A method and device for judging surge faults based on the compressor outlet pressure

Abstract

This application belongs to the field of engine control technology, and particularly relates to a method and device for judging surge faults based on the pressure at the compressor outlet. The method includes step S1: setting a surge sensor fault flag and initializing it to 0; step S2: counting the number of surge fuel cut-offs after the surge sensor gives a surge signal; step S3: when the number of surge fuel cut-offs reaches the nth time, determining whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold; step S4: when the throttle lever angle and the high-pressure corrected speed are less than the threshold, performing a first timing; step S5: if there is a time period during which the high-pressure speed rise rate is greater than 0.5 and the pressure drop rate of the compressor outlet pressure is always greater than the pressure lower limit during this time period, setting the surge sensor fault flag to 1. This application can effectively solve the problem of insufficient engine thrust caused by continuous false alarms of the surge signaler.

Description

Technical Field

[0001] This application belongs to the technical field of engine control, and particularly relates to a method and device for judging surge faults based on the pressure at the compressor outlet. Background Art

[0002] Generally, in order to identify the occurrence of surges in aeroengines, a surge signaler is used for judgment. However, since the surge signaler itself and the detection circuit cannot be detected for their own quality, there is a probability of continuous misjudgment of the occurrence of surges.

[0003] Currently, using a surge signal to detect whether aeroengine surges occur can accurately identify real surges to a certain extent. However, there are also problems such as sensor failures or detection circuit failures, resulting in continuous misjudgment of surges. When there is continuous misjudgment of surges, the engine controller always performs surge elimination and fuel cut-off, causing the engine thrust to continuously decrease, unable to maintain the flight state, presenting usage risks, and in severe cases, it may even lead to plane crashes and fatalities. Summary of the Invention

[0004] To solve one of the above problems, this application provides a method and device for judging surge faults based on the pressure at the compressor outlet, which can further assist in surge control based on the pressure at the compressor outlet and avoid usage risks caused by continuous misjudgment of aeroengine surge signalers.

[0005] The first aspect of this application provides a method for judging surge faults based on the pressure at the compressor outlet, mainly including:

[0006] Step S1: Set a surge sensor fault flag and initialize it to 0. When the surge sensor fault flag is 1, it indicates a surge sensor fault; when the surge sensor fault flag is 0, it indicates that the surge sensor is not faulty.

[0007] Step S2: Count the number of surge fuel cut-offs after the surge sensor gives a surge signal.

[0008] Step S3: When the number of fuel cut-offs within a given time period is greater than or equal to n times, and when the number of surge fuel cut-offs reaches the nth time, determine whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold, where n is the surge fuel cut-off times threshold.

[0009] Step S4: When the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold, start the first timing. After the fuel supply program ends and resumes after the nth surge fuel cut-off, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate within the set time period.

[0010] Step S5: If there is a time period during which the high-pressure speed increase rate is greater than 0.5 and the pressure drop rate at the compressor outlet is always greater than the lower pressure limit during this time period, set the surge sensor fault flag to 1.

[0011] Preferably, in step S5, the lower pressure limit refers to the minimum value of the pressure drop rate at the compressor outlet at each high-pressure corrected speed during the normal acceleration process of the engine.

[0012] Preferably, after step S5, it further includes:

[0013] Step S6: When the number of surge fuel cuts reaches the (n + 1)-th time, determine again whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold, where n is the surge fuel cut number threshold;

[0014] Step S7: When the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold, perform a second timing. Starting from the end of the fuel supply program restoration after the (n + 1)-th surge fuel cut, continuously monitor the high-pressure speed increase rate and the pressure drop rate at the compressor outlet within the set time period;

[0015] Step S8: If there is a time period during which the high-pressure speed increase rate is greater than 0.5 and the pressure drop rate at the compressor outlet is always greater than the lower pressure limit during this time period, maintain the surge sensor fault flag as 1, otherwise set the surge sensor fault flag to 0.

[0016] Preferably, after step S8, it further includes:

[0017] Step S9: Determine whether the surge sensor fault flag needs to be reset. If the surge sensor fault flag is reset to 0, or after the (n + 1)-th surge fuel cut and the end of the fuel supply program restoration, continue for the set time period and then set both the number of surge fuel cuts and the two timings to 0.

[0018] Preferably, in step S9, determining whether the surge sensor fault flag needs to be reset includes:

[0019] When any one of the four conditions of the controller powering off and then on, or the anti-surge switch disconnecting and then reconnecting, or the engine being in the initial state or the stop state, or the exhaust gas temperature reaching the threshold is satisfied, reset the surge sensor fault flag to 0.

[0020] The second aspect of the present application provides a device for judging surge faults based on the pressure at the compressor outlet, mainly including:

[0021] A fault identification initialization module is used to set the surge sensor fault identification and initialize it to 0. When the surge sensor fault identification is 1, it indicates that the surge sensor has a fault. When the surge sensor fault identification is 0, it indicates that the surge sensor has no fault.

[0022] A frequency statistics module is used to count the number of times of surge fuel cut-off after the surge sensor gives a surge signal.

[0023] A first throttle lever parameter identification module is used to determine whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold when the number of times of fuel cut-off within a given time period is greater than or equal to n times and the number of times of surge fuel cut-off reaches the nth time, where n is the surge fuel cut-off frequency threshold.

[0024] A first timing module is used to perform first timing when the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold. Starting from the end of the fuel supply program restoration after the nth surge fuel cut-off, within the set time period, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate.

[0025] A first fault identification modification module is used to set the surge sensor fault identification to 1 if there is a time period in which the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit within this time period.

[0026] Preferably, the pressure lower limit refers to the minimum value of the compressor outlet pressure drop rate at each high-pressure corrected speed during the normal acceleration process of the engine.

[0027] Preferably, the control device further includes:

[0028] A second throttle lever parameter identification module is used to determine again whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold when the number of times of surge fuel cut-off reaches the (n + 1)th time, where n is the surge fuel cut-off frequency threshold.

[0029] A second timing module is used to perform second timing when the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold. Starting from the end of the fuel supply program restoration after the (n + 1)th surge fuel cut-off, within the set time period, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate.

[0030] A second fault identification modification module is used to maintain the surge sensor fault identification as 1 if there is a time period in which the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit within this time period, otherwise set the surge sensor fault identification to 0.

[0031] Preferably, the control device further includes:

[0032] A counting and timing reset module, configured to determine whether the surge sensor fault flag needs to be reset. If the surge sensor fault flag is reset to 0, or after the (n + 1)-th surge fuel cut-off and after the fuel supply recovery program ends, and after continuing for the set time period, both the surge fuel cut-off count and the two timings are set to 0.

[0033] Preferably, the counting and timing reset module includes:

[0034] A surge sensor fault flag reset unit, configured to reset the surge sensor fault flag to 0 when any one of the following four conditions is met: when the controller is powered off and then powered on, or when the anti-surge switch is disconnected and then reconnected, or when the engine is in the initial state or the stop state, or when the exhaust temperature reaches the threshold.

[0035] The key point of this application lies in how to effectively identify whether the engine actually has a surge, and ensure timely handling during an actual surge; when there is continuous misjudgment, timely terminate the surge elimination fuel cut-off to prevent insufficient engine thrust.

[0036] This application can effectively solve the problem of insufficient engine thrust caused by the continuous false alarm of "surge" by the surge signaler and continuous fuel cut-off by the controller, reducing the usage risk for users. Description of the Drawings

[0037] Figure 1 It is a flowchart of a preferred embodiment of the method for judging surge faults based on the compressor outlet pressure in this application. Detailed Embodiments

[0038] To make the purpose, technical solutions, and advantages of the implementation of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the drawings in the embodiments of this application. In the drawings, the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions from beginning to end. The described embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to explain this application and should not be construed as limiting this application. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the drawings.

[0039] The stall of a fan / compressor is divided into progressive stall and abrupt stall. In progressive stall, the pressure ratio gradually decreases after the stall starts, while abrupt stall has the discontinuous characteristic of a sudden drop in the pressure ratio. After the stall occurs, it will cause the outlet pressure of the compressor to decrease and there will be periodic oscillation fluctuations with a relatively high frequency and a relatively low amplitude. If it deteriorates further, periodic oscillation fluctuations with a relatively low frequency and a relatively high amplitude may occur, that is, the surge phenomenon.

[0040] Generally, the frequency range of surge is 5 - 30 Hz. The sampling frequency of the test system is required to be at least 10 - 60 Hz. However, the sampling periods of existing test systems are generally less than 40 Hz, and they cannot fully identify surges of all frequencies. Therefore, measuring parameters through the control system can only be used as an auxiliary judgment, and its priority needs to be lower than that of the surge signaler.

[0041] After a surge occurs, the outlet pressure P of the compressor 31 will show an obvious drop. During the normal acceleration process, P 31 will increase monotonically. Therefore, in this application, by judging whether there is an abnormal drop in P 31 during the acceleration process, it is determined whether the engine has actually experienced a surge.

[0042] The first aspect of this application provides a method for judging surge faults based on the outlet pressure of the compressor, as Figure 1 shown, mainly including:

[0043] Step S1: Set the surge sensor fault flag and initialize it to 0. When the surge sensor fault flag is 1, it indicates that the surge sensor is faulty. When the surge sensor fault flag is 0, it indicates that the surge sensor is not faulty.

[0044] Step S2: Count the number of times of surge fuel cut-off after the surge sensor gives a surge signal.

[0045] It should be noted that in order to handle the engine surge problem as early as possible, after the surge signaler determines a surge, regardless of whether it is a misjudgment or not, n times of anti-surge fuel cut-off are performed to prevent delaying the treatment opportunity of "true surge". Therefore, during the execution of this step, the engine actually receives the surge signal given by the surge signaler and makes a fuel cut-off response.

[0046] Step S3: When the number of times of fuel cut-off within a given time period is greater than or equal to n times, and when the number of times of surge fuel cut-off reaches the nth time, determine whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold, where n is the surge fuel cut-off number threshold.

[0047] In this step, the given time is t surge , and in order to prevent misjudgment, set t surgeWithin seconds, if the "surge" fuel cut-off occurs greater than or equal to n times, then the logical judgment is entered.

[0048] Step S4: When the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold, start the first timing. After the nth surge fuel cut-off and the resumption of the fuel supply program ends, within the set time period t 1 seconds, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate.

[0049] In this step, in order to avoid misjudgment caused by the swing of the compressor variable stator vane switching and the afterburner turning on / off in the intermediate and above states, and considering that after a surge, it is required to pull down to the idle state, this method is limited to when the throttle lever PLA is less than PLA1° (the throttle lever angle to exit the intermediate state) and the high-pressure corrected speed n 31 < n 2r <n 2r_Fmin (n 2r_Fmin is the n corresponding to the minimum thrust state that can maintain flight 2r ) and then it takes effect.

[0050] In addition, it should be noted that during the deceleration process, since the rate of decrease of ΔP 31dot is already very large, it is difficult to distinguish it from the abnormal decrease rate of P 31 during a real surge. Therefore, in the logic, within t 1 seconds after the surge elimination and the resumption of fuel supply and the end, when the speed rise rate n dot > 0.5, perform an auxiliary judgment of P 31 (to ensure that the judgment process is an acceleration process).

[0051] Step S5: If there is a time period in which the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit during this time period, then set the surge sensor fault flag to 1.

[0052] In this embodiment, when there is a high-pressure speed rise rate greater than 0.5 and the compressor outlet pressure drop rate has not decreased all the time, it proves that the sensor is not faulty and there is no need to set the surge sensor fault flag to 1. On the contrary, as described in step S5, during this time period, if the compressor outlet pressure drop rate has dropped (decreased below the normal value, represented by f(n 2r ), then it is considered that the sensor has failed and the surge sensor fault flag is set to 1. In addition, it should be noted that if during the entire process within t 1 seconds, n dot > 0.5 is not satisfied, then it can be considered that ΔP 31dot < f(n 2r) ) has been satisfied, and the sensor is in a normal state and there is no need to set the surge sensor fault flag to 1.

[0053] In some alternative embodiments, in step S5, the lower pressure limit refers to the minimum value of the pressure drop rate at the compressor outlet at each high-pressure converted speed during the normal acceleration process of the engine. That is, f(n 2r ) is the ΔP 2r at each n 31dot during the normal acceleration process of the engine, and the minimum value.

[0054] In some alternative embodiments, after step S5, it further includes:

[0055] Step S6: When the surge fuel cut-off count reaches the (n + 1)-th time, determine again whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure converted speed is less than the high-pressure converted speed threshold, where n is the surge fuel cut-off count threshold;

[0056] Step S7: When the throttle lever angle is less than the throttle lever angle threshold and the high-pressure converted speed is less than the high-pressure converted speed threshold, perform a second timing. Starting from the end of the fuel supply program resumption after the (n + 1)-th surge fuel cut-off, continuously monitor the high-pressure speed rise rate and the pressure drop rate at the compressor outlet within a set time period;

[0057] Step S8: If there is a time period in which the high-pressure speed rise rate is greater than 0.5 and the pressure drop rate at the compressor outlet is always greater than the lower pressure limit during this time period, maintain the surge sensor fault flag as 1; otherwise, set the surge sensor fault flag to 0.

[0058] It can be understood that steps S6 - S8 are basically the same as steps S3 - S5. By making judgments for both the n-th and (n + 1)-th times, the surge sensor fault flag is set to 1 only when both meet the judgment conditions.

[0059] In some alternative embodiments, after step S8, it further includes:

[0060] Step S9: Determine whether the surge sensor fault flag needs to be reset. If the surge sensor fault flag is reset to 0, or after the (n + 1)-th surge fuel cut-off and the end of the fuel supply program resumption, continue for the set time period and then set both the surge fuel cut-off count and the two timings to 0.

[0061] In some alternative embodiments, in step S9, determining whether the surge sensor fault flag needs to be reset includes:

[0062] When any one of the four conditions is met, namely when the controller is powered off and then on again, or the anti-surge switch is disconnected and then reconnected, or the engine is in the initial state or the stop state, or the exhaust temperature reaches the threshold, reset the surge sensor fault flag to 0.

[0063] In this embodiment, for the exhaust gas temperature to reach the threshold value, the threshold value here is the control planned value minus ΔT6 (this value is slightly greater than the maximum value of the idle speed state of this type of engine).

[0064] The second aspect of the present application provides a device for judging surge faults based on the compressor outlet pressure corresponding to the above method, mainly including:

[0065] A fault identification initialization module, configured to set a surge sensor fault identification and initialize it to 0, where when the surge sensor fault identification is 1, it indicates that the surge sensor is faulty, and when the surge sensor fault identification is 0, it indicates that the surge sensor is not faulty;

[0066] A number statistics module, configured to count the number of surge fuel cut-off times after the surge sensor gives a surge signal;

[0067] A first throttle lever parameter identification module, configured to determine whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure converted speed is less than the high-pressure converted speed threshold when the number of fuel cut-off times is greater than or equal to n times within a given time period and the number of surge fuel cut-off times reaches the nth time, where n is the surge fuel cut-off times threshold;

[0068] A first timing module, configured to perform first timing when the throttle lever angle is less than the throttle lever angle threshold and the high-pressure converted speed is less than the high-pressure converted speed threshold, starting from the end of the fuel supply program recovery after the nth surge fuel cut-off, and continuously monitoring the high-pressure speed rise rate and the compressor outlet pressure drop rate within the set time period;

[0069] A first fault identification modification module, configured to set the surge sensor fault identification to 1 if there is a time period in which the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit within this time period.

[0070] In some alternative embodiments, the pressure lower limit refers to the minimum value of the compressor outlet pressure drop rate at each high-pressure converted speed during the normal acceleration process of the engine.

[0071] In some alternative embodiments, the control device further includes:

[0072] A second throttle lever parameter identification module, configured to determine again whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure converted speed is less than the high-pressure converted speed threshold when the number of surge fuel cut-off times reaches the (n + 1)th time, where n is the surge fuel cut-off times threshold;

[0073] The second timing module is used to perform second timing when the throttle lever angle is less than the throttle lever angle threshold and the high-pressure converted speed is less than the high-pressure converted speed threshold. Starting from the end of the fuel supply recovery program after the (n + 1)-th surge fuel cut-off, within a set time period, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate;

[0074] The second fault flag modification module is used to maintain the surge sensor fault flag as 1 if there is a time period in which the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit within this time period, otherwise set the surge sensor fault flag to 0.

[0075] In some alternative embodiments, the control device further includes:

[0076] The counting and timing reset module is used to determine whether the surge sensor fault flag needs to be reset. If the surge sensor fault flag is reset to 0, or after the (n + 1)-th surge fuel cut-off and the end of the fuel supply recovery program, after continuing for the set time period, set both the surge fuel cut-off count and the two timings to 0.

[0077] In some alternative embodiments, the counting and timing reset module includes:

[0078] The surge sensor fault flag reset unit is used to reset the surge sensor fault flag to 0 when any one of the four conditions is met: the controller is powered off and then on, the anti-surge switch is disconnected and then connected, the engine is in the initial state or the stop state, or the exhaust temperature reaches the threshold.

[0079] This application can not only ensure that when a surge actually occurs, the anti-surge operation is timely executed to exit the surge; but also effectively solve the problem that the surge signaler continuously gives false alarms of "surge", and the controller continuously cuts off the fuel, resulting in insufficient engine thrust, reducing the user's usage risk.

[0080] Although the present application has been described in detail above with general descriptions and specific implementation examples, based on the present application, some modifications or improvements can be made, which are obvious to those skilled in the art. Therefore, these modifications or improvements made without departing from the spirit of the present application all fall within the scope claimed by the present application.

Claims

1. A method for judging surge faults based on the compressor outlet pressure, characterized in that, it includes: Step S1: Set the surge sensor fault flag and initialize it to 0, where when the surge sensor fault flag is 1, it indicates that the surge sensor is faulty, and when the surge sensor fault flag is 0, it indicates that the surge sensor is not faulty; Step S2: Count the number of surge fuel cut-offs after the surge sensor gives a surge signal; Step S3: When the number of fuel cut-offs within a given time period is greater than or equal to n times, and when the number of surge fuel cut-offs reaches the nth time, determine whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold, where n is the surge fuel cut-off times threshold; Step S4: When the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold, start the first timing. After the fuel supply program resumes after the nth surge fuel cut-off, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate within the set time period; Step S5: If there is a time period where the high-pressure speed rise rate is greater than 0.5, and within this time period, the compressor outlet pressure drop rate is always greater than the pressure lower limit, set the surge sensor fault flag to 1.

2. The method for judging surge faults based on the compressor outlet pressure according to claim 1, characterized in that, in Step S5, the pressure lower limit refers to the minimum value of the compressor outlet pressure drop rate at each high-pressure corrected speed during the normal acceleration process of the engine.

3. The method for judging surge faults based on the compressor outlet pressure according to claim 1, characterized in that, after Step S5, it further includes: Step S6: When the number of surge fuel cut-offs reaches the (n + 1)th time, determine again whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold, where n is the surge fuel cut-off times threshold; Step S7: When the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold, start the second timing. After the fuel supply program resumes after the (n + 1)th surge fuel cut-off, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate within the set time period; Step S8: If there is a time period where the high-pressure speed rise rate is greater than 0.5, and within this time period, the compressor outlet pressure drop rate is always greater than the pressure lower limit, maintain the surge sensor fault flag as 1, otherwise set the surge sensor fault flag to 0.

4. The method for judging surge faults based on the compressor outlet pressure according to claim 3, characterized in that, after Step S8, it further includes: Step S9: Determine whether the surge sensor fault flag needs to be reset. If the surge sensor fault flag is reset to 0, or after the (n + 1)th surge fuel cut-off and the fuel supply program resumes and continues for the set time period, set the number of surge fuel cut-offs and the two timings to 0.

5. The method for judging surge faults based on the compressor outlet pressure according to claim 4, characterized in that, In step S9, determining whether the surge sensor fault flag needs to be reset includes: When any one of the four conditions is met, namely the controller is powered off and then on, or the anti-surge switch is disconnected and then connected, or the engine is in the initial state or the stop state, or the exhaust temperature reaches the threshold, reset the surge sensor fault flag to 0.

6. A device for judging surge faults based on the compressor outlet pressure, characterized in that, it includes: A fault flag initialization module, used to set the surge sensor fault flag and initialize it to 0, where when the surge sensor fault flag is 1, it indicates that the surge sensor has a fault, and when the surge sensor fault flag is 0, it indicates that the surge sensor has no fault; A count module, used to count the number of times of surge fuel cut-off after the surge sensor gives a surge signal; A first throttle lever parameter identification module, used to determine whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold when the number of fuel cut-off times within a given time period is greater than or equal to n times and the number of surge fuel cut-off times reaches the nth time, where n is the surge fuel cut-off times threshold; A first timing module, used to perform first timing when the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold. Starting from the end of the fuel supply program resumption after the nth surge fuel cut-off, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate within the set time period; A first fault flag modification module, used to set the surge sensor fault flag to 1 if there is a time period where the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit within this time period.

7. The device for judging surge faults based on the compressor outlet pressure according to claim 6, characterized in that, The pressure lower limit refers to the minimum value of the compressor outlet pressure drop rate at each high-pressure corrected speed during the normal acceleration process of the engine.

8. The device for judging surge faults based on the compressor outlet pressure according to claim 6, characterized in that, This control device further includes: A second throttle lever parameter identification module, used to determine again whether the throttle lever angle is less than the throttle lever angle threshold and whether the high-pressure corrected speed is less than the high-pressure corrected speed threshold when the number of surge fuel cut-off times reaches the (n + 1)th time, where n is the surge fuel cut-off times threshold; A second timing module, used to perform second timing when the throttle lever angle is less than the throttle lever angle threshold and the high-pressure corrected speed is less than the high-pressure corrected speed threshold. Starting from the end of the fuel supply program resumption after the (n + 1)th surge fuel cut-off, continuously monitor the high-pressure speed rise rate and the compressor outlet pressure drop rate within the set time period; A second fault flag modification module, used to maintain the surge sensor fault flag as 1 if there is a time period where the high-pressure speed rise rate is greater than 0.5 and the compressor outlet pressure drop rate is always greater than the pressure lower limit within this time period, otherwise set the surge sensor fault flag to 0.

9. The device for judging surge faults based on the compressor outlet pressure according to claim 8, characterized in that, The control device further includes: A counting and timing reset module, configured to determine whether the surge sensor fault flag needs to be reset. If the surge sensor fault flag is reset to 0, or after the (n + 1)-th surge fuel cut and the end of the resumed fuel supply program, and after continuing for the set time period, both the surge fuel cut count and the two timings are set to 0.

10. The device for judging surge fault based on the compressor outlet pressure according to claim 9, wherein, the counting and timing reset module includes: A surge sensor fault flag reset unit, configured to reset the surge sensor fault flag to 0 when any one of the following four conditions is met: when the controller is powered off and then powered on again, or when the anti-surge switch is disconnected and then reconnected, or when the engine is in the initial state or the stop state, or when the exhaust temperature reaches the threshold.

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