Aero-engine multi-loop integrated control method and system

Abstract

The present invention discloses a multi-loop integrated control method for an aero-engine, which comprehensively manages the requirements of engine steady-state control, limiting protection control, and acceleration and deceleration control, outputs integrated control instructions that simultaneously meet various requirements, and achieves multi-loop control targets through one control loop, thereby avoiding the complex structure of the traditional Min-Max selection method and the interference problem in the switching of multiple control loops, and improving the performance of the control system. Its applicable objects include but are not limited to turbofan engines, turboshaft engines, variable cycle engines, turbine-based ramjet combination engines, etc. The present invention also discloses a multi-loop integrated control system for an aero-engine. Compared with the prior art, the present invention can greatly simplify the control system structure and controller design work while ensuring safe and reliable control of the aero-engine.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and in particular to an aeroengine control method. Background Art

[0002] The main functions of the engine control system include steady-state control, transition state control and limit protection control. Therefore, the engine control system has multiple corresponding control loops, and multiple control loops are usually designed separately and integrated through the Min-Max selection method. Figure 1 A typical single-input single-output engine control system structure based on Min-Max selection is given. The steady-state loop controls the high-pressure rotor speed n 2 , n 2r The acceleration / deceleration controller is based on the fan inlet total temperature T 2 , high pressure rotor speed n 2 , compressor outlet total pressure P 3 Accelerate the oil supply flow rate W based on the converted oil-gas ratio facc And deceleration oil flow W fdec Calculation. The safety limit circuit includes: compressor outlet total pressure P 3 , low pressure rotor speed n 1 , Turbine outlet total temperature T 46 The maximum limit of the compressor outlet total pressure P 3 The minimum value limit of Figure 1 It can be seen that the engine control system includes multiple control loops, and the controllers of each loop need to be designed separately, which is a large workload. There are many closed-loop control system loops, and the high and low selection switching between the control loops may cause output jump phenomenon, affecting the performance and safety of the engine. In order to simplify the control system structure, model predictive control (MPC) has received widespread attention. It integrates acceleration and deceleration control and limit protection control into the steady-state control loop through constrained optimization, and achieves multiple control objectives by optimizing the input that meets the constraints. However, the optimization process is affected by the accuracy and real-time performance of the prediction model and the accuracy and real-time performance of the optimization algorithm. The overall computational workload is large. Therefore, some scholars have reduced the computational workload by reducing the dimension of the optimization control sequence, but it still cannot meet the requirements of the current airborne equipment, so the Min-Max selection method is still widely used in aviation engine control systems.

[0003] Recently, some scholars have combined output prediction and optimization methods to obtain control instructions that do not exceed safety limits through online optimization. However, the existence of optimization also increases the computational workload, which is not conducive to practical application, and does not solve the comprehensive problems of acceleration and deceleration control and the main control loop. In addition, the current acceleration and deceleration control also mostly adopts an open-loop control method based on the conversion of oil-gas ratio, which has weak adaptability to changes in engine performance.

[0004] In summary, there is an urgent need for a multi-loop integrated control solution for aircraft engines that is simple in structure and easy to design. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a multi-loop integrated control method for an aircraft engine, which can greatly simplify the control system structure and controller design work while ensuring safe and reliable control of the aircraft engine.

[0006] The technical solution proposed by the present invention is as follows:

[0007] An aircraft engine multi-loop integrated control method comprises the following steps:

[0008] Step 1: obtaining a first speed control instruction of the aircraft engine according to a steady-state control plan of the aircraft engine; obtaining a rotor acceleration control instruction of the aircraft engine during acceleration and deceleration according to an acceleration and deceleration control plan of the aircraft engine, and obtaining a second speed control instruction of the aircraft engine by integrating the command; obtaining a predicted value of each restricted variable by using a prediction model established in advance for each restricted variable of the aircraft engine;

[0009] Step 2, modifying the first speed control instruction as follows: determining whether the predicted values ​​of the restricted quantities exceed the safety range, if so, replacing the first speed control instruction with the first speed control instruction at the previous moment; otherwise, keeping the first speed control instruction unchanged;

[0010] Step 3, performing Min-Max selection on the first speed control instruction and the second speed control instruction according to the current acceleration and deceleration working state of the aircraft engine, and obtaining a comprehensive speed control instruction: if the current aircraft engine is in the acceleration working state, the minimum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; otherwise, the maximum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction;

[0011] Step 4: Using the integrated speed control command as input, perform closed-loop steady-state control on the aircraft engine.

[0012] Preferably, the prediction model is as follows:

[0013]

[0014]

[0015] Among them, y lim,i represents the i-th restricted quantity, y r(t) represents the first speed control command at time t, the top mark “^” represents the predicted value, the top mark “~” represents the predicted model input value, and n a and n b are the output and input orders of the prediction model, n a ≥n b ≥1, min{} means taking the minimum value, ε i (t-1) is the prediction error at the previous moment.

[0016] Preferably, the acceleration / deceleration control plan is optimized at different heights based on control requirements during the acceleration / deceleration process.

[0017] Furthermore, the input of the closed-loop steady-state control also includes a thrust command of the aircraft engine.

[0018] Preferably, the steady-state controller of the closed-loop steady-state control is designed using an augmented LQR method.

[0019] Preferably, the acceleration / deceleration working state of the current aircraft engine is determined according to the change of the corrected first rotation speed instruction.

[0020] Based on the same inventive concept, the following technical solutions can also be obtained:

[0021] An aircraft engine multi-loop integrated control system, comprising:

[0022] The instruction generation and prediction module is used to obtain a first speed control instruction of the aircraft engine according to a steady-state control plan of the aircraft engine; obtain a rotor acceleration control instruction of the aircraft engine during acceleration and deceleration according to an acceleration and deceleration control plan of the aircraft engine, and obtain a second speed control instruction of the aircraft engine by integrating the instruction; obtain a predicted value of each restricted quantity of the aircraft engine by using a prediction model established in advance for each restricted quantity of the aircraft engine;

[0023] The speed command correction module is used to correct the first speed control command as follows: determine whether the predicted values ​​of each limited amount exceed the safety range, if so, replace the first speed control command with the first speed control command at the previous moment; otherwise, keep the first speed control command unchanged;

[0024] A Min-Max selection module is used to perform Min-Max selection on the first speed control instruction and the second speed control instruction according to the current acceleration and deceleration working state of the aircraft engine to obtain a comprehensive speed control instruction: if the current aircraft engine is in an acceleration working state, the minimum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; otherwise, the maximum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction;

[0025] The steady-state controller is used to perform closed-loop steady-state control on the aircraft engine using the integrated speed control command as input.

[0026] Preferably, the prediction model is as follows:

[0027]

[0028]

[0029] Among them, y lim,i represents the i-th restricted quantity, y r (t) represents the first speed control command at time t, the top mark “^” represents the predicted value, the top mark “~” represents the predicted model input value, and n a and n b are the output and input orders of the prediction model, n a ≥n b ≥1, min{} means taking the minimum value, ε i (t-1) is the prediction error at the previous moment.

[0030] Preferably, the acceleration / deceleration control plan is optimized at different heights based on control requirements during the acceleration / deceleration process.

[0031] Furthermore, the input of the steady-state controller also includes the thrust of the aircraft engine.

[0032] Preferably, the steady-state controller is designed using an augmented LQR method.

[0033] Preferably, the acceleration / deceleration working state of the current aircraft engine is determined according to the change of the corrected first rotation speed instruction.

[0034] Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0035] 1) The control system has a simple structure, and only a steady-state controller needs to be designed: the present invention integrates the steady-state control, limiting protection control and acceleration / deceleration control requirements into a steady-state control loop instruction through comprehensive instruction management. Only a steady-state controller needs to be designed to execute the integrated speed control instruction, thereby simplifying the control system structure;

[0036] 2) Predicting over-limit and implementing limit protection based on command reset: The present invention uses a limited quantity prediction model to predict the over-limit phenomenon that may occur in the engine at a future time. Once the limit is exceeded, the control command is reset to the control command when the limit is not exceeded, thereby avoiding the occurrence of the over-limit phenomenon;

[0037] 3) Only the control instructions are adjusted, and the control system has good stability: The present invention obtains a comprehensive instruction signal that meets the requirements of each control loop through comprehensive instruction management. There is no need to switch between the control loops, and it will not be affected by the stability problems caused by the switching, thereby improving the safety of the control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Select a multi-loop integrated control system structure for a typical Min-Max;

[0039] Figure 2 is the prediction effect of the limited quantity prediction model in the specific embodiment at time t+3;

[0040] Figure 3 A schematic diagram of the structure of a specific example of the aircraft engine multi-loop integrated control system proposed by the present invention;

[0041] Figure 4 It is the simulation result of the control system of the present invention in a specific embodiment at H=0km, Ma=0.

[0042] Figure 5 It is the simulation result of the control system of the present invention at H=3km, Ma=0.3 of a specific embodiment. DETAILED DESCRIPTION

[0043] In view of the shortcomings of the prior art, the solution of the present invention is to comprehensively manage the needs of engine steady-state control, limit protection control and acceleration and deceleration control, output comprehensive control instructions that meet various needs at the same time, and achieve multi-loop control targets through one control loop. It can avoid the complex structure of the traditional Min-Max selection method and the interference problem in the switching of multiple control loops, and improve the performance of the control system. Its applicable objects include but are not limited to turbofan engines, turboshaft engines, variable cycle engines, turbine-based ramjet combination engines, etc.

[0044] The aircraft engine multi-loop integrated control method proposed by the present invention comprises the following steps:

[0045] Step 1: obtaining a first speed control instruction of the aircraft engine according to a steady-state control plan of the aircraft engine; obtaining a rotor acceleration control instruction of the aircraft engine during acceleration and deceleration according to an acceleration and deceleration control plan of the aircraft engine, and obtaining a second speed control instruction of the aircraft engine by integrating the command; obtaining a predicted value of each restricted variable by using a prediction model established in advance for each restricted variable of the aircraft engine;

[0046] Step 2, modifying the first speed control instruction as follows: determining whether the predicted values ​​of the restricted quantities exceed the safety range, if so, replacing the first speed control instruction with the first speed control instruction at the previous moment; otherwise, keeping the first speed control instruction unchanged;

[0047] Step 3, performing Min-Max selection on the first speed control instruction and the second speed control instruction according to the current acceleration and deceleration working state of the aircraft engine, and obtaining a comprehensive speed control instruction: if the current aircraft engine is in the acceleration working state, the minimum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; otherwise, the maximum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction;

[0048] Step 4: Using the integrated speed control command as input, perform closed-loop steady-state control on the aircraft engine.

[0049] Preferably, the prediction model is as follows:

[0050]

[0051]

[0052] Among them, y lim,i represents the i-th restricted quantity, y r (t) represents the first speed control command at time t, the top mark “^” represents the predicted value, the top mark “~” represents the predicted model input value, and n a and n b are the output and input orders of the prediction model, n a ≥n b ≥1, min{} means taking the minimum value, ε i (t-1) is the prediction error at the previous moment.

[0053] Preferably, the acceleration / deceleration control plan is optimized at different heights based on control requirements during the acceleration / deceleration process.

[0054] Furthermore, the input of the closed-loop steady-state control also includes a thrust command of the aircraft engine.

[0055] Preferably, the steady-state controller of the closed-loop steady-state control is designed using an augmented LQR method. Preferably, the acceleration and deceleration working state of the current aircraft engine is determined according to the change of the first speed instruction after correction.

[0056] To facilitate public understanding, the following takes a certain type of dual-shaft mixed exhaust afterburner turbofan engine as an example and combines the process of establishing a control system to explain the technical solution of the present invention in detail:

[0057] First, determine the steady-state controlled variable of the turbofan engine under study as the low-pressure rotor speed n 1 , its steady-state control command n 1r The low-pressure rotor acceleration control command is calculated by the interpolation function of the flight altitude H, Mach number Ma, and throttle lever angle PLA. Through high interpolation calculation, the safety limit includes the high pressure speed n 2 , compressor outlet total pressure P 3 , low pressure turbine outlet total temperature T 46 :

[0058] n 1r (t)=f(H(t),Ma(t),PLA(t)) (1)

[0059]

[0060] where n 1r The control plan is given during the engine design process. The control plan is optimized at different altitudes based on the control requirements during acceleration and deceleration. Flag is the acceleration and deceleration control flag. When flag = 1, interpolation is performed according to the acceleration control plan table. When flag = -1, interpolation is performed according to the deceleration control plan table. The flight altitude range of the turbofan engine studied in this embodiment is 0 to 15 km. The acceleration and deceleration process is optimized. The control plan is shown in Table 1.

[0061] Table 1 Control Plan

[0062]

[0063] For each safety limit, an output prediction model is established to predict the output of the limited quantity. The established prediction model has the following form:

[0064]

[0065] Among them, the subscript "r" represents the control command, the top script "^" represents the predicted value, and n a and n b are the output and input orders of the prediction model, n a ≥n b ≥1, n 1 、n 2 is the low-pressure and high-pressure rotor speed, P 3 is the total pressure at the compressor outlet, T 46 is the total temperature at turbine outlet.

[0066]

[0067] When predicting the output at time t+k based on the current input, the input variables that have not yet obtained the measured value at time t are replaced by the predicted value, and the t+k predicted value is:

[0068]

[0069] in,

[0070]

[0071] The twin-rotor turbofan engine is studied. Considering the dynamics of the actuator and the accuracy and complexity of the model, a third-order system is selected to describe its dynamic model. Therefore, in this embodiment, n a =n b =3.

[0072] In the ground working state, based on the closed-loop mathematical model of the engine component level, the linearized mathematical model of the safety limit is established by the small disturbance method, and the dynamic model output error compensation is considered. Formula (3) can be rewritten as follows:

[0073]

[0074] Among them, the subscript a ij 、b ij ,i=1,2,3,j=1,2,3 are the prediction model parameters.

[0075] Under the current input, the output of the predicted safety limit at step t+3 is:

[0076]

[0077]

[0078] In the high speed working state that is easy to enter the maximum value limit, a model is established with the goal of minimizing the output error predicted by the model at step t+3, and the cost function is defined as

[0079]

[0080] The nonlinear least squares method is used to solve equation (9) and obtain the optimal model parameters {a 11 ,a 12 ,a 13 ,b 11 ,b 12 ,b 13 ,a 21 ,a 22 ,a 23 ,b 21 ,b 22 ,b 23 ,a 31 ,a32 ,a 33 ,b 31 ,b 32 ,b 33}.

[0081] Working at high speed (n 1 =98%) as an example, the comparison between the prediction model output and the engine component level model output is shown in Figure 2 As shown, where n 2 The prediction error is the smallest, and n 2 and P 3 The maximum prediction error of T is within 0.1%; 46 The prediction error is relatively large, and the maximum error is within 0.5%. It can be seen that the accuracy of the established prediction model meets the requirements.

[0082] In particular, considering the nonlinearity of the engine, for the output prediction of other working points in the flight envelope, the working parameters are first transformed to the ground state through similarity transformation, the output is predicted based on the prediction model of the ground state, and then the predicted value is similarly transformed back to the actual working point as the predicted value of the current working point. The similarity transformation calculation method is as follows:

[0083]

[0084] Where T 2 Represents the total temperature at the fan inlet. The subscript "0" represents the ground operating point parameters, and the subscript "1" represents the parameters of other operating points within the envelope.

[0085] Based on the output of the limit prediction model, it is judged whether the safety limit will be exceeded. The control system is subject to n 2 , P 3 , T 46 The maximum permissible value limit, P 3 If any of the limited quantities exceeds the safety limit, the control command will be reset to the command at time t-1, and the over-limit judgment process is:

[0086]

[0087] The subscript "max" represents the maximum allowable value, the subscript "min" represents the minimum allowable value, the symbol "|" represents a logical OR operation, and in this embodiment, k=3.

[0088] According to the speed control command n 1r , judge the acceleration / deceleration working state at time t (t>1), and set the initial working state flag flag(1) = 0, then:

[0089]

[0090] Initial working state flag=0, once the speed control command n 1r The engine enters the acceleration and deceleration process. When flag = 1, it means that the control system enters the acceleration process. Before switching to the deceleration control, flag = 1, that is, the dynamic response process with unchanged instructions belongs to the acceleration process. When flag = -1, it means that the control system enters the deceleration process, and its dynamic response process has flag = -1 until the speed instruction increases. Compared with the traditional method of judging the acceleration and deceleration process by speed, the speed instruction is used to judge, which avoids the misjudgment of the acceleration and deceleration process caused by dynamic overshoot.

[0091] The control command for low-pressure rotor acceleration is calculated using equation (2): By integrating Converted into speed control command n 1d , the discretized integral expression becomes:

[0092]

[0093] Where T represents the integration step size.

[0094] The converted speed control command n 1d , predict the speed control command n that does not exceed the limit 1r Perform Min-Max selection to obtain the integrated speed control command n 1rI :

[0095]

[0096] It can be seen from formula (14) that during the acceleration process, the minimum value of the control instruction is selected, and during the deceleration process, the maximum value is selected, so that the control instruction meets the acceleration and deceleration control requirements.

[0097] Design the controller of the steady-state control loop, with the integrated speed control command n 1rI Provide closed-loop input and build a closed-loop control system.

[0098] This embodiment uses the augmented LQR method with simple control structure and strong robustness to design the steady-state controller of the steady-state control loop. Since the turbofan engine has developed into a multi-variable control system, a dual-variable closed-loop control structure is used to design the steady-state control. In addition to the low-pressure rotor speed, the controlled variable also has the thrust F. The final structure of the aircraft engine multi-loop integrated control system is as follows: Figure 3 As shown in Figure 1, the thrust control command is also obtained by interpolating the altitude, Mach number, and throttle lever angle. Figure 1As shown in the traditional single-variable control system, the closed-loop circuit of the dual-variable control system only includes the speed control circuit and the thrust control circuit. Neither the acceleration and deceleration control nor the limiting protection control requires the design of controllers. There is no switching between the control circuits, thus avoiding the performance impact and stability problems caused by circuit switching.

[0099] Assume that the engine state variable model including the actuator is:

[0100]

[0101] In the formula, x = [n 1 n 2 W f A 8 ] T , u=[W fr A 8r ] T , y=[n 1 F] T , n 1 is the low pressure rotor speed, W f is the fuel flow rate, A 8 is the tail nozzle throat area, W fr is the fuel flow command, A 8r is the tail nozzle throat area instruction, A, B, C are the state variable model parameter matrices.

[0102] To achieve robust tracking, the tracking error e of the output y is augmented into a state variable, e = [n 1rI -n 1 F r -F] T , F r is the thrust command. Then the augmented state variable is The augmented controller design object is:

[0103]

[0104] In the formula,

[0105] Design an LQR state regulator for equation (16) so that t→∞, In this way, the tracking error in steady state is zero.

[0106] Get state feedback control:

[0107]

[0108] Integrating equation (16), we get the control quantity:

[0109]

[0110] At the ground working point (H = 0km, Ma = 0), the controller parameters are optimized based on the differential evolution algorithm, so that the closed-loop system output tracks the inertia link output with a time constant of 0.5, and the optimal ALQR controller parameters are obtained. K e , as shown in Table 2.

[0111] Table 2 ALQR controller parameters

[0112]

[0113] In order to verify the technical effect of the technical solution of the present invention, system simulation verification is carried out at H = 0km, Ma = 0; H = 3km, Ma = 0.3, and the integration step is T = 0.02s. The whole simulation process simulates the operation process of PLA increasing from 30° to 70°. The simulation results are as follows: Figure 4 and 5 shown.

[0114] from Figure 4 It can be seen that at H = 0km, Ma = 0, there is no steady-state error in the thrust and low-pressure rotor speed responses, the adjustment time is about 2.6s, the thrust has an overshoot of about 0.2%, and the low-pressure rotor speed has no overshoot, which meets the control requirements. Figure 5 It can be seen that at H = 3km, Ma = 0.3, there is no steady-state error in the thrust and low-pressure rotor speed responses, the adjustment time is about 3s, and there is no overshoot in the thrust and low-pressure rotor speed, which meets the control requirements. From the simulation results, the control method of the present invention enables the engine to work stably and quickly.

Claims

1. A multi-loop integrated control method for an aircraft engine, characterized in that: The following steps are involved: Step 1: obtaining a first speed control instruction of the aircraft engine according to a steady-state control plan of the aircraft engine; obtaining a rotor acceleration control instruction of the aircraft engine during acceleration and deceleration according to an acceleration and deceleration control plan of the aircraft engine, and obtaining a second speed control instruction of the aircraft engine by integrating the instruction; obtaining a predicted value of each restricted quantity of the aircraft engine by using a prediction model established in advance for each restricted quantity of the aircraft engine; the prediction model is specifically as follows: Among them, y lim,i represents the i-th restricted quantity, y r (t) represents the first speed control command at time t, the top mark "^" represents the predicted value, the top mark "~" represents the predicted model input value, and n a and n b are the output and input orders of the prediction model, n a ≥n b ≥1, min{} means taking the minimum value, ε i (t-1) is the prediction error at the previous moment; Step 2, modifying the first speed control instruction as follows: determining whether the predicted values ​​of the restricted quantities exceed the safety range, if so, replacing the first speed control instruction with the first speed control instruction at the previous moment; otherwise, keeping the first speed control instruction unchanged; Step 3, performing Min-Max selection on the first speed control instruction and the second speed control instruction according to the current acceleration and deceleration working state of the aircraft engine, and obtaining a comprehensive speed control instruction: if the current aircraft engine is in the acceleration working state, the minimum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; otherwise, the maximum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; Step 4: Using the integrated speed control command as input, perform closed-loop steady-state control on the aircraft engine.

2. The aircraft engine multi-loop integrated control method according to claim 1, characterized in that: The acceleration / deceleration control plan is optimized at different heights based on the control requirements during the acceleration / deceleration process.

3. The aircraft engine multi-loop integrated control method according to claim 1, characterized in that: The input of the closed-loop steady-state control also includes the thrust command of the aircraft engine.

4. The aircraft engine multi-loop integrated control method according to claim 1, characterized in that: The steady-state controller of the closed-loop steady-state control is designed using the augmented LQR method.

5. The aircraft engine multi-loop integrated control method according to claim 1, characterized in that: The current acceleration and deceleration working state of the aircraft engine is determined according to the change of the corrected first speed instruction.

6. An aircraft engine multi-loop integrated control system, characterized in that: include: The instruction generation and prediction module is used to obtain a first speed control instruction of the aircraft engine according to a steady-state control plan of the aircraft engine; obtain a rotor acceleration control instruction of the aircraft engine during acceleration and deceleration according to an acceleration and deceleration control plan of the aircraft engine, and obtain a second speed control instruction of the aircraft engine by integrating the instruction; obtain a predicted value of each restricted quantity of the aircraft engine by using a prediction model established in advance for each restricted quantity of the aircraft engine; the prediction model is specifically as follows: Among them, y lim,i represents the i-th restricted quantity, y r (t) represents the first speed control command at time t, the top mark "^" represents the predicted value, the top mark "~" represents the predicted model input value, and n a and n b are the output and input orders of the prediction model, n a ≥n b ≥1, min{} means taking the minimum value, ε i (t-1) is the prediction error at the previous moment; The speed command correction module is used to correct the first speed control command as follows: determine whether the predicted values ​​of each limited amount exceed the safety range, if so, replace the first speed control command with the first speed control command at the previous moment; otherwise, keep the first speed control command unchanged; A Min-Max selection module is used to perform Min-Max selection on the first speed control instruction and the second speed control instruction according to the current acceleration and deceleration working state of the aircraft engine to obtain a comprehensive speed control instruction: if the current aircraft engine is in an acceleration working state, the minimum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; otherwise, the maximum value of the first speed control instruction and the second speed control instruction is used as the comprehensive speed control instruction; The steady-state controller is used to perform closed-loop steady-state control of the aircraft engine using the integrated speed control command as input.

7. The aircraft engine multi-loop integrated control system as claimed in claim 6, characterized in that: The acceleration / deceleration control plan is optimized at different heights based on the control requirements during the acceleration / deceleration process.

8. The aircraft engine multi-loop integrated control system as claimed in claim 6, characterized in that: The input of the steady-state controller also includes the thrust of the aircraft engine.

9. The aircraft engine multi-loop integrated control system as claimed in claim 6, characterized in that: The steady-state controller is designed using the augmented LQR method.

10. The aircraft engine multi-loop integrated control system as claimed in claim 6, characterized in that: The current acceleration and deceleration working state of the aircraft engine is determined according to the change of the corrected first speed instruction.

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