A method of ignition for a carbureted aero-piston engine

Abstract

The application provides a kind of carburetor type aviation piston engine ignition method: S1, obtains sensor signal A and sensor signal B;S2, according to sensor signal A and sensor signal B and preset calculation rule respectively calculates the ignition pulse width and ignition advance angle of ignition controller A and ignition controller B;S3, ignition controller A and ignition controller B are ignited according to the calculated ignition pulse width and ignition advance angle, and the output of detection is ignited.The application provides a kind of carburetor type aviation piston engine ignition method, and the output voltage value, current value and duration of real-time acquisition are compared with preset value, so as to effectively judge the various faults of ignition output, and protect the ignition driving device of ignition controller.The application compensates the state of missing firepower caused by the failure of ignition controller A by the data interaction of ignition controller A and ignition controller B and the adjusted ignition controller B.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aero-engine, in particular to a carburetor type aero-piston engine ignition method. BACKGROUND

[0002] The ignition controller controls the engine operation based on the measurement signals of various sensors, and the accuracy of the signals is the premise of correct control of the ignition controller. The faults of the sensors, signals and ignition controller structure will cause the ignition controller to misjudge the engine state. For an aircraft, the risk of setting only one ignition controller is high. Once a single ignition controller has a local fault, it will cause engine failure. Therefore, multiple ignition controllers are set for an aero-engine, and the mutual comparison and correction of multiple signals can achieve more accurate control and greatly ensure the safety of the aircraft.

[0003] Most of the ignition controllers of the carburetor type aero-piston engine in the prior art do not have a diagnosis function for ignition output. If short-circuit, open-circuit and other faults occur for a long time, the ignition drive device inside the ignition controller will be burned out, thereby causing damage to the ignition controller and bringing safety risks during flight. SUMMARY

[0004] In view of the above technical problems, the purpose of the present application is to provide a carburetor type aero-piston engine ignition method to solve the problem that the existing ignition method cannot diagnose ignition output faults.

[0005] To achieve the above technical purpose, the present application adopts the following technical solutions:

[0006] A carburetor type aero-piston engine ignition method, characterized in that it comprises the following steps:

[0007] S1, acquiring sensor signal A and sensor signal B;

[0008] S2, calculating the ignition pulse width and ignition advance angle of the ignition controller A and the ignition controller B according to the sensor signal A and the sensor signal B and a preset calculation rule, respectively;

[0009] S3, the ignition controller A and the ignition controller B ignite according to the calculated ignition pulse width and ignition advance angle, and detect the ignition output:

[0010] S3-1, detecting whether the two-way ignition output of the ignition controller A is faulty: when detecting that one-way ignition output is faulty, closing the one-way ignition output, and the other way is normally ignited; when detecting that both ways of ignition output are faulty, closing the ignition controller A;

[0011] S3-2, detecting whether two ignition outputs of the ignition controller B are faulty: when detecting that one ignition output is faulty, closing the ignition output, and the other ignition output is normal; when detecting that both ignition outputs are faulty, closing the ignition controller B.

[0012] Further, the step S2 specifically comprises:

[0013] S2-1, when judging that both the sensor A and the sensor B are normal, the sensor signal A is used by the ignition controller A to calculate the ignition pulse width and the ignition advance angle; the sensor signal B is used by the ignition controller B to calculate the ignition pulse width and the ignition advance angle;

[0014] S2-2, when judging that the sensor A is faulty and the sensor B is normal, the sensor signal B is input to the ignition controller A and the ignition controller B, and the sensor signal is used to calculate the ignition pulse width and the ignition advance angle;

[0015] S2-3, when judging that the sensor B is faulty and the sensor A is normal, the sensor signal A is input to the ignition controller A and the ignition controller B, and the sensor signal is used to calculate the ignition pulse width and the ignition advance angle;

[0016] S2-4, when both the sensor signal A and the sensor signal B are faulty, different processing measures are taken to calculate the ignition pulse width and the ignition advance angle. The data interaction of the ignition controller A and the ignition controller B is realized.

[0017] In order to improve the safety of the engine, the sensor A comprises: an intake pressure sensor A1, an intake temperature sensor A2, a crankshaft position sensor A3 and a cylinder temperature sensor A4; the sensor B comprises: an intake pressure sensor B1, an intake temperature sensor B2, a crankshaft position sensor B3 and a cylinder temperature sensor B4.

[0018] Further, when detecting that the crankshaft position sensor A3 is faulty, the ignition controller A is closed, and the ignition controller B normally performs the ignition output. The fault detection step is simplified.

[0019] Further, the step S2-4 specifically comprises:

[0020] S2-41, judging whether the intake pressure sensor A1 is faulty, when the intake pressure sensor A1 is faulty, the signal of the intake pressure sensor A1 is replaced by a preset fixed value of intake pressure, and when the intake pressure sensor A1 is not faulty, the signal of the intake pressure sensor A1 is used as the real-time signal of the intake pressure sensor A1;

[0021] S2-42, judge whether the intake temperature sensor A2 is faulty, if so, the signal of the intake temperature sensor A2 is replaced by a preset intake temperature fixed value, if not, the signal of the intake temperature sensor A2 is replaced by a real-time signal of the intake temperature sensor A2;

[0022] S2-43, judge whether the cylinder temperature sensor A4 is faulty, if so, the signal of the cylinder temperature sensor A4 is replaced by a cylinder temperature fixed value, if not, the signal of the cylinder temperature sensor A4 is replaced by a real-time signal of the cylinder temperature sensor A4. Different measures are taken in normal state and fault state of the sensor to obtain more accurate ignition pulse width and ignition advance angle.

[0023] Further, the ignition method S3-1 specifically comprises:

[0024] S3-11, judge whether the two-way ignition output of the ignition controller A is faulty, if so, jump to step S3-12, otherwise jump to step S3-23;

[0025] S3-12, turn off the ignition output of the ignition controller A;

[0026] S3-13, judge whether the one-way ignition output of the ignition controller A is faulty, if so, jump to step S3-14, otherwise jump to step S3-15;

[0027] S3-14, turn off the fault one-way ignition output control of the ignition controller A;

[0028] S3-15, the ignition output of the ignition controller A.

[0029] Further, the ignition method S3-2 specifically comprises:

[0030] S3-21, judge whether the two-way ignition output of the ignition controller B is faulty, if so, jump to step S3-22, otherwise jump to step S3-23;

[0031] S3-22, turn off the ignition output of the ignition controller B;

[0032] S3-23, judge whether the two-way ignition output of the ignition controller A is faulty, if so, jump to step S3-24, otherwise jump to step S3-25;

[0033] S3-24, turn off the ignition output of the ignition controller A, and the ignition output of the ignition controller B is calculated by using a preset ignition controller B ignition advance angle basic MAP table, ignition advance angle = ignition advance angle basic value + ignition advance angle correction value + ignition advance angle fault correction value;

[0034] S3-25, judging whether the ignition controller B one-way ignition output is faulty, and jumping to step S3-26 when the fault occurs; otherwise, the ignition controller B ignition output;

[0035] S3-26, closing the one-way ignition output of the ignition controller B fault.

[0036] Further, the ignition output fault includes a power supply short-circuit fault, an open-circuit fault and a ground short-circuit fault.

[0037] Compared with the prior art, the present application has the following technical effects: the present application provides a carburetor type aviation piston engine ignition method, which compares the output end voltage value, current value and duration collected in real time with the preset value, thereby effectively troubleshooting various faults of the ignition output and protecting the ignition driving device of the ignition controller. The present application feeds back the fault condition of the ignition controller A to the ignition controller B through data interaction of the ignition controller A and the ignition controller B, and the ignition controller B adjusts the ignition control according to the received feedback condition, and uses the adjusted ignition controller B to compensate for the state of missing firepower caused by the fault of the ignition controller A. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 is the flow chart of the ignition method of the present application. DETAILED DESCRIPTION

[0039] The present application will be further described below in conjunction with the drawings and specific embodiments. However, the following embodiment description is only used to help understand the principles and core ideas of the present application, and is not a limitation on the protection scope of the present application. It should be noted that for ordinary skilled persons in the art, improvements made to the present application without departing from the principles of the present application also fall within the protection scope of the claims of the present application.

[0040] Embodiment: As shown in the figure, the ignition method provided by the present embodiment is applied to a carburetor type aviation piston engine, and includes the following steps: Figure 1

[0041] S1, acquiring sensor signal A and sensor signal B; the sensor A includes: intake air pressure sensor A1, intake air temperature sensor A2, crankshaft position sensor A3 and cylinder temperature sensor A4; the sensor B includes: intake air pressure sensor B1, intake air temperature sensor B2, crankshaft position sensor B3 and cylinder temperature sensor B4.

[0042] S2, calculating the ignition pulse width and ignition advance angle of the ignition controller A and the ignition controller B according to the sensor signal A and the sensor signal B and the preset calculation rule, specifically:

[0043] ​S2-1, when judging that the sensor A and the sensor B are both normal, the ignition controller A calculates the ignition pulse width and the ignition advance angle by using the sensor signal A; the ignition controller B calculates the ignition pulse width and the ignition advance angle by using the sensor signal B;

[0044] S2-2, when judging that the sensor A is faulty and the sensor B is normal, the sensor signal B is input to the ignition controller A and the ignition controller B, and the ignition pulse width and the ignition advance angle are calculated by using the sensor signal;

[0045] S2-3, when judging that the sensor B is faulty and the sensor A is normal, the sensor signal A is input to the ignition controller A and the ignition controller B, and the ignition pulse width and the ignition advance angle are calculated by using the sensor signal;

[0046] S2-4, when the sensor signal A and the sensor signal B are both faulty, different processing measures are taken to calculate the ignition pulse width and the ignition advance angle, specifically:

[0047] S2-41, judging whether the intake pressure sensor A1 is faulty, when being faulty, the signal of the intake pressure sensor A1 is replaced by a preset intake pressure fixed value, when not being faulty, the signal of the intake pressure sensor A1 is replaced by a real-time signal of the intake pressure sensor A1;

[0048] S2-42, judging whether the intake temperature sensor A2 is faulty, when being faulty, the signal of the intake temperature sensor A2 is replaced by a preset intake temperature fixed value, when not being faulty, the signal of the intake temperature sensor A2 is replaced by a real-time signal of the intake temperature sensor A2;

[0049] S2-43, judging whether the cylinder temperature sensor A4 is faulty, when being faulty, the signal of the cylinder temperature sensor A4 is replaced by a cylinder temperature fixed value, when not being faulty, the signal of the cylinder temperature sensor A4 is replaced by a real-time signal of the cylinder temperature sensor A4.

[0050] The calculation formula of the ignition advance angle = ignition advance angle basic value + ignition advance angle correction value; the ignition advance angle correction value is obtained by querying a preset two-dimensional correction MAP table according to the real-time acquired intake temperature and cylinder temperature, the horizontal coordinate of the two-dimensional MAP table is the intake temperature, and the vertical coordinate is the cylinder temperature.

[0051] The sensor signal is provided with a normal working range, when the sensor signal exceeds the normal working range and the duration is greater than a preset value, it is determined that the sensor has a fault. Taking the intake pressure sensor as an example, when the intake pressure signal K exceeds the preset normal working range K1-K2, and the duration S1 is greater than the preset value S2, it is determined that the intake pressure sensor has a fault; when the signal K is within the range of K1-K2, K can be equal to K1 or K2, then it is determined that the intake pressure sensor is in normal state.

[0052] The above-mentioned sensor signals are all voltage signals.

[0053] S3, the ignition controller A and the ignition controller B ignite according to the calculated ignition pulse width and the ignition advance angle, and the ignition output is detected:

[0054] S3-1, whether the two ignition outputs of the ignition controller A are faulty is detected:

[0055] When it is detected that one ignition output is faulty, the ignition output is turned off, and the other ignition output is normally ignited; when it is detected that both ignition outputs are faulty, the ignition controller A is turned off, specifically:

[0056] S3-11, whether the two ignition outputs of the ignition controller A are faulty is determined, and when a fault occurs, it is jumped to step S3-12, otherwise it is jumped to step S3-13;

[0057] S3-12, the ignition output of the ignition controller A is turned off;

[0058] S3-13, whether one ignition output of the ignition controller A is faulty is determined, and when a fault occurs, it is jumped to step S3-14; otherwise it is jumped to step S3-15;

[0059] S3-14, the ignition output control of the faulty ignition controller A is turned off;

[0060] S3-15, the ignition output of the ignition controller A.

[0061] S3-2, whether the two ignition outputs of the ignition controller B are faulty is detected:

[0062] When it is detected that one ignition output is faulty, the ignition output is turned off, and the other ignition output is normally ignited; when it is detected that both ignition outputs are faulty, the ignition controller B is turned off, specifically:

[0063] S3-21, whether both ignition outputs of the ignition controller B are faulty is determined, and when a fault occurs, it is jumped to step S3-22; otherwise it is jumped to step S3-23;

[0064] S3-22, the ignition output of the ignition controller B is turned off;

[0065] S3-23, determine whether both ignition outputs of the ignition controller A are faulty, and jump to step S3-24 if so; otherwise, jump to step S3-25;

[0066] S3-24, turn off the ignition output of the ignition controller A, and calculate the ignition output of the ignition controller B using a preset basic MAP table of the ignition controller B, with the ignition advance angle = ignition advance angle basic value + ignition advance angle correction value + ignition advance angle fault correction value. The ignition advance angle correction value is obtained by querying a preset two-dimensional correction MAP table according to the real-time intake temperature and cylinder temperature, with the intake temperature as the horizontal coordinate and the cylinder temperature as the vertical coordinate. The ignition advance angle fault correction value is obtained by querying a preset two-dimensional MAP table according to the real-time intake pressure and rotation speed, with the intake pressure as the horizontal coordinate and the rotation speed as the vertical coordinate.

[0067] S3-25, determine whether one ignition output of the ignition controller B is faulty, and jump to step S3-26 if so; otherwise, the ignition output of the ignition controller B;

[0068] S3-26, turn off the faulty ignition output of the ignition controller B.

[0069] It should be noted that the above-mentioned ignition output fault diagnosis is an electrical diagnosis, including power short-circuit fault, open-circuit fault and ground short-circuit fault.

[0070] When the ignition output is in the working state, if the output control port voltage > preset value and the duration > preset value, it is determined that the ignition output has a power short-circuit fault;

[0071] When the ignition output is in the working state, if the output control port current < preset value and the duration > preset value, it is determined that the ignition output has an open-circuit fault;

[0072] When the ignition output is in the working state, if the output port current > preset value and the duration > preset value, it is determined that the ignition output has a ground short-circuit fault;

[0073] When the ignition output is in the working state, if the output port voltage < preset value and the duration > preset value, it is determined that the ignition output has a ground short-circuit fault.

Claims

1. A method of igniting a carbureted aero-piston engine, characterized in that, The method comprises the following steps: S1, acquiring sensor signal A and sensor signal B; S2, calculating the ignition pulse width and the ignition advance angle of the ignition controller A and the ignition controller B according to the sensor signal A and the sensor signal B and a preset calculation rule; the preset calculation rule is: ignition advance angle = ignition advance angle basic value + ignition advance angle correction value + ignition advance angle fault correction value; S3, the ignition controller A and the ignition controller B ignite according to the calculated ignition pulse width and the ignition advance angle, and the ignition output is detected: S3-1, detecting whether the two-way ignition output of the ignition controller A is faulty: when detecting that one-way ignition output is faulty, closing the ignition output, and the other way normally ignites; when detecting that both of the two-way ignition outputs are faulty, closing the ignition controller A; the ignition output is in the working state, S3-2, detecting whether the two-way ignition output of the ignition controller B is faulty: when detecting that one-way ignition output is faulty, closing the ignition output, and the other way normally ignites; when detecting that both of the two-way ignition outputs are faulty, closing the ignition controller B; When the output control port voltage is greater than a preset value and the duration is greater than a preset value, it is determined that the ignition output has a power supply short circuit fault; When the output control port current is less than a preset value and the duration is greater than a preset value, it is determined that the ignition output has an open circuit fault; When the output port current is greater than a preset value and the duration is greater than a preset value, it is determined that the ignition output has a short circuit fault to ground; When the output port voltage is less than a preset value and the duration is greater than a preset value, it is determined that the ignition output has a short circuit fault to ground.

2. The ignition method according to claim 1, characterized by, The step S2 specifically comprises: S2-1, when it is judged that the sensor A and the sensor B are both normal, the ignition controller A calculates the ignition pulse width and the ignition advance angle by using the sensor signal A; the ignition controller B calculates the ignition pulse width and the ignition advance angle by using the sensor signal B; S2-2, when it is judged that the sensor A is faulty and the sensor B is normal, the sensor signal B is input to the ignition controller A and the ignition controller B, and the ignition pulse width and the ignition advance angle are calculated by using the sensor signal; S2-3, when it is judged that the sensor B is faulty and the sensor A is normal, the sensor signal A is input to the ignition controller A and the ignition controller B, and the ignition pulse width and the ignition advance angle are calculated by using the sensor signal; S2-4, when the sensor signal A and the sensor signal B are both faulty, different processing measures are taken to calculate the ignition pulse width and the ignition advance angle.

3. The ignition method according to claim 1, characterized by, The sensor signal A and the sensor signal B are preset with a signal normal working range, when the sensor signal A or the sensor signal B exceeds the normal working range and the duration is greater than a preset value, it is determined that the sensor A or the sensor B has a fault.

4. The ignition method according to claim 1 or 2, characterized by, The sensor A includes: intake pressure sensor A1, intake temperature sensor A2, crank position sensor A3 and cylinder temperature sensor A4; the sensor B includes: intake pressure sensor B1, intake temperature sensor B2, crank position sensor B3 and cylinder temperature sensor B4.

5. The ignition method according to claim 4, characterized by, When the crank position sensor A3 fault is detected, the ignition controller A is closed, and the ignition controller B normally executes the ignition output.

6. The ignition method according to claim 5, characterized by, The step S2-4 specifically includes: S2-41, judging whether the intake pressure sensor A1 is faulty, if so, the signal of the intake pressure sensor A1 is replaced by a preset intake pressure fixed value, if not, the signal of the intake pressure sensor A1 is replaced by a real-time signal of the intake pressure sensor A1; S2-42, judging whether the intake temperature sensor A2 is faulty, if so, the signal of the intake temperature sensor A2 is replaced by a preset intake temperature fixed value, if not, the signal of the intake temperature sensor A2 is replaced by a real-time signal of the intake temperature sensor A2; S2-43, judging whether the cylinder temperature sensor A4 is faulty, if so, the signal of the cylinder temperature sensor A4 is replaced by a cylinder temperature fixed value, if not, the signal of the cylinder temperature sensor A4 is replaced by a real-time signal of the cylinder temperature sensor A4.

7. The ignition method according to claim 6, characterized by, The ignition method S3-1 specifically includes: S3-11, judging whether the two-way ignition output of the ignition controller A is faulty, if so, jumping to step S3-12, otherwise, jumping to step S3-13; S3-12, closing the ignition output of the ignition controller A; S3-13, judging whether the one-way ignition output of the ignition controller A is faulty, if so, jumping to step S3-14, otherwise, jumping to step S3-15; S3-14, closing the one-way ignition output control of the ignition controller A; S3-15, the ignition output of the ignition controller A.

8. The ignition method according to claim 7, characterized by, The ignition method S3-2 specifically includes: S3-21, judging whether the two-way ignition output of the ignition controller B is faulty, if so, jumping to step S3-22, otherwise, jumping to step S3-23; S3-22, closing the ignition output of the ignition controller B; S3-23, judging whether the two-way ignition output of the ignition controller A is faulty, if so, jumping to step S3-24, otherwise, jumping to step S3-25; S3-24, closing the ignition output of the ignition controller A, and the ignition output of the ignition controller B is calculated by using a preset ignition controller B ignition advance angle basic MAP table, ignition advance angle = ignition advance angle basic value + ignition advance angle correction value + ignition advance angle fault correction value; S3-25, judging whether the one-way ignition output of the ignition controller B is faulty, if so, jumping to step S3-26, otherwise, the ignition output of the ignition controller B; S3-26, closing the one-way ignition output of the ignition controller B.

9. The ignition method according to claim 1, 7 or 8, characterized by, The ignition output fault includes a short-circuit fault, an open-circuit fault and a ground short-circuit fault.

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