many cases,however,this condition cannot be achieved for technological devices with behaviors that exhibit strong nonlinearities and discontinuities,which seriously impact model implementation.

    2.1.Modeling procedure

    The following questions were raised based on over three decades of experience in system-level virtual prototyping for industrial projects:

    (1)What form of engineering must be supported by the simulation of a model?In this manner,the modeling activity will address an appropriate system with a proper complexity level.

    (2)What will be the effects of the function under study?A product is generally designed by combining physical effects to achieve a desired function.

    (3)What imperfections may significantly alter the addressed performance?The performance of a product is assessed by considering parasitic effects that can never be completely avoided(e.g.,friction,inertia,and winding resistance).From an industrial point of view,the best model is never the most complex.Consequently,only parasitic effects which significantly affect the performance must be considered.

    (4)How are functional and major parasitic effects modeled?Knowledge models(from science)or representation models(from actual or virtual tests)are combined to model functional and dominant parasitic effects.

    (5)How is a model implemented in a(generally imposed)simulation tool?The model must be adapted to the solver of the simulation environment.Whenever possible,an option to reuse models/submodels from software libraries should be provided because these models/submodels are generally well-documented,proven,and numerically robust.

    2.2.Multidisciplinary effects

    The virtual prototyping of an EMA system requires multidisciplinary approaches for preliminary power sizing and performance evaluation,including an estimation of the mass and considerations of the geometric envelope and thermal behavior.Heat in an EMA is generated by different types of power loss(e.g.,conduction,switching,copper,iron,and friction),which are over dissipated toward the local environment.Unlike an HSA system where fluid power also exhibits a cooling effect,an EMA system is a thermally closed-circuit system.The aforementioned physical effects are always multi-domain cross-linked.The models must be balanced(energetically and mechanically)to assess coupled effects.Consequently,the use of Bond graph formalism is particularly interesting for model architecting.The disciplines involved in an EMA study in cross-linked multi domains are shown in Fig.4.

    Fig.4 Multidisciplinary domain coupling in an EMA.

    2.3.Performance requirements

    To increase the efficiency of model-based development,the virtual prototyping of an EMA should satisfy the following requirements53:

    (R1)Preliminary:The model shall enable the dynamic/static performance of EMA control design,even for component sizing;

    (R2)Generality:The model shall consist of generic submodels that can be reused for other modeling purposes;

    (R3)Realism:The model shall consider the key physical effects,which significantly affect the performance,at a system-level perspective;

    (R4)Balance:The model shall be energetically balanced.Efficiency and output power can be calculated by introducing power loss effects;

    (R5)Replaceability:The model shall have standard interfaces to ensure its replaceability in multi-level modeling;

    (R6)Faults:The model shall be considered as the response to faults;

    (R7)Causality:The model shall be developed to admit various causalities that are consistent with causal and acausal simulation environments.

    2.4.Model architecting

    In accordance with previous performance requirements,the system-level virtual prototyping of an EMA shall follow the system engineering process,and best practices and recommendations must be considered.To facilitate numerical implementation and avoid hard nonlinearities and discontinuous effects,parasitic effects that insignificantly affect the performance are neglected in some cases.As shown in Fig.5,considering physical effects to select the appropriate level of model complexity for model architecting is significant.The virtual prototyping of realism to physical effects has become a practice to work toward multiplicity of engineering requirements,such as natural dynamic analysis,thermal balance,power loss,closed-loop controlled performance,component sizing,weight/cost reduction,and response to faults.However,these forms of engineering require different accuracy levels.Model complexity(i.e.,the number of parameters/variables)affects the rapidity and robustness of simulations.

    3.Multi-level modelling

    Model development can be structured using an incremental approach according to requirements.54Model realism can be incremented in a top-down design,and subsystem models must be compatible with bottom-up virtual integration tests.EMA component models can be replaceable and balanced.Complexity is progressively increased regardless of whether each physical effect is considered.

    3.1.PDE and EM modeling

    The PDE and the EM are the key electric devices in an EMA.The PDE modulates the power transferred between the electric supply bus and the motor through the action of the motor’s winding voltage according to the switching signals sent to the power transistors.The EM performs electromechanical power conversion.The input voltage and current are functionally proportional to the torque and angular velocity,respectively,at the motor shaft.A high-performance permanent magnet synchronous motor(PMSM)is currently applied to an EMA to reduce the complexity of EMA control design.

    Fig.6 presents a typical structure of the bridge circuit of the PDE for driving the motor.An equivalent DC motor driven by a chopper that implements the H-bridge can be modeled.For detailed modeling,the PMSM driven by the inverter can be introduced to provide a realistic performance.In both models,the control signal is adapted to generate the duty cycle signal.

    Fig.5 Matrix of a model architecture considering engineering requirements and effects.

    Fig.6 Co-package structure of a PDE and an EM.

    3.1.1.Modeling levels

    An incremental modeling approach is used to progressively analyze the physical effects of the PDE and the EM.For model architecting,different modeling levels are suggested as a function of engineering requirements.Four generic levels of model package(the PDE and the EM)can be defined according to the different complexities of physical effects(Fig.7).The levels are organized from the simplest to the most complex,with the associated impacts on accuracy and simulation time cost.The reference torque signal is C*,the current loop is presented,and the current is detected by Bond graph element Df.

    3.1.2.Bond graph models of the PDE and the EM

    The physical principles acting on the PDE and the EM are multi-domain.These principles include electrical,magnetic,mechanical,and thermal.Technological imperfections(e.g.,power losses and rotor inertia)significantly influence the performance.In most chopper or inverter bridge circuits of the PDE,the basic commutation cell involves a solid-state switch,e.g.,an insulated gate bipolar transistor(IGBT),and a diode that provides freewheeling through an anti-parallel structure.Recent developments in wide band gap semiconductors and highly efficient motors will reduce losses.However,although power losses are minimal,they still significantly affect PDE sizing in the thermal aspect.Temperature affects the dynamic performance,service life,and reliability of the PDE and the EM.It also causes a snowball effect.

    Fig.7 Complexity modeling levels of a PDE and an EM.

    (1)Perfect Model

    As shown in Fig.8(a),the PDE functionally operates as a perfect and modulated power transformer(MTF)between the DC supply and the EM,which is driven by the current controller to generate a modulating effect of factor(α)as follows:

    The EM enables perfect power transformation between the electrical and rotational mechanical domains.The motor shaft torque(Cm)is equal to the motor electromagnetic torque(Cem).A power gyrator(GY)with a parameter of the motor torque constant(Km)is as follows:

    (2)Basic Model

    As shown in Fig.8(b),a simplified consideration of the power loss in the PDE,typically the efficiency parameter(η),is available in the datasheet of the product supplier.A resistance effect Rddcan be used to express the physical effect that causes voltage to drop(Udd)at the motor supply as

    The main source of power losses in the electric domain of the EM is copper loss(also called Joule loss),which can be modeled by the R element in a Bond graph.Power loss can be defined as a voltage drop(Uco)due to the winding resistance(Rw)to current.The winding inductance(Lw)produces an electrical storage(Uis)effect as follows:

    When the electric domain effect is considered,voltage supply at the motor level is given as follows:

    Rotor inertia and friction are important mechanical effects that affect the propagation of the electromagnetic torque to the motor shaft output.Torque balance is affected by the parasitic rotor inertial torque and friction torque(Cfm).This condition is expressed through the dynamics of the motor shaft as follows:

    (3)Advanced Model

    Fig.8 Multi-level Bond graph models of a PDE combined with an EM.

    As shown in Fig.8(c),additional details and realistic physical effects are considered in the PDE and the EM based on Bond graph formalism.Firstly,power losses in the PDE can be divided into three types:on-state conduction,off-state blocking(leakage),and turn-on/turn-off switching losses.In practice,leakage currents generated in off-state power are minor and can be neglected.

    Conduction losses occur during the on-state mode when an IGBT or a diode starts conducting and generates a voltage drop Ucd,which is a nonlinear function of the operating current(related to the load current)and the rate current of the IGBT or diode.In the PDE of an EMA,IGBTs or diodes always operate in the low-current range,which is a fairly ‘linear”region of their transfer characteristic,and thus a linear approximation can be used to express the ‘on-state” resistance Ron.Then Ucdby conduction losses can be expressed by zero-current forward threshold voltage Uthplus the voltage drop of Ronas

    A switching loss typically contributes to a significant proportion of the total power loss.It happens during transient‘‘turn-on”/‘turn-off” because an IGBT or a diode cannot switch instantaneously.During switching,a phase lag occurs between current and voltage.The power losses of switching cannot be neglected when the switching frequency is high(typically 10 kHz for aerospace EMAs).In practice,switching loss is regarded as current leak that is directly proportional to the switching frequency(fsw)as

    Iron loss in the EM is another important physical effect.The variation of flux density in the magnetic circuit of a motor causes iron loss.The magnetic field in the motor rotor rotates with the rotor at the same velocity.Then,minimal magnetic flux variation generates nearly no iron loss in the rotor.Thus,iron loss mainly occurs in the motor stator and can be typically divided as eddy current loss and hysteresis loss.

    Eddy current is generated by reversing the magnetic field in iron.This field induces a voltage that produces eddy currents due to the electrical resistance of iron.Magnetic quantities cannot be accessed during measurements;hence,the effect of eddy current is commonly expressed as an equivalent power loss that is reflected in the mechanical domain.The eddy current torque(Ced)can be modeled by the first member of the Steinmetz equation55as a function of the eddy current constant ked,namely,the magnetic flux density(Bm)and the angular velocity(ωm)as follows:

    Magnetic hysteresis occurs within ferromagnetic materials.The hysteresis effect happens between the remanence flux density B and the coercivity H(typical B/H curves),as shown in Fig.9.The area of hysteresis domains represents the work performed(per unit volume of material),i.e.,

    Another physical effect in the EM is the cogging torque(Ccg),which occurs in the magnetic domain.The variation in the air gap permeance of the stator teeth and slots above the magnets during rotor rotation generates a torque ripple,which is also known as the detent torque.The cogging torque can be described as a pure sign function of a nonlinear spring effect.The AC element in the Bond graph can be used,as shown in Fig.8(c).A system-level representation model for Ccgcan be expressed versus the rotor/stator relative angle θ.This model is parameterized by the number npof motor pole pairs and the cogging factor λ that is applied to the rated torque Cn,which is given by

    Fig.9 Examples of B/H curves with hysteresis loss.56

    Modeling the cogging effect may be important for two reasons.Firstly,the cogging torque can be used as a functional effect in certain actuation applications to avoid backdrivability.Secondly,cogging generates a torque ripple during operation,the frequency of which depends on the relative rotor/stator velocity.This condition may excite the natural dynamics of the EMA and its mechanical environment,thereby potentially leading to vibrations and noise emission.

    The power losses of the PDE and the EM generate heat and increase temperature in a closed volume.Electrical resistance is sensitive to the operating temperature,e.g.,the on-state resistance characteristics of IGBTs and diodes in the PDE and winding resistance in the EM.This condition will cause a snowball effect of power losses.However,the effect of temperature on electrical resistance is nonlinear and poorly documented in data sheets.In the absence of accurate data,a linear dependence is assumed for each type of resistance,related to the initial temperature(T0)and the operating temperature(T1)as

    Furthermore,an increase in temperature may decrease the performance of the magnets in the EM,which reduces the motor torque constant(Km).A Bond graph element(De)is used to modulate the generator(MGY)parameter(Km)in the Bond graph model shown in Fig.8(c).Similar to electrical resistance,this element may also be modeled as a linear dependency to temperature as follows:

    Motor friction highly depends on temperature.The modeling of this effect at the system level has been addressed in our previous work.57The effect of temperature on friction is poorly documented in supplier data sheets.

    (4)Behavioral Model

    As the flux density drops below the saturation point,the relationship between current and magnetic flux in ferromagnetic materials ceases to be linear;a given current generates less magnetic flux than expected.The EM torque constant is a function of the magnetic flux(ψ),and the look-up table approach can be used to identify the relation as follows:

    In addition,the inductance of motor windings(Lm)is affected by magnetic saturation.Thus,as shown in Fig.8(d),the EM torque constant is modulated by ψ and the operating temperature,and the winding inductance is also modulated by ψ.

    Previous models simplified the EM as an equivalent DC model,which is driven by a chopper-type PDE.This model considers a realistic three-phase PMSM motor,which is currently widely implemented in the aerospace industry.A typical structure when a three-phase PMSM is associated with a three-leg(leg A,leg B,leg C)inverter PDE is shown in Fig.6.The three legs of the PDE are driven by a field-oriented control(FOC)58strategy to generate the PWM voltage(V1to V6)applied to the motor phases.The Bond graph models of the inverter PDE and the three-phase PMSM are presented in Fig.8(d).The driven signals are elaborated by direct and inverse Park transformations,which link space vectors associated with the motor phases in a fixed motor frame(three-phase A,B,C)to a rotating frame(direct-quadrature transformation d-q)attached to the relative rotor/stator position(θ).Control signals are transformed into on/off states,which resort to the PWM,to drive the solid-state switches of the legs.

    When the constant power constraint coordinates are used,Park transformation(MTF),the actual three-phase motor current to the d-q coordinate current,and the MTF parameters are modulated by θ,which provides

    When Ohm’s law is applied to various phases in the PMSM,stator phases A,B,C tensions are then replaced by the d-q tension to give the following:

    The stator cyclic inductance and resistance of the d-q axis can be easily defined in the Bond graph.In a direct drivetype EMA,when a surface mount-type PMSM is integrated,and the relation between the inductance and resistance of the d/q axis is as follows:

    Thus,in the Bond graph model shown in Fig.8(d),the modulate gyrator parameter(β)of the motor’s d/q axis can be expressed as

    The motor stator current is given as

    To reduce copper loss in the motor,the torque angle(δ)is unchanged at 90°,and the direct axis current is zero.This strategy is most commonly used for surface PMSM control.It leaves only the torque or quadrature axis current in place.Thus,this strategy has constant direct axis flux linkages(ψ)to produce a constant motor torque,which is given by

    3.2.MPT modeling

    MPT is a key component in the virtual prototyping of an EMA.A rotary-to-linear power transformation is achieved using a nut-screw mechanism.This transformation aims to convert the torque and rotational velocity of the EM into force and linear speed to drive the flight control surface,as shown in Fig.10.

    Fig.10 Schematic of MPT(roller type nut-screw).38

    3.2.1.Topology decomposition

    MPT can be developed as an integrated model in which the nut-screw,bearings(cylinder pairs),joints(hinges),shaft,and end stop are considered at their power path.For the behavioral function,MPT can be regarded as having two functional types of motion on the same axis:rotation from the EM rotor and translation to the rod.The motions of the PDE and the EM can be ignored and simply studied.Topology models with the same sectional view of product geometric arrangement are proposed,as shown in Fig.11(left).This figure illustrates the proposed two-degree of freedom (2-DOF)architecture and the corresponding functional power flow through the MPT model based on Bond graph formalism.59As illustrated in Fig.11(right),it is suggested to use the generic component with four ports(① to④)to connect two different bodies.The generic sub-model is able to model the interactions between the four power bonds associated with body 1 and body 2,for rotational and translational motions.In order to ensure energy balance and energy conservation as they represent the energy exchange between subsystems,a fifth thermal port(⑤)is added to introduce the heat generation.In this MPT concept,modeling the thermal balance and functions of the anti-rotation rod and the rotor axial thrust bearing is interesting.In addition,for a simplified study of thermal behavior,the EMA housing and rod are assumed as thermal bodies that receive the heat generated by power losses from the EM and MPT subsystem and exchanges it with the environment.

    3.2.2.Bond graph models of MPT

    When the candidate locations of the generic effects on MPT are considered,the actual model involves a series of four effects from the motor to the surface:global inertia/mass,perfect nut-screw,friction loss,and compliance effects(which can represent backlash,preload,or pure compliance).In the proposed MPT architecture,friction loss and compliance effects are the most significant and can be modeled at different complexity levels(linear/nonlinear and continuous/discontinuous).Inertia and mass effects on MPT can either be neglected or modeled depending on the orders of the EM rotor and surface rotors.The effects of the bearings,joints,and end stop will not be explicitly modeled,but can be considered as a part of the MPT model.Consequently,the proposed generic MPT model involves four mechanical power ports(rotation and translation of the nut and screw).

    Fig.11 Mechanical and energy balance decomposition for MPT.

    (1)Perfect model

    MPT is firstly expressed as a perfect model without any parasitic effect.Friction,compliance,inertia,and relative motion are ignored.ATF element with causality in the Bond graph is shown in Fig.12(a).In the proposed causality,the nut-screw receives the torque(Cm)from the EM and transfers the amount of force(Fs)as an output to drive the surface.A perfect nut-screw model achieves a pure power transformation ratio(2π/l)as follows:

    where l is the screw pitch or lead.

    (2)Basic Model

    The main interest of a basic model lies in its linearity,which is useful for preliminary control design based on a linear control theory.At this level,three major parasites are introduced:nut-screw inertia(Jns),viscous friction loss(fe),and basic compliance effect including the contact elastic force(Fe)and the damping force(Fdm).The corresponding Bond graph model is shown in Fig.12(b),in which the proposed causalities use the same interfaces of the power and signal ports as those of the previous functional model.

    The inertia effect generates an inertial torque as follows:

    The friction effect generates a friction force.From the point of view of a control engineer,the simplest explanation is to describe friction loss as being proportional to the operating velocity,which is affected by a viscous coefficient(fvc)as follows:

    The compliance effect makes MPT compliant because of the elastic deformation of solids under mechanical stress,particularly at the contact locations.A simple compliance model consists of pure spring(ke)and damping(de)effects.The contact elastic force(Fe)and the damping force(Fdm)are typically considered linear functions of the relative displacement(xe)and the relative velocity(ve),respectively,as follows:

    (3)Advanced Model

    In advanced modeling,the nonlinear friction model(influences of velocity,load force,and temperature)is firstly upgraded to a modulated resistance(MRS)element in the Bond graph as it dissipates power.The nonlinear compliance model(pure spring,backlash,and preloading effects)is considered a modulated capacitance(MC)element.Then,the mechanical power losses of friction(Pf)and compliance damping(Pd)can be introduced through heat flows and connected to an additional thermal port.Consequently,temperature can be easily used as a time-variable input in the energy loss models.Lastly,the proposed MPT model architecture at this level involves a thermal port that is connected to the EMA thermal model.Heat generation can be regarded as an output to improve the thermal model for the EMA by maintaining energy balance in the entire system.Thus,temperature sensitivities in friction and compliance models(dilatation)can be modeled using a thermal port temperature variable.Fig.12(c)describes the Bond graph modeling of the advanced MPT model.Causalities are kept consistent with those of the two previous model levels.

    The mathematical expressions for the nonlinear effects of friction,compliance,and temperature sensitivity were presented in our previous work.57Confidence is improved in the current advanced level of MPT modeling,which is consistent with the energy balance point of view.

    Fig.12 Multi-level Bond graph model for MPT.

    (4)Behavioral Model

    To increase realism,studies on support motion and faults to failure should be considered.A behavioral model includes mechanical faults(e.g.,jamming and free-play)and parasitic motion(e.g.,relative displacement because of bearings and joints),as shown in Fig.12(d).

    (i)Mechanical Faults:The simulation of faults that may occur in MPT is of utmost importance when it aims to assess the fault-to-failure mechanism and the response to-failure mechanism of an actuation system that may involve faulty MPT.Two main faults are identified:jamming(no possible motion)and free-play(no force transmitted to the load).

    Jamming to failure:Numerous methods are currently proposed to provide EMA tolerance or resistance to jamming,such as in HSAs or EHAs.These methods either apply the redundancy concept,including several transmission paths to set a backup mode,or remove or decrease the number of gear mechanisms in EMAs.The development of direct-drive EMAs using roller screws is currently a hot issue.However,although it is lower in direct-drive EMAs,the risk of jamming remains an important source of potential hazard.The capability to assess the response of a system that involves an EMA(e.g.,flight controls of landing gears)to a jamming fault in the EMA through simulation is important during systems development.Jamming faults should also be simulated to assess the advantages of health monitoring features.

    In the proposed model,jamming can be triggered as a signal input to modulate the friction model parameters(MRS)to force stiction.This approach is preferred over introducing a piloted brake into the model for the following reasons:a brake does not exist physically,and increasing friction is consistent with modeling the progressive degradation of mechanical efficiency(e.g.,resulting from lack of lubrication).Consequently,jamming can be modeled by increasing the force in the friction model in response to a jamming signal,which can be calculated as follows:

    Free-play to failure:Free-play(or free-run)is another fault caused by mechanical rupture(or considerable increase in backlash).This fault is difficult to control with a high accuracy in a closed loop.The response of a system that involves an EMA to the effect of free-play is particularly important to fulfill safety requirements.Free-play can lead to flutter or shimmy,whereas excessive free-play can cause instability of the internal control loops(e.g.,EMA speed loop).These destabilizing effects are undesirable in aerospace applications.Many activities are focused on estimating and compensating the backlash effect in control strategies.

    In the proposed model,free-play can also be triggered using a signal input to change the parameters of MC.Preload can be progressively decreased,whereas backlash(xk0)can be progressively increased,by increasing the compliance parameter xkwhich is consequently altered according to the free-play signal(xfp)input as follows:

    (ii)Parasitic Motion:Power transformation does not operate purely between motor shaft rotation and rod translation.Strictly speaking,it is applied to the relative rotational speed between the nut and the screw(or vice versa)and the relative translational velocity between the screw and the nut(or vice versa).This process can be added to the model by considering the rotational and translational motions of the nut-screw support,namely,the anti-translation function of the MPT rotating part and the anti-rotation function of the MPT translating part.Consequently,two power interfaces(mechanical translational and rotational power bonds)are added to the Bond graph model.In this manner,imperfect bearings and joints(e.g.,reproducing their compliance and friction)can be considered,and the reaction torque(Ch)and force(Fh)can be accessed to perform antirotation and anti-translation functions(e.g.,within the EMA housing,airframe,or by the load itself).Therefore,the relative rotational velocity(ωnr)for nut/rotor and the relative linear velocity(vnr)for screw to surface are calculated(represented by a ‘0” junction in the Bond graph model).

    Support rotation:The relative rotational velocity between the rotor/nut and support bearings can be modeled as follows:

    Support translation:The relative translational velocity between the screw and support bearings is given by

    All the proposed features finally result in an MPT model with both energy balance and mechanical balance.This model is also the preliminary virtual prototype of a 2-DOF motion MPT that can connect bearing and joint support interfaces.Moreover,this behavioral model can be extended to prognostics and health monitoring studies of EMAs.

    4.Implementation of models

    The flight surface is subjected to aerodynamic action to illustrate the proposed component models.The subsequent developments of EMA models are based on a cascading multiloop control architecture.Gpis the function of the position controller,and Gvis the function of the velocity controller.The speed limitation (ωlim)and the torque limitation(Clim)are introduced for safety consideration,as shown in Fig.13.

    The driven load(e.g., flight control surface)is modeled by combining its inertial effect(equivalent mass)and the compliance of attachment to the EMA and the external load,e.g.,originating from aerodynamic forces.As shown in Fig.13,the proposed EMA model can be regarded as a separate package with multiple levels.These levels are independent and replaceable(the same input power/signal port from the controller and output power/signal port to the surface).Although causal choices have been made in the previous section,each architecture is adapted to both causal(AMESim)and noncausal(Dymola)simulation environments.The implementation of the different levels of the EMA model is detailed as follows.

    4.1.Preliminary control synthesis model

    The EMA model should be simple,low-order,and linear when focusing on system preliminary control design or functional simulation engineering activities.This situation indicates that the current loop,PDE,electromagnetic part of the EM,and nonlinear mechanical effect of MPT are neglected,as shown in Figs.9(a)and 12(b).At this simulation level,detailed dynamics,thermal effects,and electrical supply are not considered.The torque reference(C*)generated by the EMA controller is directly applied to the rotor shaft inertia as a perfect EM and as a torque source.By contrast,the parasitic inertia effect is not neglected because it is the main driver of the closed-loop performance.EM inertia and MPT inertia are merged into a single lumped inertia on which pure viscous friction is applied.EM power flows to a perfect MPT(nutscrew)and is transmitted to the load through a compliant airframe structure that is considered using a linear spring-damper model.The simple package model of PDE,EM,and MPT is shown in Fig.14.

    Fig.13 Model implementation areas in the EMA actuation system.

    Fig.14 Model for preliminary control synthesis.

    4.2.Development of the PDE model

    A perfect three-leg inverter can be selected and considered as a modulated power source to simplify sizing and control application activities in PDE.This method provides access to power drawn from the electrical power supply and develops the current loop of the three-phase EM.The EM model uses the standard model that introduces the resistance and inductance of the windings.At this level,PWM dynamics and power losses are not considered.Each leg is modeled as a voltage source that is modulated by the associated output of the reverse Park transformation;current feedback is modulated by the direct Park transformation and introduced into the current controller.58The associated model is shown in Fig.15.

    High-frequency dynamics,pollution of the DC supply,and high-frequency PWM switching shall be modeled when the focus is on power losses(e.g.,switching loss),and the expense of the simulation load shall be accepted.The proposed model reuses the standard library as much as possible and replaces the former perfect modulated power source.The PWM module is driven by the reverse Park transformation block and generates six-switching orders sent to power transistors.Each transistor(IGBT)model and diode model are also obtained from the standard library.They separately output conduction and switching losses.All losses are summed up to determine the overall PDE power losses that are sent to the thermal behavior port.These detailed changes are shown in Fig.16.

    4.3.Development of the EM model

    The standard three-phase EM model(PMSM)always considers copper loss and is already integrated into the current commercial simulation software library.However,this model does not include iron loss,cogging torque,magnetic saturation,or hysteresis effect.As shown in Fig.8(d),these effects must be considered when developing an advanced EM model.Thus,a subcomponent EM is designed with the same type of interfaces but with improved accuracy of the motor model(Fig.17),which can replace the standard motor model.This EM implements Eqs.(9)–(11)using standard blocks from the library for signals(functions of one variable)and for mechanics(e.g.,torque sum,friction,and sensors).A specific model is created to provide the speed sum that corresponds to the 0 junction in the Bond graph.

    4.4.Development of the MPT model

    In accordance with the Bond graph model in Fig.8(c),the basic model shown in Fig.14 of a perfect nut-screw with linear friction is replaced with the advanced model presented in Fig.18 or the behavioral model illustrated in Fig.19.

    Fig.15 Implementation of the advanced model that considers the three-phase current loop and controller.

    Fig.16 Implementation of the advanced inverter model for power loss and switching dynamics.

    In the advanced MPT model(Fig.18),the proposed friction model is implemented by making the friction force dependent on the transmitted force,temperature,and sliding velocity(force and velocity are captured through sensors models).This dependence can be defined either by parametric functions or by using look-up tables.The compliance model is implemented by moving to the ‘signal” world,thereby explicitly separating flow and effort variables through a standard AMESim model.A standard AMESim thermal power bond is then introduced,which collects power losses(friction model and structural damping of the compliance model)and inputs temperature into the friction(impact on the friction factor)and compliance(impact on backlash)models.

    The behavioral MPT model(Fig.19)is based on the Bond graph model in Fig.11.Jamming and free-play faults are optionally introduced via external signals that affect friction and compliance parameters,respectively.In addition,the relative rotational and translation positions between two mechanical components are available.Two mechanical ports associated with nut housing for anti-translation and with screw housing for anti-rotation can be explicitly introduced for connection with the bearings and joints for 2-DOF modeling to conduct a detailed study.

    5.Numerical investigation and analysis

    The previous sections have architected EMA component models using the incremental method.The present section presents the influences of multi-level models on simulated responses.The flight control surface is simply modeled as an equivalent translating mass(Ms)to which air load is applied.In addition,the anchorage of the EMA housing to the wing and the EMA rod to the load connection is assumed to be a single-structure compliance of a linear spring and damper.The parameters of the EMA controllers and driven load are listed in Table 1.

    Fig.17 Block diagram of the advanced model that considers the three-phase current loop and controller.

    Fig.18 Block diagram of the advanced MPT model.

    Fig.19 Implementation of the behavioral MPT model in AMESim.

    The parameters of the PDE and the EM are shown in Table 2,which are established based on our previously established knowledge.54The parameters of MPT are provided in Table 3,which can be found either in product datasheets60for inertia effect,from our former study52for friction effect,or assumed from engineering experience for compliance effect.In practice,this information is of prior interest for concurrent engineering and for performance sensitivity studies.

    The numerical simulation presented in this section is valid for simulating the position-controlled EMA of a commercialaircraft aileron under the same mission pro file,in which the multi-level PDE,EM,and MPT models are individually assessed in the time domain with a single closed-loop simulation.This simulation study can support various engineering requirements,such as control design,energy consumption or thermal balance,dynamic performance,power supply pollution,fault injection,and mechanical balance.

    Table 2 Parameters of the PDE and EM models.

    Table 3 Parameters of the MPT model.

    5.1.Interest for control design

    The performance requirements are expressed in terms of closed-loop stability,dynamics,and accuracy for both position pursuit and load rejection.A pilot step demand Xcfor the aileron position(10 mm at time t=0.1 s,6.6%full stroke)and an external aerodynamic force FL(10 kN at time t=1 s,65%rated output force)are applied to the following simulations.

    Friction is an important parasitic effect that influences the system performance.Fig.20 compares the load position simulated by different MPT models(i.e.,functional,basic,and advanced)that introduce different friction effects(linear or nonlinear).Both simulated responses are stable.Firstly,friction increases the damping of the EMA system and affects dynamic performances when compared with the perfect(no friction)model.Secondly,the perfect model considers in finite stiffness in MPT,whereas the basic and advanced models introduce realistic nut-screw compliance.The effects of compliance clearly reflect the load rejection performance by increasing load oscillations,particularly in the basic and advanced models.

    Fig.21 shows the electromagnetic torque of the motor versus time to highlight the differences among the MPT models.The motor torque/current is saturated longer when a more realistic friction model is considered.Significant differences in responses also occur at extremely low velocities.

    5.2.Interest of the PWM switching dynamics

    Fig.20 Comparison of dynamic performances.

    Fig.21 Comparison of torque sources power flow.

    PWM shall be modeled by increasing the simulation load when focusing on the high-frequency dynamics and pollution of the DC supply.The responses of the PWM switching and nons witching models are assessed based on the Bond graph models in Figs.15 and 16,respectively.

    EM phase voltage and current computed by the switching and non-switching models are compared in Figs.22 and 23,respectively.The non-switching models mean that switching dynamics are not computed and variables are the averages of the actual quantities during the switching period.The harmonics caused by the high-frequency switching dynamics can only be simulated in switching models.

    In Fig.22,PMSM phase-A voltages are simulated,and the switching model switches between fixed values at high frequency and presents the shape of the real phase voltage.With the non-switching model,only the average value can be observed,and it does not fit exactly the voltage objective,because semiconductor voltage drops cause a distortion effect.In Fig.23,PMSM phase-A currents are simulated,and the current of the switching model has noise at the switching frequency.The value of the non-switching model current is slightly higher,because the non-switching model does not take into account the phenomenon that the PWM introduces a delay of half of the switching period.

    In addition,the d-axis and q-axis currents under the fieldoriented control can be studied.As shown in Fig.24,for the PWM switching model,the q-axis dynamic current is nearly null at time 0.24 s because the surface achieves the peak overshoot of the load displacement and has a whistle stop.

    5.3.Interest of power consumption analysis

    When analysis is focused on the power losses and energy consumption of MPT at the system-level simulation of an EMA,the basic model fails to reproduce the contribution of friction,whereas the proposed advanced model for MPT enables mechanical designers to assess the impact for comparative analysis.Fig.25 shows the specific mission(Xcand FL)and the load position response(Xs).A trapezoidal position pro file is required at a maximum speed of 125 mm/s.The external force is increased from 0 N at time 0.1 s to 15 kN at time 1 s.

    As shown in Fig.26,when the final surface position is reached(no speed but high load),friction loss is null,and high-speed and high-addition loads exhibit the highest power losses.The MPT friction loss represents the highest source(70%)of total energy loss,which highlights the importance of developing an advanced friction model for MPT.This result is consistent with observations made in practice for various research projects.

    Fig.22 Comparison of the phase-A voltage in a standard PMSM.

    Fig.23 Comparison of the phase-A current in a standard PMSM.

    Fig.24 Comparison of the d/q axis current via FOC control.

    5.4.Interest for wear/aging and preloading

    Fig.25 Mission pro file for power consumption analysis.

    The following analysis illustrates the interest of the proposed models for wear/aging by increasing backlash and considering the preloading effect.Firstly,the proposed behavior models dynamically modify the transmission backlash by acting on parameter xk0to simulate the effect of wear versus service.This feature of the model is illustrated in Fig.27,where backlash is changed from null to 60 μm,and then to 0.3 mm.Backlash has a minimal effect when contacts are loaded in a single direction;hence,only the pursuit part of the EMA response is plotted.In the presence of a backlash,a nonlinear limit cycle occurs around the demanded rod position,thereby resulting in an unstable position control.

    Secondly,the preloading effect is simulated by the MPT behavioral model.The responses are shown in Fig.28,which introduces the following functions:null preload/backlash(xk0=0),backlash(xk0=0.3 mm),and then a preload of 3 kN(xk0=-0.06 mm).Backlash results in surface chattering and affects position accuracy.Preload eliminates this effect(but increases friction)on the surface and affects surface rapidity.

    5.5.Interest for faults to failure

    The EMA control methodology should be validated and verified in the presence of faults because of critical safety requirements.Thus,the simulation of faults to failure will facilitate real validation of experimental tests.One issue of faults to failure in an EMA is free-play.The response to a free-play fault can be simulated by setting the backlash with a value higher than twice the nut-screw stroke(i.e.,150 mm).In this manner,the mechanical link between the motor rotor and the load is nonexistent.An example of the simulation result is plotted in Fig.29 using the behavioral MPT model,in which free-play is initiated at time 0.2 s when a speed is fully established.The external load is null in this simulation.

    As shown in the Fig.29,rod displacement cannot follow the position demand and continues to move because of the kinetic energy stored in the rotor that is dissipated into heat by frictional effects.The motor speed becomes rapidly saturated because the controller increases the required torque in response to the wrong position.

    Jamming fault is another important issue in an EMA in the aspect of security.In the proposed behavioral MPT model,jamming can be simulated by increasing the friction force parameter(Fjm).

    Fig.26 Power consumption and loss analysis.

    Fig.27 Various backlash responses in the behavioral model.

    Fig.28 Wear/aging responses of backlash or preloading.

    Fig.30 shows the simulated surface position when jamming is forced by adding a Coulomb friction(50 kN)to four cases in which a jamming fault is triggered in a rising position(at time 0.18 s,black curve),in the overshoot domain(at time 0.24 s,red curve),in a steady position(at time 0.65 s,blue curve),and after the application of an aerodynamic load(at time 1.15 s,pink curve).The rod position is immediately locked as expected.Fig.31 presents the jamming case triggered at the rising position(at time 0.18 s).The huge magnitude of torque transmitted to the nut-screw is 4.5 times the rated torque due to the inertial effect of the motor rotor.The electromagnetic torque remains saturated on its side as position errors cease to evolve.

    Fig.29 Faults to failure caused by backlash.

    Fig.30 Faults to failure caused by jamming cases.

    Fig.31 Torque responses with/without jamming.

    6.Conclusions

    This study aims to present best practices in system-level modeling and simulation to develop EMA models in order to support virtual prototyping of MEA subsystems with a systemlevel perspective of MBSE design.The proposed approach is based on the use of a Bond graph to establish the structure of the model.In comparison with a block diagram approach,as usual for control design,the consideration on power flows and the use of the Bond graph formalism provides two main advantages.Firstly,it makes the model easier to structure,to link with reality,and to extend or detail versus designing needs,especially when various physical effects with multilevel details are considered.Secondly,it anticipates potential numerical issues(algebraic loops and derivations)by addressing causalities as early as possible.Although emerging simulation codes and commercial software admit non-causal models,our experience has shown that addressing causalities with care makes a model more robust and reduces the time spent to fix numerical issues.Progressive models have been implemented in a causal commercial simulation environment by using available standard libraries as far as possible.The main advantages of the proposed EMA models and their numerical implementations are as follows:

    (1)Distinction is clearly made among functional effect,parasitic effects(switching for power electronics,iron and copper losses for electric machines,inertia,friction,and compliance for mechanical transmission),and faults to failure(jamming and free-play).Functional,basic,advanced,and behavioral models have been developed based on the requirements of engineering tasks.These models intend to use object-oriented elements and interfaces from standard model libraries.

    (2)Each lumped-parameter model of an EMA component can be balanced,particularly the MPT models,at both energy and mechanical levels.Conduction and switching losses have been progressively introduced into the PDE.Copper and iron losses are considered in the EM,and the MPT models are reproduced by basic/linear and advanced friction models(that consider sensitivity to thetransmitted force,operation temperature,and motion velocity).The advanced compliance model considers component design and service issues to illustrate preloading and backlash effects.

    (3)Mechanical faults to failure have been considered for the development of the MPT models.The features of aging/wear and faults to failure(free-play and jamming)are modeled without increasing the complexity and dynamics of the models.These models can facilitate future activities related to the design of health and usage monitoring features of complete EMA actuation systems.

    The proposed best practices have proven to provide considerable bene fits for improving EMA virtual prototyping by saving time and re-using models for various engineering activities.These practices are ready to be integrated into realistic virtual MEA.

    Acknowledgments

    The authors would like to acknowledge the supports of the China Scholarship Council(CSC)and the National Natural Science Foundation of China(No.51275021and No.61327807).

    References

    1.Roboam X,Sareni B,Andrade AD.More electricity in the air:toward optimized electrical networks embedded in more-electrical aircraft.IEEE Ind Electron Mag 2012;6(4):6–17.

    2.Rémi L,Sébastien A.The Clean Sky technology evaluator:review and results of the environmental impact assessment at mission level.In:Proceedings of the 16th AIAA aviation technology,integration,and operations conference,2016 June 13–17.Washington,D.C.,USA;2016.

    3.Rosero JA,Ortega JA,Aldabas E,Romeral L.Moving towards a more electric aircraft.IEEE Aerosp Electron Syst 2007;22(3):3–9.

    4.Morioka N,Takeuchi M,Oyori H.Moving to an all-electric aircraft system.IHI Eng Rev 2014;47(1):33–9.

    5.Botten SL,Whitley CR,King AD.Flight control actuation technology for next-generation all-electric aircraft.Technol Rev 2000;8(2):55–68.

    6.Guerrier P,Zazynski T,Gilson E,Bowen C.Additive manufacturing for next generation actuation.In:Proceedings of the 7th international conference on recent advances in aerospace actuation systems and components;2016 March 16–18;Toulouse,France;2016.p.42–7.

    7.Shi Y,Wang YX,Cai ML,Zhang B,Zhu J.An aviation oxygen supply system based on a mechanical ventilation model.Chin J Aeronaut 2018;31(1):197–204.

    8.MaréJ-C,Fu J.Review on signal-by-wire and power-by-wire actuation for more electric aircraft.Chin J Aeronaut 2017;30(3):857–70.

    9.MaréJ-C.Aerospace actuators volume 2:signal and power by wire.1st ed.London:John Wiley&Sons,Inc.;2017.

    10.Van Den Bossche D.The evolution of the Airbus primary flight control actuation systems.Proceedings of the 3rd internationales fluidtechnis heskolloquium;2002 March 5–6;Aachen,Germany;2002.p.355–66.

    11.MaréJ-C.Aerospace actuators volume 1:Needs,reliability and hydraulic power solutions.1st ed.London:John Wiley&Sons,Inc.;2016.

    12.Van Den Bossche D.The A380 flight control electrohydrostatic actuators,achievements and lessons learnt.25th Congress of the International Council of the Aeronautical Sciences(ICAS);2006 September 3–8;Hamburg,Germany;2006.

    13.Todeschi M.Airbus-EMAs for flight controls actuation systemperspectives.Proceedings of the 4th international conference on recent advances in aerospace actuation systems and components;2010 May 5–7;Toulouse,France;2010.p.1–8.

    14.Todeschi M.A380 flight control actuation–lessons learned on EHAs design.Proceedings of the 3rd International conference on recent advances in aerospace actuation systems and components;2007 June 13–15;Toulouse,France;2007.p.21–26.

    15.Biedermann O,Bildstein M.Development,qualification and verification of the A380 spoiler EBHA.Proceedings of the 2nd international conference on recent advances in aerospace actuation systems and components;2004 November 24–26;Toulouse,France;2004.p.97–101.

    16.Kirchmann I,Rottach M,Schneider T.Application of EMA and EHA in aircraft systems.Proceedings of the 7th international conference on recent advances in aerospace actuation systems and components;2016 March 16–18;Toulouse,France;2016.p.10–4.

    17.Davidon W,Roizes J.Electro-hydrostatic Actuation System for aircraft landing gear actuation.Proceedings of the 5th international workshop on aircraft systems technologies;2015 Feb 24–25;Hamburg,Germany;2015.p.3–12.

    18.Ogoltsov I,Samsonovich S,Selivanov A,Alekseenkov A.New developments of electrically powered electro hydraulic and electromechanical actuators for the more electric aircraft.Proceedings of the 29th congress of the international council of the aeronautical sciences(ICAS);2014 Sep 7–12;St Petersburg,Russia;2014.

    19.Chevalier P-Y,Grac S,Liegeois P-Y.More electrical landing gear actuation systems.Proceedings of the 4th international conference on recent advances in aerospace actuation systems and components;2010 May 5–7;Toulouse,France;2010.p.9–16.

    20.Cao W,Mecrow BC,Atkinson GJ,Bennett JW,Atkinson DJ.Overview of electric motor technologies used for more electric aircraft(MEA).IEEE Trans Ind Electron 2012;59(9):3523–31.

    21.Todeschi M,Salas,F.Power electronics for the flight control actuators.In:Proceedings of the 7th international conference on recent advances in aerospace actuation systems and components;2016 March 16–18;Toulouse,France;2016.p.1–9.

    22.Bennett JW,Mecrow BC,Atkinson DJ,Atkinson GJ.Safety critical design of electromechanical actuation systems in commercial aircraft.IET Electr Power Appl 2009;5(1):37–47.

    23.Garcia A,Cusido J,Rosero J,Ortega J,Romeral L.Reliable electro-mechanical actuators in aircraft.IEEE Aerosp Electron Syst 2008;23(8):19–25.

    24.Bond graphs aided development of mechanical power transmission for aerospace electromechanical actuators.In:12th International conference on bond graph modeling and simulation;2016 July 24–27;Montreal;Canada;2016.p.221–8.

    25.Tursini M,Fabri G,Loggia ED,Villani M.Parallel positioning of twin EMAs for fault-tolerant flap applications.IEEE Conference on Electrical Systems for Aircraft,Railway and Ship Propulsion(ESARS);2012 October 16–18;Bologna,Italy;2012.p.1–6.

    26.Nordin M,Gutman P-O.Controlling mechanical systems with backlash-a survey.Automatica 2002;8(10):1633–49.

    27.Merzouki R,Cadiou JC.Estimation of backlash phenomenon in the electromechanical actuator.Control Eng Pract2005;13(8):973–83.

    28.Jones MH,Velinsky SA,Lasky TA.Dynamics of the planetary roller screw mechanism.J Mech Robot 2015;8(1):0145031.

    29.Abevi F,Daidie A,Chaussumier M,Sartor M.Static load distribution and axial stiffness in a planetary roller screw mechanism.J Mech Des 2016;138(1):01230101.

    30.Lemor PC.The roller screw,an efficient and reliable mechanical component of electromechanical actuators.In:Proceedings of the 31st inter society energy conversion engineering conference;1996 August 11–16;Washington DC,USA;1996.p.215–20.

    31.Abevi F,Daidie A,Chaussumier M,Orieux S.Static analysis of an inverted planetary roller screw mechanism.J Mech Robot 2016;8(4):04102001.

    32.Guo H,Xu J,Kuang X.A novel fault tolerant permanent magnet synchronous motor with improved optimal torque control for aerospace application.Chin J Aeronaut 2015;28(2):535–44.

    33.Fu X,Liu G,Ma S,Tong RL.A comprehensive contact analysis of planetary roller screw mechanism.J Mech Des 2017;139(1):01230201–1230211.

    34.Ma S,Liu G,Qiao G,Fu X.Thermo-mechanical model and thermal analysis of hollow cylinder planetary roller screw mechanism.Mech Based Des Struct Mech 2015;43(3):359–81.

    35.MaréJ-C.Best practices in system-level virtual prototyping application to mechanical transmission in electromechanical actuators.In:Proceedings of the 5th international workshop on aircraft system technologies.2015 February 24–25;Hamburg German;2015.p.75–84.

    36.Bertucci A,Mornacchi A,Jacazio G,Sorli M.A force control test rig for the dynamic characterization of helicopter primary flight control systems.Procedia Eng 2015;106:71–82.

    37.Empringham L,Kolar JW,Rodriguez J,Wheeler PW,Clare JC.Technological issues and industrial application of matrix inverters:a review.IEEE Trans Ind Electron 2013;60(10):4260–71.

    38.Cochoy O,Hanke S,Carl UB.Concepts for position and load control for hybrid actuation in primary flight controls.J Aerosp Sci Technol 2007;11(2–3):194–201.

    39.Wang S,Cui X,Shi J,Tomovic M,Jiao Z.Modeling of reliability and performance assessment of a dissimilar redundancy actuation system with failure monitoring.Chin J Aeronaut2016;29(3):799–813.

    40.Wang X,Wang S,Yang Z,Zhang C.Active fault-tolerant control strategy of large civil aircraft under elevator failures.Chin J Aeronaut 2015;28(6):1658–66.

    41.Todeschi M,Baxerres L.Airbus–health monitoring for the flight control EMAs 2014 status and perspectives.In:Proceedings of the 6th international conference on recent advances in aerospace actuation systems and components;2014 April 2–3;Toulouse,France;2014.p.74–83.

    42.Yao J,Jiao Z,Ma D.Extended-state-observer-based output feedback nonlinear robust control of hydraulic systems with backstepping.IEEE Trans Ind Electron 2014;61(11):6285–93.

    43.Yao J,Jiao Z,Ma D,Yan L.High-accuracy tracking control of hydraulic rotary actuators with modeling uncertainties.IEEEASME Trans Mechatron 2014;19(2):633–41.

    44.Sun W,Pan H,Gao H.Filter-based adaptive vibration control for active vehicle suspensions with electrohydraulic actuators.IEEE Trans Veh Technol 2016;65(6):4619–26.

    45.Wang L,MaréJ-C.A force equalization controller for active/active redundant actuation system involving servo-hydraulic and electro-mechanical technologies.Proc Inst Mech Eng Part G-J Aerosp Eng 2014;228(10):1768–87.

    46.Ur Rehman W,Wang S,Wang X,Fan L,Shah KA.Motion synchronization in a dual redundant HA/EHA system by using a hybrid integrated intelligent control design.Chin J Aeronaut 2016;29(3):789–98.

    47.International Council on Systems Engineering.Systems engineering handbook:a guide for system life cycle processes and activities.San Diego,CA,USA;2012.

    48.Kevin AR,Stephen E,Russell P,Dimitri M.Methodologies for modeling and simulation in model-based systems engineering tools.AIAA space conferences and exposition.2016 September 13–16;Long Beach,California;2016.

    49.Eigner M,Gilz T,Za firov R.Proposal for functional product description as part of a PLM solution in interdisciplinary product development.In:Proceedings of the 12th international design conference;2012 May 21–24,Dubrovnik,Croatia;2012.p.1667–76.

    50.Dauphin TG,Rahmani A,Sueur C.Bond graph aided design of controlled systems.Simul Model Pract Theory 1999;7(56):493–513.

    51.Borutzky W.Bond graph modelling and simulation of multidisciplinary systems-An introduction.Simul Model Pract Theory 2009;17(1):3–21.

    52.Fu J,MaréJ-C,Fu Y.Modelling and simulation of flight control electromechanical actuators with special focus on model architecting,multidisciplinary effects and power flows.Chin J Aeronaut 2017;30(1):47–65.

    53.MaréJ-C.Requirement-based system-level simulation of mechanical transmissions with special consideration of friction,backlash and preload.Simul Model Pract Theory 2016;2016(63):58–82.

    54.Fu J,MaréJ-C,Fu Y,Han X.Incremental modelling and simulation of power drive electronics and motor for flight control electromechanical actuators application.In:Proceedings of the IEEE international conference on mechatronics and automation.2015 August 2–5;Beijing,China;2015.p.1319–25.

    55.Gieras JF.Permanent magnet motor technology:design and applications.3rd ed.Boca Raton:CRC Press;2010.

    56.Kuphaldt TR.Lessons in electric circuits;Volume II.[cited 2006 Jan 18] [Online]. Available: <http://isc.dcc.ttu.ee/Public/Kuphaldt/AC/AC_13.html>.

    57.MaréJ-C.Friction modelling and simulation at system level considerations to load and temperature effects.Proc Inst Mech Eng Part I– J Syst Control Eng 2015;229(1):27–48.

    58.Krishnan R.Electric motor drives:modeling,analysis,and control.1st ed.New Jersey,USA:Prentice Hall Inc.;2001.

    59.MaréJ-C.2-D lumped parameters modelling of EMAs for advanced virtual prototyping.In:Proceedings of the 4th international conference on recent advances in aerospace actuation systems and components.2012 June 13–14;Toulouse,France;2012.p.122–7.

    60.Exlar.Exlar product catalog,GSX series integrated motor/actuator; 2014, Available from: <http://exlar.com/pdf/?pdf=/content/uploads/2014/09/GSX-Catalog-Section1.pdf>.

    久久久久久九九精品二区国产| 婷婷色av中文字幕| 亚洲四区av| 国产片特级美女逼逼视频| 国产精华一区二区三区| 久久韩国三级中文字幕| 嫩草影院入口| 色播亚洲综合网| 国产精品久久久久久av不卡| 美女内射精品一级片tv| 丰满少妇做爰视频| 老司机影院毛片| 色尼玛亚洲综合影院| 人妻系列 视频| 亚洲精品国产av成人精品| 中文字幕熟女人妻在线| 亚洲18禁久久av| 99九九线精品视频在线观看视频| 国产私拍福利视频在线观看| 日本wwww免费看| 长腿黑丝高跟| 色综合站精品国产| 噜噜噜噜噜久久久久久91| 深爱激情五月婷婷| 男女视频在线观看网站免费| 午夜福利在线观看吧| 午夜精品在线福利| 亚洲成人久久爱视频| 毛片女人毛片| 毛片女人毛片| 国产精华一区二区三区| 国产视频内射| 国产在视频线在精品| 国产伦在线观看视频一区| 国产av码专区亚洲av| 小说图片视频综合网站| 熟女电影av网| 在线观看av片永久免费下载| 久久这里只有精品中国| 欧美一区二区国产精品久久精品| 69人妻影院| 国产片特级美女逼逼视频| 国产视频内射| av在线老鸭窝| 美女被艹到高潮喷水动态| 国产在线男女| 亚洲成av人片在线播放无| 人妻制服诱惑在线中文字幕| 一个人看视频在线观看www免费| 国产毛片a区久久久久| 国产极品精品免费视频能看的| 1000部很黄的大片| 久久国产乱子免费精品| 草草在线视频免费看| 亚洲精品色激情综合| or卡值多少钱| 丝袜美腿在线中文| 美女cb高潮喷水在线观看| 熟女人妻精品中文字幕| 美女高潮的动态| 在线播放国产精品三级| 欧美+日韩+精品| 国产精品国产三级专区第一集| 九色成人免费人妻av| 久久国内精品自在自线图片| 99热精品在线国产| 亚洲精品,欧美精品| 91久久精品国产一区二区三区| 久久久久网色| 成人美女网站在线观看视频| 成人毛片60女人毛片免费| 免费不卡的大黄色大毛片视频在线观看 | 欧美成人午夜免费资源| 看十八女毛片水多多多| 久久久久精品久久久久真实原创| 丝袜美腿在线中文| 国产又黄又爽又无遮挡在线| 国内少妇人妻偷人精品xxx网站| 日本猛色少妇xxxxx猛交久久| 国产精品熟女久久久久浪| 最近最新中文字幕大全电影3| 国产老妇女一区| 99久久精品热视频| 久久国内精品自在自线图片| 久久久欧美国产精品| 在线观看av片永久免费下载| 免费大片18禁| 中文字幕制服av| 欧美不卡视频在线免费观看| 亚洲美女视频黄频| 嫩草影院入口| 国产av一区在线观看免费| av福利片在线观看| 高清av免费在线| 亚洲成人久久爱视频| 少妇的逼水好多| 神马国产精品三级电影在线观看| 久久99热这里只频精品6学生 | 麻豆久久精品国产亚洲av| 国产成年人精品一区二区| 成人无遮挡网站| 成人性生交大片免费视频hd| 三级毛片av免费| 欧美3d第一页| 免费观看精品视频网站| 国产探花极品一区二区| av福利片在线观看| 日韩av在线免费看完整版不卡| 日韩中字成人| 国产av不卡久久| 我要搜黄色片| 黑人高潮一二区| 久久精品影院6| 最近视频中文字幕2019在线8| 岛国在线免费视频观看| 国产淫片久久久久久久久| 色播亚洲综合网| 国产乱来视频区| 十八禁国产超污无遮挡网站| 又黄又爽又刺激的免费视频.| 中文字幕亚洲精品专区| 亚洲怡红院男人天堂| 成人国产麻豆网| 精品久久久久久久久av| 精品久久国产蜜桃| av视频在线观看入口| 久久久久网色| 中文字幕制服av| 精品国内亚洲2022精品成人| 久久久久国产网址| 22中文网久久字幕| 国产成人91sexporn| 综合色av麻豆| av卡一久久| 久久精品夜色国产| 日本三级黄在线观看| 久久久久免费精品人妻一区二区| 中文天堂在线官网| 观看美女的网站| 亚洲av电影不卡..在线观看| 成年女人看的毛片在线观看| 99九九线精品视频在线观看视频| 国产v大片淫在线免费观看| h日本视频在线播放| 免费电影在线观看免费观看| 热99re8久久精品国产| 中文资源天堂在线| 久久久久久久久大av| 免费观看的影片在线观看| 亚洲三级黄色毛片| 久久国产乱子免费精品| 国产精品久久视频播放| 国产精品电影一区二区三区| 久久精品国产自在天天线| 18禁在线无遮挡免费观看视频| 真实男女啪啪啪动态图| 午夜日本视频在线| 亚洲va在线va天堂va国产| 成人美女网站在线观看视频| 美女大奶头视频| 免费搜索国产男女视频| 秋霞伦理黄片| 国产精品av视频在线免费观看| videossex国产| 又黄又爽又刺激的免费视频.| 22中文网久久字幕| 亚洲高清免费不卡视频| 亚洲人成网站在线观看播放| 日韩制服骚丝袜av| 国产黄色视频一区二区在线观看 | 亚洲最大成人av| 老司机福利观看| 国产精品久久久久久久电影| 亚洲av电影在线观看一区二区三区 | 国产av不卡久久| 人妻系列 视频| 亚洲色图av天堂| 亚洲18禁久久av| 热99re8久久精品国产| 欧美激情久久久久久爽电影| 一边亲一边摸免费视频| 美女高潮的动态| 欧美最新免费一区二区三区| 中文字幕熟女人妻在线| 国产成人精品一,二区| 在线天堂最新版资源| 色综合亚洲欧美另类图片| 久久久精品94久久精品| 欧美日本亚洲视频在线播放| 久久精品影院6| 亚洲精品国产av成人精品| 男人狂女人下面高潮的视频| 免费一级毛片在线播放高清视频| 精品一区二区三区人妻视频| 日韩制服骚丝袜av| 女人十人毛片免费观看3o分钟| 国产亚洲一区二区精品| 可以在线观看毛片的网站| 国产精品一区二区三区四区免费观看| 纵有疾风起免费观看全集完整版 | 久久精品国产亚洲av天美| 波多野结衣巨乳人妻| 国产熟女欧美一区二区| 久久亚洲精品不卡| 国产精品久久久久久av不卡| 欧美成人精品欧美一级黄| 中文资源天堂在线| 日日啪夜夜撸| 国产一区二区亚洲精品在线观看| 免费观看的影片在线观看| 精品久久久久久久久久久久久| 国产精品乱码一区二三区的特点| 精品人妻视频免费看| 超碰av人人做人人爽久久| 三级国产精品片| 中国美白少妇内射xxxbb| 男女啪啪激烈高潮av片| 好男人视频免费观看在线| 精品国内亚洲2022精品成人| 日本wwww免费看| 非洲黑人性xxxx精品又粗又长| 三级经典国产精品| 久久久久久大精品| 又黄又爽又刺激的免费视频.| 国产亚洲5aaaaa淫片| 久久韩国三级中文字幕| 色5月婷婷丁香| 色噜噜av男人的天堂激情| 国产精品一区www在线观看| 国产探花极品一区二区| 成人特级av手机在线观看| 亚洲美女搞黄在线观看| 日韩一本色道免费dvd| 成人午夜高清在线视频| 午夜精品一区二区三区免费看| 欧美日本亚洲视频在线播放| 日本欧美国产在线视频| 亚洲经典国产精华液单| 99九九线精品视频在线观看视频| 国产淫语在线视频| 欧美bdsm另类| 狂野欧美白嫩少妇大欣赏| 欧美日韩综合久久久久久| 久久久精品欧美日韩精品| 99久久人妻综合| 91久久精品电影网| 一边摸一边抽搐一进一小说| www.av在线官网国产| 亚洲av成人av| 中文字幕制服av| 国产爱豆传媒在线观看| 嫩草影院入口| 日本熟妇午夜| 国产精品日韩av在线免费观看| 欧美极品一区二区三区四区| 日韩av在线免费看完整版不卡| 男女视频在线观看网站免费| 国产精品99久久久久久久久| 看非洲黑人一级黄片| 精品一区二区三区视频在线| 久久精品91蜜桃| 我要看日韩黄色一级片| 国产免费又黄又爽又色| 精品一区二区免费观看| 狂野欧美白嫩少妇大欣赏| 在线观看66精品国产| av在线天堂中文字幕| 国产在视频线在精品| 2021天堂中文幕一二区在线观| 在现免费观看毛片| 一级黄色大片毛片| 久久精品久久精品一区二区三区| 亚洲性久久影院| 美女黄网站色视频| 国产一级毛片在线| 国产精品综合久久久久久久免费| 免费观看的影片在线观看| 国产成人freesex在线| 色哟哟·www| 亚洲国产精品久久男人天堂| 黄片wwwwww| 51国产日韩欧美| 人体艺术视频欧美日本| 国产精品久久久久久av不卡| 少妇熟女aⅴ在线视频| 精品久久国产蜜桃| 午夜精品一区二区三区免费看| 最新中文字幕久久久久| 国产单亲对白刺激| 我的老师免费观看完整版| 色播亚洲综合网| 亚洲欧美成人精品一区二区| 有码 亚洲区| 十八禁国产超污无遮挡网站| 国产精品久久久久久精品电影| 日本黄色片子视频| 亚洲激情五月婷婷啪啪| 成人av在线播放网站| 三级男女做爰猛烈吃奶摸视频| 18禁在线播放成人免费| 18+在线观看网站| 高清av免费在线| 国产综合懂色| 我的女老师完整版在线观看| 高清毛片免费看| av播播在线观看一区| 日韩 亚洲 欧美在线| 亚洲中文字幕一区二区三区有码在线看| 亚洲aⅴ乱码一区二区在线播放| 久久久久免费精品人妻一区二区| 乱人视频在线观看| 国产亚洲精品av在线| 精品久久国产蜜桃| 国产伦精品一区二区三区四那| 日韩三级伦理在线观看| 国产亚洲av片在线观看秒播厂 | 国产精品久久久久久精品电影| 成人二区视频| 91aial.com中文字幕在线观看| 久99久视频精品免费| 三级经典国产精品| 免费搜索国产男女视频| 国产精品一区二区三区四区免费观看| 免费观看性生交大片5| 亚洲成av人片在线播放无| 99在线人妻在线中文字幕| 99久久成人亚洲精品观看| 久久99精品国语久久久| 国产亚洲一区二区精品| 日韩av在线免费看完整版不卡| 日本欧美国产在线视频| 麻豆久久精品国产亚洲av| 最近中文字幕高清免费大全6| 欧美变态另类bdsm刘玥| 久久久久久久久久黄片| 真实男女啪啪啪动态图| 一本—道久久a久久精品蜜桃钙片 精品乱码久久久久久99久播 | 色哟哟·www| 国产又黄又爽又无遮挡在线| 午夜a级毛片| 韩国高清视频一区二区三区| 日本与韩国留学比较| 免费黄色在线免费观看| 午夜福利高清视频| 免费黄色在线免费观看| 在线观看av片永久免费下载| 国产美女午夜福利| 91午夜精品亚洲一区二区三区| 亚洲国产色片| 人妻夜夜爽99麻豆av| 男插女下体视频免费在线播放| 亚洲色图av天堂| av视频在线观看入口| 日本熟妇午夜| 女人十人毛片免费观看3o分钟| 麻豆成人av视频| 青春草亚洲视频在线观看| 波多野结衣巨乳人妻| 九色成人免费人妻av| 99热精品在线国产| 精品久久久久久久久av| 国产欧美日韩精品一区二区| 一级毛片电影观看 | 国产一区亚洲一区在线观看| 国产一区有黄有色的免费视频 | 嫩草影院精品99| 欧美变态另类bdsm刘玥| 噜噜噜噜噜久久久久久91| 国产在线男女| 国产高清国产精品国产三级 | 日日摸夜夜添夜夜爱| 不卡视频在线观看欧美| 成人午夜高清在线视频| 看十八女毛片水多多多| 亚洲精品影视一区二区三区av| 久久精品国产亚洲av涩爱| 中国国产av一级| 成人午夜精彩视频在线观看| 中文字幕熟女人妻在线| 国产伦理片在线播放av一区| 观看美女的网站| 国产精品99久久久久久久久| 综合色丁香网| 岛国毛片在线播放| 亚洲高清免费不卡视频| 成人亚洲欧美一区二区av| 欧美xxxx黑人xx丫x性爽| 国内精品一区二区在线观看| 欧美zozozo另类| 少妇高潮的动态图| 99热这里只有是精品在线观看| 国产免费福利视频在线观看| 亚洲最大成人av| 精品久久久久久久久久久久久| 日韩亚洲欧美综合| 精品久久久噜噜| 日产精品乱码卡一卡2卡三| 丰满少妇做爰视频| 99热精品在线国产| 精华霜和精华液先用哪个| 国产老妇伦熟女老妇高清| 久久亚洲国产成人精品v| 亚洲欧洲国产日韩| 精品无人区乱码1区二区| av福利片在线观看| 99在线人妻在线中文字幕| 欧美成人精品欧美一级黄| 欧美精品一区二区大全| 99久久无色码亚洲精品果冻| 久久久久久久久中文| 色吧在线观看| 又爽又黄无遮挡网站| 亚洲中文字幕一区二区三区有码在线看| 国产精品女同一区二区软件| 国产高清三级在线| 欧美日韩在线观看h| 在线免费十八禁| 国产高清不卡午夜福利| 日韩成人av中文字幕在线观看| 久久精品国产亚洲av涩爱| 国产亚洲最大av| 欧美日本视频| 在线观看美女被高潮喷水网站| 九草在线视频观看| 能在线免费看毛片的网站| 国产午夜福利久久久久久| 日韩高清综合在线| 国产av码专区亚洲av| 一本—道久久a久久精品蜜桃钙片 精品乱码久久久久久99久播 | 日产精品乱码卡一卡2卡三| 秋霞在线观看毛片| 欧美一区二区精品小视频在线| 亚洲人与动物交配视频| 免费看a级黄色片| 久久草成人影院| 男女下面进入的视频免费午夜| 九九爱精品视频在线观看| 美女国产视频在线观看| 黄色欧美视频在线观看| 日本猛色少妇xxxxx猛交久久| 在线播放无遮挡| 国产黄色小视频在线观看| 日韩国内少妇激情av| 国产高清有码在线观看视频| 三级经典国产精品| 中文乱码字字幕精品一区二区三区 | 日韩av在线免费看完整版不卡| av女优亚洲男人天堂| 国产免费一级a男人的天堂| 国产午夜精品久久久久久一区二区三区| 国产中年淑女户外野战色| 2022亚洲国产成人精品| 99热这里只有是精品在线观看| 亚洲乱码一区二区免费版| a级毛色黄片| 欧美日韩在线观看h| 中文字幕免费在线视频6| 99热网站在线观看| 亚洲天堂国产精品一区在线| 亚洲18禁久久av| 成人欧美大片| 久久久久久大精品| 麻豆成人av视频| 91在线精品国自产拍蜜月| 波野结衣二区三区在线| 亚洲综合精品二区| 麻豆久久精品国产亚洲av| 国产黄色视频一区二区在线观看 | av黄色大香蕉| 国产精品人妻久久久影院| 18+在线观看网站| 欧美zozozo另类| 免费观看在线日韩| 免费在线观看成人毛片| eeuss影院久久| 国产亚洲av片在线观看秒播厂 | 长腿黑丝高跟| 赤兔流量卡办理| 天美传媒精品一区二区| 99久久九九国产精品国产免费| 毛片女人毛片| 久久99精品国语久久久| 99久久人妻综合| 九色成人免费人妻av| kizo精华| 听说在线观看完整版免费高清| 午夜视频国产福利| 亚洲精品日韩av片在线观看| av又黄又爽大尺度在线免费看 | 欧美日本视频| 亚洲国产欧美人成| 看片在线看免费视频| 国产亚洲午夜精品一区二区久久 | 国语对白做爰xxxⅹ性视频网站| 99热精品在线国产| 亚洲欧美成人综合另类久久久 | ponron亚洲| 六月丁香七月| 大香蕉久久网| 免费搜索国产男女视频| 国产精品1区2区在线观看.| 99九九线精品视频在线观看视频| 内射极品少妇av片p| 日本免费a在线| 国产精品99久久久久久久久| av视频在线观看入口| 国产精品国产高清国产av| 91久久精品国产一区二区成人| 三级经典国产精品| 国产高清有码在线观看视频| 国产探花极品一区二区| 久久精品久久精品一区二区三区| 黄色配什么色好看| 97热精品久久久久久| 精品熟女少妇av免费看| 日本欧美国产在线视频| 成年女人看的毛片在线观看| 麻豆成人午夜福利视频| 午夜福利高清视频| 亚洲国产色片| 91午夜精品亚洲一区二区三区| 国产中年淑女户外野战色| 国产av在哪里看| 啦啦啦啦在线视频资源| 91久久精品电影网| 三级毛片av免费| 亚洲真实伦在线观看| a级毛色黄片| av在线观看视频网站免费| 久久久久网色| 国产免费福利视频在线观看| 99久久精品国产国产毛片| 黄色日韩在线| 亚洲五月天丁香| 精品不卡国产一区二区三区| 美女内射精品一级片tv| 精品不卡国产一区二区三区| 午夜免费激情av| 大话2 男鬼变身卡| 在线免费十八禁| 国产熟女欧美一区二区| 亚洲四区av| 国产精品一区二区性色av| 国产精品一区www在线观看| 国内少妇人妻偷人精品xxx网站| 最近的中文字幕免费完整| 日产精品乱码卡一卡2卡三| 免费看av在线观看网站| 免费观看a级毛片全部| 一卡2卡三卡四卡精品乱码亚洲| 99久久精品热视频| 国产 一区 欧美 日韩| 国产精品国产三级国产av玫瑰| 亚洲人成网站高清观看| 国产男人的电影天堂91| 国产淫语在线视频| 97在线视频观看| kizo精华| 日韩成人av中文字幕在线观看| 色综合色国产| 日本wwww免费看| 男女国产视频网站| 亚洲av成人精品一区久久| 中文精品一卡2卡3卡4更新| 国产综合懂色| 日日撸夜夜添| 欧美极品一区二区三区四区| 日韩中字成人| 高清毛片免费看| 97超视频在线观看视频| 午夜精品一区二区三区免费看| 色综合站精品国产| 国产成人一区二区在线| 99九九线精品视频在线观看视频| 亚洲国产日韩欧美精品在线观看| 久久精品久久精品一区二区三区| 国产精品1区2区在线观看.| 欧美变态另类bdsm刘玥| 看十八女毛片水多多多| 丰满少妇做爰视频| h日本视频在线播放| 91在线精品国自产拍蜜月| 男的添女的下面高潮视频| 别揉我奶头 嗯啊视频| 欧美性感艳星| 大话2 男鬼变身卡| 中文欧美无线码| 99热精品在线国产| 一区二区三区免费毛片| 免费看a级黄色片| 国产69精品久久久久777片| 中文欧美无线码| 18禁动态无遮挡网站| 国产成人免费观看mmmm| 99热6这里只有精品| 成人毛片60女人毛片免费| 亚洲五月天丁香| 亚洲成人精品中文字幕电影| 啦啦啦观看免费观看视频高清| 天天躁日日操中文字幕| av在线观看视频网站免费| 欧美97在线视频| 91久久精品国产一区二区成人| .国产精品久久| 欧美3d第一页| 国产亚洲午夜精品一区二区久久 | 天天躁日日操中文字幕| 日产精品乱码卡一卡2卡三| 最近最新中文字幕大全电影3| 亚洲内射少妇av| 久久久久久久久久久免费av| 99热全是精品| 国产国拍精品亚洲av在线观看| 亚洲av成人精品一区久久| 国产高清国产精品国产三级 |