Method for solving abnormal control of adjustable blade angle of compressor inlet

Abstract

The application belongs to the field of aero-engine variable control, and particularly relates to a method for solving abnormal control of compressor inlet adjustable blade angle. The method comprises the following steps: step one, determining the cause of abnormal control of the compressor inlet adjustable blade angle A2, the cause of abnormal control of the compressor inlet adjustable blade angle A2 is that the actual control rotating speed of the electric governor is greater than the backup rotating speed target value, thereby meeting the condition for the backup system to enter advanced control; step two, based on the cause of abnormal control of the compressor inlet adjustable blade angle A2, a rotating speed re-adjusting function module is constructed, the backup rotating speed target value is improved through the rotating speed re-adjusting function module, and abnormal control of the compressor inlet adjustable blade angle A2 caused by abnormal advanced control function under the electric governor state is avoided. The application increases the rotating speed re-adjusting function on the control loop, improves the backup rotating speed target value under the electric governor state, avoids the backup system A2 advanced control function module from working under the electric governor state, and further solves the problem of abnormal A2 angle control under the electric governor state.

Description

Technical Field

[0001] The present application belongs to the field of variable control of aviation engines, and in particular relates to a method for solving abnormal control problems of adjustable blade angles at compressor inlets. Background Art

[0002] Currently used aircraft engines utilize electronically controlled systems with mechanical hydraulic backup. The compressor inlet adjustable vane angle (A2) is a key component in regulating engine intake airflow. Failure of A2 control can lead to risks such as engine surge. Therefore, A2 control is implemented through a combination of a digital electronic control system and a mechanical hydraulic backup system, providing a dual safeguard for engine safety.

[0003] During ESC operation, the digital electronic controller (DEC) outputs a duty cycle based on the deviation between the sensor value and the set target value, controlling the position of the A2 valve bushing and, in turn, the A2 angle. The mechanical hydraulic system feeds back the A2 angle via a cable, comparing it with the target value set in the main fuel pump regulator to control the position of the A2 oil distribution valve, thereby controlling the A2 angle. During ESC operation, the DEC and the main fuel pump regulator jointly control A2 angle. During backup operation, only the main fuel pump regulator participates in A2 angle control. To ensure that A2 angle quickly catches up to the set target during engine deceleration, A2 advance control functions are designed for both ESC and mechanical hydraulic backup modes, enabling rapid reduction of A2 angle. Since the ESC A2 advance control function is implemented by the DEC and the backup A2 advance control function is implemented by the main fuel pump regulator, they are independent systems, sharing the same regulating valve. During ESC operation, interference from the backup A2 advance control may occur, leading to malfunctioning A2 angle control during ESC operation. Separately designing the aircraft engine's A2 angle electronic control circuit and the mechanical hydraulic backup control circuit can lead to A2 angle control anomalies even when the A2 single-channel electronic control system is in backup mode. Addressing this issue, without changing the existing coexisting electronic control and mechanical hydraulic system architecture, is crucial.

[0004] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned deficiencies of the prior art. Summary of the Invention

[0005] The purpose of this application is to provide a solution to abnormal control of the adjustable blade angle at the compressor inlet, so as to solve at least one problem existing in the prior art.

[0006] The technical solution of this application is:

[0007] A solution to abnormal control of the adjustable blade angle at the compressor inlet, including:

[0008] Step 1: Determine the cause of the abnormal control of the compressor inlet adjustable blade angle A2. The abnormal control cause of the compressor inlet adjustable blade angle A2 is that the actual control speed of the electronic controller is greater than the backup speed target value, thereby meeting the condition for the backup system to enter the lead control;

[0009] Step 2: Based on the cause of the abnormal control of the adjustable blade angle A2 at the compressor inlet, a speed readjustment function module is constructed, and the backup speed target value is increased through the speed readjustment function module to avoid the abnormal control of the adjustable blade angle A2 at the compressor inlet caused by the abnormal advance control function in the electric adjustment state.

[0010] In at least one embodiment of the present application, the speed readjustment function module includes:

[0011] A speed readjustment piston is used to increase a predetermined amount of deviation displacement based on the displacement of the transmission lever controlled by the throttle lever angle, so that the backup speed target value controlled by the throttle lever angle increases;

[0012] The speed reset solenoid valve is used to control whether the speed reset piston is working. In the electric adjustment state, the speed reset solenoid valve is energized and works, and the speed reset piston is put into operation, so that the backup speed target value is increased. In the backup state, the speed reset solenoid valve is powered off and does not work, and the speed reset piston is not put into operation, so that the backup speed target value is only controlled by the throttle lever angle.

[0013] The invention has at least the following beneficial technical effects:

[0014] The solution to the abnormal control of the adjustable blade angle at the compressor inlet of the present application is to increase the backup speed target value under the electric adjustment state by adding a speed readjustment function to the control loop, thereby avoiding the backup system A2 advance control function module from being put into operation under the electric adjustment state, and thus solving the problem of abnormal A2 angle control under the electric adjustment state. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic diagram of an A2 angle control anomaly caused by the A2 advance function according to one embodiment of the present application;

[0016] Figure 2 This is a schematic diagram of an improved solution for the relationship between the throttle lever angle and the rotational speed according to one embodiment of the present application;

[0017] Figure 3 This is a schematic diagram of the design of a solution to abnormal control of the adjustable blade angle at the compressor inlet according to one embodiment of the present application. DETAILED DESCRIPTION

[0018] In order 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 in conjunction with the drawings in the embodiments of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of this application, not all of the embodiments. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be understood as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.

[0019] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be understood as limiting the scope of protection of this application.

[0020] The following is combined with Figures 1 to 3 This application is described in further detail.

[0021] This application provides a solution to abnormal control of the adjustable blade angle at the compressor inlet, including the following steps:

[0022] Step 1: Determine the cause of the abnormal control of the compressor inlet adjustable blade angle A2. The abnormal control cause of the compressor inlet adjustable blade angle A2 is that the actual control speed of the electronic controller is greater than the backup speed target value, thereby meeting the conditions for the backup system to enter the advanced control;

[0023] Step 2: Based on the cause of the abnormal control of the adjustable blade angle A2 at the compressor inlet, a speed readjustment function module is constructed. The backup speed target value is increased through the speed readjustment function module to avoid the abnormal control of the adjustable blade angle A2 at the compressor inlet caused by the abnormal advance control function in the electric control state.

[0024] The solution to abnormal control of the adjustable blade angle at the compressor inlet of this application and the speed readjustment function module include:

[0025] A speed readjustment piston is used to increase a predetermined amount of deviation displacement based on the displacement of the transmission lever controlled by the throttle lever angle, so that the backup speed target value controlled by the throttle lever angle increases;

[0026] The speed reset solenoid valve is used to control whether the speed reset piston is working. In the electric adjustment state, the speed reset solenoid valve is energized and works, and the speed reset piston is put into operation, so that the backup speed target value is increased. In the backup state, the speed reset solenoid valve is powered off and does not work, and the speed reset piston is not put into operation, so that the backup speed target value is only controlled by the throttle lever angle.

[0027] The solution to the abnormal control of the adjustable blade angle of the compressor inlet in this application first needs to determine the cause of the abnormal control of the adjustable blade angle A2 of the compressor inlet. Figure 1 The figure shows a typical abnormal A2 angle control phenomenon caused by the backup A2 advance control module being activated during ESC operation. This manifests as a significant deviation between the actual A2 angle and the target value, indicating an out-of-control state. This is because the A2 advance control function in the ESC is implemented by a digital electronic controller, while the A2 advance control function in the backup state is implemented by the main fuel pump regulator. These two relatively independent systems share the same regulating valve. During ESC operation, the actual speed controlled by the ESC exceeds the target speed of the backup system, and the speed difference exceeds the conditions for the backup system to enter advance control. This causes the backup system's A2 advance control function to abnormally activate, resulting in a large abnormal A2 angle control. Because the ESC and backup control systems are separate systems, the conditions for determining whether the engine enters A2 advance control do not match. This can cause the ESC system's A2 advance control logic to fail, while the backup system's does. This results in a mismatch between the ESC and backup A2 advance control functions.

[0028] Through the above analysis, the abnormal control of A2 angle in the ESC state is caused by the actual control speed of the ESC being greater than the target speed of the backup system, which satisfies the conditions for the backup system to enter the advanced control. If the backup speed target value in the ESC state is increased, the difference between the actual speed of the ESC and the target speed of the backup system can be reduced, avoiding the conditions for the backup system to enter the advanced control state, and avoiding the backup advanced mechanism from being put into operation in the ESC control state, thereby making the A2 angle no longer affected by the backup advanced control, and being within the ESC control range and following the A2 angle target value. The principle is as follows Figure 2 Figure 1 shows the relationship between the ESC and backup throttle lever angles and speed. Curve ① represents the backup speed target; curve ② represents the ESC target; curve ③ represents the backup speed target; and curve ④ represents the actual speed. In the ESC state, increasing curve ① (the backup target speed) by m% to form curve ③ (the new backup target speed) will reduce the difference between curve ④ (the actual speed) and the backup target speed from (m+y)% to y%. If the backup system no longer meets the conditions for A2 angle advance control, A2 angle can be controlled by the ESC without being disturbed by the backup system's A2 advance control, and normal control of A2 angle can be restored.

[0029] Whether the A2 angle control loop of the aircraft engine interferes with the electronic control and backup control due to abnormal A2 leading function, or the A2 angle control loop of the aircraft engine is designed separately from the mechanical hydraulic backup control loop, when the A2 single channel of the electronic control state switches to backup, the A2 angle control abnormality that exists is caused by the actual control speed of the electronic control being greater than the target speed of the backup system and satisfying the conditions for the backup system to enter leading control, resulting in A2 control abnormality.

[0030] Through the above mechanism analysis, it is known that increasing the backup system speed target value in the electronic adjustment state can avoid the abnormal A2 angle control phenomenon caused by the abnormal operation of the backup advance function. Therefore, how to increase the backup target speed value is the key to solving the problem.

[0031] In the existing design, the backup A2 angle control is that the throttle lever angle and the actual speed jointly affect the A2 angle advance control piston, thereby affecting the actual A2 angle control.

[0032] The present invention provides a solution to abnormal control of the adjustable blade angle at the compressor inlet. Figure 3 The dashed box in the center represents a newly added structural design, defined as the speed reset module. This module consists of a speed reset piston, a speed reset solenoid valve, and associated flow paths. The speed reset piston adds a certain amount of offset displacement to the transfer lever displacement controlled by the throttle lever angle, thereby increasing the backup target speed value controlled by the throttle lever angle. The speed reset solenoid valve controls the operation of the speed reset piston. In the electrically controlled mode, the speed reset solenoid valve is energized, increasing the backup target speed value. In the backup mode, the speed reset solenoid valve is de-energized, and the speed reset piston is deactivated, allowing the backup target speed value to be controlled solely by the throttle lever angle, without affecting the engine speed or A2 angle control in the backup mode.

[0033] The solution to the abnormal control of the adjustable blade angle at the compressor inlet of the present application can solve the abnormal A2 angle control problem caused by the abnormal A2 advance control function and the mutual interference between the electric control control and the backup control in the A2 angle control loop of the aircraft engine; it can solve the abnormal A2 angle control problem when the A2 angle electric control loop and the mechanical hydraulic backup control loop of the aircraft engine are designed separately and the A2 single channel is switched to backup in the electric control state.

[0034] The solution to the abnormal control of the adjustable blade angle at the compressor inlet of the present application can solve the problem of abnormal A2 angle control in the electric control state by adding a speed readjustment function to the control loop. This solution can be directly applied to various aircraft engines and has good market application prospects.

[0035] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A solution to abnormal control of the adjustable blade angle at the compressor inlet, characterized by: include: Step 1: Determine the cause of the abnormal control of the compressor inlet adjustable blade angle A2. The abnormal control cause of the compressor inlet adjustable blade angle A2 is that the actual control speed of the electronic controller is greater than the backup speed target value, thereby meeting the condition for the backup system to enter the lead control; Step 2: Based on the cause of the abnormal control of the compressor inlet adjustable blade angle A2, a speed readjustment function module is constructed, and the backup speed target value is increased by the speed readjustment function module to avoid the abnormal control of the compressor inlet adjustable blade angle A2 caused by the abnormal advance control function in the electric control state; The speed readjustment function module includes: A speed readjustment piston is used to increase a predetermined amount of deviation displacement based on the displacement of the transmission lever controlled by the throttle lever angle, so that the backup speed target value controlled by the throttle lever angle increases; The speed reset solenoid valve is used to control whether the speed reset piston is working. In the electric adjustment state, the speed reset solenoid valve is energized and works, and the speed reset piston is put into operation, so that the backup speed target value is increased. In the backup state, the speed reset solenoid valve is powered off and does not work, and the speed reset piston is not put into operation, so that the backup speed target value is only controlled by the throttle lever angle.

Images