A fuel regulator fault detection system for an aircraft engine and its working method

Abstract

This invention discloses a fuel regulator fault detection system for aero-engines and its operating method. The fuel regulator fault detection system provided by this invention can quickly and effectively reproduce engine rotational oscillation faults caused by the fuel regulator without test runs. Thus, compared with traditional test platforms, this invention does not require test runs or the construction of a large test system required for test runs. It can not only effectively monitor and evaluate the speed regulation quality of the fuel regulator, but also improve work efficiency, reduce fuel consumption, and thus reduce detection costs. Based on this, this invention provides a new technical means for rapid fault diagnosis in maintenance workshops, saving a lot of manpower and material resources, and has significant military and economic benefits.

Description

Technical Field

[0001] This invention belongs to the field of aircraft engine fault detection technology, specifically relating to an aircraft engine fuel regulator fault detection system and its working method. Background Technology

[0002] With the continuous innovation and development of my country's aviation technology, domestically produced aero engines are gradually being applied to different aircraft, especially the twin-rotor turbofan engine, which is widely used in China. Currently, twin-rotor turbofan engines may experience high-pressure rotor speed oscillation faults during operation. These faults are controlled by the fuel regulator of the non-full authority control system. Therefore, in order to eliminate speed oscillation faults caused by the fuel regulator, most maintenance factories have set up open-loop fuel regulator performance testing platforms to detect the fault and ensure flight safety.

[0003] The aforementioned test platform works by manually adjusting the engine speed, fuel flow, and pressure to reproduce individual speed fluctuations caused by the fuel regulator. However, it has the following shortcomings: a significant portion of speed fluctuations can only be reproduced during engine bench testing (hereinafter referred to as "testing") while burning aviation fuel. As a result, testing requires building a large test system, which not only reduces troubleshooting efficiency but also consumes a large amount of aviation fuel, thus increasing testing costs. Therefore, how to provide a fault detection system for the fuel regulator of an aero-engine that is efficient in troubleshooting and low in cost has become an urgent problem to be solved. Summary of the Invention

[0004] The purpose of this invention is to provide a fuel regulator fault detection system and its working method for aero engines, in order to solve the problems of low detection efficiency and high cost caused by the requirement of testing and burning aviation fuel in the existing technology to detect speed fluctuation faults.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] Firstly, a fuel regulator fault detection system for an aircraft engine is provided, comprising:

[0007] The fuel regulator test module and the closed-loop control module include a fuel regulator, an engine simulation mechanism, an oil pressure measurement mechanism, a speed measurement mechanism, and a fuel supply mechanism.

[0008] The fuel supply end of the fuel supply mechanism is connected to the fuel regulator, wherein the fuel regulator is used to collect the rotational speed of the engine simulation mechanism in the current operating cycle, and adjust the fuel output of the fuel supply mechanism according to the rotational speed.

[0009] The oil pressure measuring mechanism is used to collect the oil pressure after the metering switch of the fuel regulator during the current operating cycle;

[0010] The speed measuring mechanism is used to collect the speed of the engine simulation mechanism in the current operating cycle. The oil pressure measuring mechanism and the speed measuring mechanism are electrically connected to the closed-loop control module to transmit the oil pressure after the metering switch and the speed to the closed-loop control module, so that the closed-loop control module can obtain the change in oil pressure after the metering switch of the fuel regulator in the current operating cycle based on the oil pressure after the metering switch.

[0011] The closed-loop control module is used to generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle based on the change in oil pressure after the metering switch, and to generate an intake air adjustment signal for the fuel regulator in the next operating cycle based on the speed. The speed adjustment signal is sent to the engine simulation mechanism, and the intake air adjustment signal is sent to the intake pressure regulating valve of the fuel regulator, so that the closed-loop control module can complete the fault detection closed-loop control of the fuel regulator in the next operating cycle based on the oil pressure after the metering switch in the previous operating cycle.

[0012] The closed-loop control module is also used to generate fault detection results for the fuel regulator based on the rotational speed of the engine simulation mechanism in each operating cycle.

[0013] Based on the above disclosure, the fuel regulator fault detection system provided by the present invention includes a fuel regulator test module and a closed-loop control module. The closed-loop control module is used to provide test signals to the fuel regulator test module, and the fuel regulator test module uses the test signals to reproduce the speed fluctuation fault of the aero-engine based on the fuel regulator.

[0014] Specifically, the closed-loop control module first sends an initial speed signal to the engine simulation mechanism in the fuel regulator test module, causing the engine simulation mechanism to rotate according to this initial speed signal. The fuel regulator can then adjust the fuel supply quantity based on the engine simulation mechanism's speed during the current operating cycle. Next, the oil pressure measurement mechanism and the speed measurement mechanism respectively collect the oil pressure after the metering switch of the fuel regulator and the speed of the engine simulation mechanism during the current operating cycle. Thus, the closed-loop control module can generate the speed adjustment signal of the engine simulation mechanism and the intake adjustment signal of the fuel regulator for the next operating cycle based on the speed and the change in oil pressure after the metering switch during the current operating cycle. Then, using the same principle, the speed adjustment signal and intake adjustment signal for the next operating cycle are generated based on the change in oil pressure after the metering switch in the previous operating cycle, thereby completing the closed-loop control for fault detection of the fuel regulator throughout the entire measurement process. Finally, based on the speed of the engine simulation mechanism in each operating cycle, the fault detection result of the fuel regulator during the entire measurement process can be obtained.

[0015] Through the above design, the fuel regulator fault detection system provided by this invention can quickly and effectively reproduce engine rotational oscillation faults caused by the fuel regulator without test driving. Thus, compared with traditional test platforms, this invention does not require test driving or the construction of a large test system. It can not only effectively monitor and evaluate the speed regulation quality of the fuel regulator, but also improve work efficiency, reduce fuel consumption, and thus reduce testing costs. Based on this, this invention provides a new technical means for rapid fault diagnosis in repair shops, saving a lot of manpower and material resources, and has significant military and economic benefits.

[0016] In one possible design, the closed-loop control module includes a control unit, a signal processing unit, and a signal sampling unit;

[0017] The input terminal of the signal sampling unit is electrically connected to the oil pressure measuring mechanism and the speed measuring mechanism, respectively, and the output terminal of the signal sampling unit is electrically connected to the control unit. The signal sampling unit is used to receive the engine simulation mechanism speed transmitted by the speed measuring mechanism in the current operating cycle, and to receive the fuel regulator after the metering switch oil pressure transmitted by the oil pressure measuring mechanism in the current operating cycle, and to send the speed and the fuel regulator after the metering switch oil pressure to the control unit.

[0018] The control unit is configured to obtain the change in the fuel regulator's fuel pressure after the metering switch during the current operating cycle based on the fuel pressure after the metering switch, and generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle based on the change in the fuel pressure after the metering switch, and generate an intake adjustment signal for the fuel regulator in the next operating cycle based on the speed.

[0019] The input terminal of the signal processing unit is electrically connected to the control unit, and is used to receive the speed adjustment signal and the intake adjustment signal sent by the control unit, and to perform digital-to-analog conversion processing and first signal amplification processing on the speed adjustment signal to obtain the target speed voltage signal, and to perform second signal amplification processing on the intake adjustment signal to obtain the target air pressure voltage signal;

[0020] The output of the signal processing unit is electrically connected to the engine simulation mechanism and the intake pressure regulating valve, respectively, for sending the target speed voltage signal to the engine simulation mechanism and the target air pressure voltage signal to the intake pressure regulating valve, so that the engine simulation mechanism adjusts the speed according to the target air pressure voltage signal, and the intake pressure regulating valve adjusts the intake pressure of the fuel regulator according to the target air pressure voltage signal.

[0021] In one possible design, the signal processing unit includes: a digital-to-analog converter, a first operational amplifier unit, and a second operational amplifier unit;

[0022] The control unit is electrically connected to the input terminal of the first operational amplifier unit through the digital-to-analog converter unit. It is used to perform digital-to-analog conversion processing on the speed adjustment signal through the digital-to-analog converter unit to obtain a digital-to-analog converted signal, and to perform a first signal amplification processing on the digital-to-analog converted signal based on the first operational amplifier unit to obtain the target speed voltage signal.

[0023] The output of the first operational amplifier unit is electrically connected to the engine simulation mechanism, and is used to send the target speed voltage signal to the engine simulation mechanism;

[0024] The control unit is also electrically connected to the input terminal of the second operational amplifier unit, for performing second signal amplification processing on the intake adjustment signal through the second operational amplifier unit to obtain the target air pressure voltage signal, and the output terminal of the second operational amplifier unit is electrically connected to the intake pressure regulating valve, for transmitting the target air pressure voltage signal to the intake pressure regulating valve.

[0025] In one possible design, the engine simulation mechanism includes: a DC speed control mechanism and a motor;

[0026] The DC speed control mechanism is electrically connected to the closed-loop control module and is used to receive the speed adjustment signal sent by the closed-loop control module, and adjust the speed of the motor based on the speed adjustment signal.

[0027] In one possible design, the drive end of the engine simulation mechanism is also connected to a transmission mechanism, wherein the fuel regulator is used to collect the rotational speed of the transmission mechanism in the current operating cycle, and adjust the fuel output of the fuel supply mechanism according to the rotational speed of the transmission mechanism in the current operating cycle.

[0028] In one possible design, the closed-loop control module is used to generate PID control parameters for the engine simulation mechanism in the next operating cycle based on the oil pressure change after the metering switch and using a fuzzy control algorithm.

[0029] The closed-loop control module is also used to generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle based on the PID control parameters.

[0030] In one possible design, the fuel regulator test module further includes: a flow measurement mechanism and secondary instruments;

[0031] The flow measurement mechanism is used to collect the fuel flow rate of the fuel regulator in the current operating cycle. The flow measurement mechanism, the oil pressure measurement mechanism, and the speed measurement mechanism are electrically connected to the secondary instrument, which transmits the fuel flow rate, the speed of the engine simulation mechanism, and the oil pressure after the metering switch of the fuel regulator in the current operating cycle to the secondary instrument for visualization.

[0032] In a second aspect, a method for operating the fuel regulator fault detection system of the aero-engine, as described in the first aspect or any possible design of the first aspect, is provided, comprising:

[0033] The system acquires fault detection parameters of the fuel regulator fault detection system during the current operating cycle. These fault detection parameters include the fuel pressure after the metering switch and the engine speed of the engine simulation mechanism during the current operating cycle. The fuel pressure after the metering switch is related to the fuel supply of the fuel regulator during the current operating cycle, and the fuel supply of the fuel regulator during the current operating cycle is determined based on the engine speed of the engine simulation mechanism during the current operating cycle.

[0034] Based on the oil pressure after the metering switch, the change in oil pressure after the metering switch of the fuel regulator during the current operating cycle is generated.

[0035] Based on the change in oil pressure after the metering switch, a speed adjustment signal is generated for the engine simulation mechanism in the next operating cycle, and an intake air adjustment signal is generated for the fuel regulator in the next operating cycle based on the speed. The speed adjustment signal is sent to the engine simulation mechanism, and the intake air adjustment signal is sent to the intake pressure regulating valve of the fuel regulator, so as to complete the fault detection closed-loop control of the fuel regulator in the next operating cycle based on the oil pressure after the metering switch in the previous operating cycle.

[0036] The engine simulation mechanism's rotational speed is obtained in each operating cycle, and based on the engine simulation mechanism's rotational speed in each operating cycle, the fault detection result of the fuel regulator is generated.

[0037] In one possible design, based on the engine simulation mechanism's rotational speed during each operating cycle, fault detection results for the fuel regulator are generated, including:

[0038] The maximum and minimum speeds of the engine simulation mechanism in all operating cycles are extracted from the speeds of the engine simulation mechanism in each operating cycle.

[0039] Based on the maximum speed and the minimum speed, and according to the following formula (1), the speed change rate of the engine simulation mechanism is calculated;

[0040] (1)

[0041] In the above formula (1), This represents the rate of change of the engine speed of the engine simulation mechanism. This indicates the maximum rotational speed. This indicates the minimum rotational speed. Indicates standard rotational speed;

[0042] Determine whether the rate of change of rotational speed is greater than a preset threshold;

[0043] If so, the fuel regulator is determined to be faulty.

[0044] In one possible design, based on the change in oil pressure after the metering switch, a speed adjustment signal for the engine simulation mechanism in the next operating cycle is generated, including:

[0045] A fuzzy rule base is obtained, wherein the fuzzy rule base includes a hydraulic pressure input fuzzy quantization factor, an output fuzzy quantization factor, a fuzzy membership function, and fuzzy subsets of different hydraulic pressure input fuzzy quantities, and the membership function is used to determine the membership degree corresponding to different fuzzy subsets;

[0046] The current fuzzy input quantity is obtained based on the change in oil pressure after the metering switch and the input fuzzy quantization factor in the fuzzy rule base;

[0047] The membership degree of the current fuzzy input is calculated based on the current fuzzy input quantity, each fuzzy subset in the fuzzy rule base, and the membership function of each fuzzy subset.

[0048] Based on the membership degree of the current fuzzy input, the defuzzification output of the fuel regulator fault detection system of the aero-engine is calculated;

[0049] Based on the defuzzification output and the output fuzzy quantization factor, the PID control parameters of the engine simulation mechanism are calculated.

[0050] Using the PID control parameters, the engine simulation mechanism generates a speed adjustment signal for the next operating cycle.

[0051] Thirdly, a fault detection device for a fuel regulator of an aircraft engine is provided. Taking the device as an electronic device as an example, it includes a memory, a processor, and a transceiver that are connected in sequence. The memory is used to store a computer program, the transceiver is used to send and receive messages, and the processor is used to read the computer program and execute the working method of the fault detection system for a fuel regulator of an aircraft engine as described in the first aspect or any possible design of the first aspect.

[0052] Fourthly, a storage medium is provided that stores instructions which, when executed on a computer, perform the operation of the fuel regulator fault detection system for the aircraft engine as described in the second aspect or any of the possible designs in the second aspect.

[0053] Fifthly, a computer program product containing instructions is provided, which, when executed on a computer, causes the computer to perform a method of operating the fuel regulator fault detection system for an aircraft engine as described in the second aspect or any possible design of the second aspect.

[0054] Beneficial effects:

[0055] (1) The fuel regulator fault detection system provided by the present invention can quickly and effectively reproduce the engine rotation oscillation fault caused by the fuel regulator without test driving. Thus, compared with the traditional test platform, the present invention does not require test driving or the construction of a large test system required for test driving. It can not only effectively monitor and evaluate the speed regulation quality of the fuel regulator, but also improve work efficiency, reduce fuel consumption, and thus reduce detection costs. Based on this, the present invention provides a new technical means for rapid fault diagnosis in repair shops, saves a lot of manpower and material resources, and has significant military and economic benefits. Attached Figure Description

[0056] Figure 1 A schematic diagram of the architecture of a fuel regulator fault detection system for an aero-engine provided in an embodiment of the present invention;

[0057] Figure 2 This is a schematic diagram of the intake air regulation of a fuel regulator provided in an embodiment of the present invention;

[0058] Figure 3 This is a fuzzy PID control block diagram of a fuel regulator fault detection system provided in an embodiment of the present invention;

[0059] Figure 4 This is a schematic diagram of the triangle membership function provided in an embodiment of the present invention;

[0060] Figure 5 A flowchart illustrating the steps of a method for operating a fuel regulator fault detection system for an aero-engine provided in an embodiment of the present invention;

[0061] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0062] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the present invention will be briefly introduced below in conjunction with the accompanying drawings and descriptions of the embodiments or the prior art. Obviously, the following description of the structure of the accompanying drawings is only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. It should be noted that the description of these embodiments is for the purpose of helping to understand the present invention, but does not constitute a limitation of the present invention.

[0063] It should be understood that although the terms first, second, etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are only used to distinguish one unit from another. For example, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit, without departing from the scope of the exemplary embodiments of the invention.

[0064] It should be understood that the term "and / or" that may appear in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, B exists alone, and A and B exist simultaneously. The term " / and" that may appear in this document describes another relationship between related objects, indicating that two relationships can exist. For example, A / and B can mean: A exists alone, and A and B exist alone. In addition, the character " / " that may appear in this document generally indicates that the related objects before and after it are in an "or" relationship.

[0065] Example:

[0066] See Figures 1-4 As shown, the aero-engine fuel regulator fault detection system provided in this embodiment may include, but is not limited to, a fuel regulator test module and a closed-loop control module. The fuel regulator test module is used to simulate the aero-engine and reproduce the speed oscillation fault of the aero-engine based on the fuel regulator. The closed-loop control module is used to provide the fuel regulator test module with corresponding test signals (such as speed regulation signals, fuel regulator intake regulation signals, etc.). Thus, based on the closed-loop control module and the fuel regulator test module, the speed oscillation fault of the aero-engine caused by the fuel regulator can be detected.

[0067] See Figure 1 As shown, in specific applications, the fuel regulator test module described herein may include, but is not limited to, a fuel regulator, an engine simulation mechanism, an oil pressure measuring mechanism, a speed measuring mechanism, and a fuel supply mechanism. The fuel supply mechanism's fuel delivery end is connected to the fuel regulator, which supplies fuel to the entire test module, i.e., delivers fuel from the fuel tank to the fuel regulator to adjust the fuel supply quantity. Simultaneously, the engine simulation mechanism, under the control of the closed-loop control module, simulates the operation of an aircraft engine, specifically, its speed. Thus, the fuel regulator can collect the speed of the engine simulation mechanism during the current operating cycle and adjust the fuel output of the fuel supply mechanism accordingly, thereby simulating the fuel regulator adjusting the fuel supply quantity based on the aircraft engine's speed.

[0068] In this embodiment, the closed-loop control module adopts PID adaptive control to realize the closed-loop control of the fuel regulation test module. Specifically, the test data generated by the fuel regulator test module in the previous operating cycle (mainly the fuel pressure after the fuel regulator's metering switch) is used as the input parameter for the fuel regulator test module in the next operating cycle, and this cycle is repeated to realize the closed-loop control of the fuel regulator test module throughout the entire testing process.

[0069] Optionally, the closed-loop control process of the fuel regulator test module during the test is described in detail below:

[0070] In this embodiment, within one operating cycle, the oil pressure measuring mechanism and the speed measuring mechanism are used to collect relevant parameters of the engine simulation mechanism and the fuel regulator. These collected parameters are then used to achieve closed-loop control of the fuel regulator testing module. Specifically, the oil pressure measuring mechanism collects the oil pressure after the metering switch of the fuel regulator within the current operating cycle. This oil pressure is related to the fuel supply of the fuel regulator, which in turn is related to the speed of the engine simulation mechanism (i.e., the speed of the aircraft engine). This establishes the correlation between speed, fuel supply, and the oil pressure after the metering switch. Next, the speed measuring mechanism collects the speed of the engine simulation mechanism within the current operating cycle. Finally, the oil pressure measuring mechanism and the speed measuring mechanism are electrically connected to the closed-loop control module to transmit the oil pressure after the metering switch and the speed to the closed-loop control module.

[0071] After acquiring the fuel regulator's post-metering oil pressure and the engine simulation mechanism's speed data for the current operating cycle, the fuel regulator testing module can perform closed-loop control for the next operating cycle. Specifically, the closed-loop control module first obtains the change in fuel regulator's post-metering oil pressure during the current operating cycle based on the post-metering oil pressure. Then, based on the post-metering oil pressure change, it generates a speed adjustment signal for the engine simulation mechanism in the next operating cycle, and based on the speed, it generates an intake air adjustment signal for the fuel regulator in the next operating cycle. Finally, the closed-loop control module sends the speed adjustment signal to the engine simulation mechanism and adjusts the intake air... An adjustment signal is sent to the intake pressure regulating valve of the fuel regulator so that the engine simulation mechanism can adjust the engine speed according to the speed adjustment amount, and the intake pressure regulating valve can adjust the intake pressure of the fuel regulator according to the intake adjustment signal. Based on this, the process of changing the fuel supply in the fuel regulator when the throttle position changes can be simulated in the next operating cycle, which in turn leads to changes in the oil pressure after the internal metering switch and the speed of the aircraft engine. Based on this principle, the oil pressure after the metering switch of the fuel regulator in the previous operating cycle is used to complete the closed-loop control of the fuel regulator for fault detection in the next operating cycle. Fault detection of the fuel regulator can be achieved throughout the entire test process until the end of the entire test process.

[0072] In this embodiment, at the initial stage of the test, the closed-loop control module sends an initial speed signal to the fuel regulator test module so that the engine simulation mechanism can reach a predetermined speed (such as 4500 rpm, which can be specifically set according to different engine models). Then, within this initial operating cycle (for example, assuming one operating cycle is 200ms, divided into two acquisition cycles, one acquisition cycle is 100ms), the speed and the oil pressure after the metering switch in the fuel regulator are collected, and the aforementioned collected data are sent to the closed-loop control module; then, the closed-loop control module, according to the initial speed signal, sends the initial speed signal to the fuel regulator test module. The change in oil pressure after the metering switch during the initial operating cycle (i.e., the difference between the oil pressure after the metering switch in the first 100ms and the oil pressure after the metering switch in the last 100ms) is used to generate the engine simulation mechanism's speed adjustment signal for the second operating cycle (i.e., the second 1ms). Based on the speed during the initial operating cycle, the intake air adjustment signal of the fuel regulator for the second operating cycle is generated (which can be generated using, but is not limited to, the speed collected in the last 100ms). Thus, based on the aforementioned principle, by continuously cycling, the closed-loop control of fault detection for the fuel regulator throughout the entire testing process can be completed.

[0073] In one specific implementation, the closed-loop control module, for example, is used to generate PID control parameters for the engine simulation mechanism in the next operating cycle based on the oil pressure change after the metering switch and using a fuzzy control algorithm. Then, based on the PID control parameters, the engine simulation mechanism can generate a speed adjustment signal for the next operating cycle. In this way, the fuzzy adaptive PID control algorithm is used to simulate the speed adjustment process of a real engine affected by the fuel regulator. Combined with the speed closed-loop test, the speed swing range of the aero-engine affected by the fuel regulator can be simulated. Based on this, the fuel regulator that causes the speed swing fault of the aero-engine can be accurately and effectively detected.

[0074] In addition, for example, the closed-loop control module stores the correlation between the engine speed and the intake pressure of the fuel regulator (i.e., the intake pressure corresponding to different engine speeds). Thus, when the closed-loop control module receives the engine speed of the engine simulation mechanism in the previous operating cycle, it can determine the intake pressure corresponding to the engine speed in the previous operating cycle based on the stored correlation. Then, it can generate an intake adjustment signal based on the determined intake pressure.

[0075] Based on the foregoing description, the rotational speed of the engine simulation mechanism can be collected during the entire test process in multiple operating cycles. Then, based on the rotational speed of the engine simulation mechanism in each operating cycle, the fault detection result of the fuel regulator can be generated.

[0076] In this embodiment, a method for detecting a fault in a fuel regulator is provided as follows:

[0077] Step 1: Extract the maximum and minimum speeds of the engine simulation mechanism in all operating cycles from the speeds of the engine simulation mechanism in each operating cycle; in this embodiment, the maximum and minimum speeds of the engine simulation mechanism are extracted during the entire test process.

[0078] Step 2: Calculate the speed change rate of the engine simulation mechanism based on the maximum speed and the minimum speed, and according to the following formula (1).

[0079] (1)

[0080] In the above formula (1), This represents the rate of change of the engine speed of the engine simulation mechanism. This indicates the maximum rotational speed. This indicates the minimum rotational speed. This indicates the standard rotational speed; in this embodiment, the standard rotational speed may be, but is not limited to, 5795.

[0081] Step 3: Determine whether the rate of change of rotational speed is greater than a preset threshold; in this embodiment, the preset threshold may be, but is not limited to, 0.4%.

[0082] Step 4: If so, then the fuel regulator is determined to be faulty.

[0083] Therefore, as explained above, this system, when performing fault detection of fuel regulators, does not require the construction of a large test system or the ignition of aviation fuel in the aircraft engine. It can directly and quickly reproduce the engine speed fluctuation fault caused by the fuel regulator through closed-loop speed control. In this way, the fuel regulator causing the speed fluctuation fault in the aircraft engine can be detected. This improves work efficiency, reduces fuel consumption, and is suitable for large-scale application and development in the field of fault detection of fuel regulators in aircraft engines.

[0084] See Figures 1-3 As shown, the following provides one specific circuit structure for the aforementioned closed-loop control module:

[0085] In this embodiment, the closed-loop control module may include, but is not limited to, a control unit, a signal processing unit, and a signal sampling unit. In a specific application, the input terminal of the signal sampling unit is electrically connected to the oil pressure measuring mechanism and the speed measuring mechanism, respectively, and the output terminal of the signal sampling unit is electrically connected to the control unit. The signal sampling unit is used to receive the engine simulation mechanism's speed in the current operating cycle transmitted by the speed measuring mechanism, and to receive the fuel regulator's post-metering switch oil pressure in the current operating cycle transmitted by the oil pressure measuring mechanism, and to send the speed and the post-metering switch oil pressure to the control unit. Then, the control unit can obtain the change in the fuel regulator's post-metering switch oil pressure in the current operating cycle based on the post-metering switch oil pressure, and generate the engine simulation mechanism's speed adjustment signal for the next operating cycle based on the change in the post-metering switch oil pressure, and generate the fuel regulator's intake air adjustment signal for the next operating cycle based on the speed.

[0086] Meanwhile, in this embodiment, the control unit also uses a signal processing unit to process the aforementioned two signals, such as performing digital-to-analog conversion and amplification, so as to convert them into signals that can be recognized by the engine simulation mechanism and the intake pressure regulating valve.

[0087] Specifically, the input terminal of the signal processing unit is electrically connected to the control unit, and is used to receive the speed adjustment signal and the intake air adjustment signal sent by the control unit. The speed adjustment signal undergoes digital-to-analog conversion and a first signal amplification to obtain a target speed voltage signal, and the intake air adjustment signal undergoes a second signal amplification to obtain a target air pressure voltage signal. Finally, the output terminal of the signal processing unit is electrically connected to the engine simulation mechanism and the intake pressure regulating valve, respectively, to send the target speed voltage signal to the engine simulation mechanism and the target air pressure voltage signal to the intake pressure regulating valve, so that the engine simulation mechanism adjusts the speed according to the target air pressure voltage signal, and the intake pressure regulating valve adjusts the intake pressure of the fuel regulator according to the target air pressure voltage signal.

[0088] Furthermore, the following provides one specific structure of the signal processing unit:

[0089] See Figure 1As shown, the signal processing unit may include, but is not limited to, a digital-to-analog converter (DAC), a first operational amplifier (APA), and a second operational amplifier (PA). The control unit is electrically connected to the input of the first APA via the DAC, and the output of the first APA is electrically connected to the engine simulation mechanism. Thus, the control unit can perform DAC processing on the speed adjustment signal via the DAC to obtain a DAC-converted signal, and then perform a first signal amplification on the DAC-converted signal based on the first APA to obtain the target speed voltage signal. Finally, the target speed voltage signal can be sent to the engine simulation mechanism to adjust the speed of the engine simulation mechanism.

[0090] Similarly, the control unit is also electrically connected to the input terminal of the second operational amplifier unit, and the output terminal of the second operational amplifier unit is electrically connected to the intake pressure regulating valve; wherein, the control unit is used to perform second signal amplification processing on the intake adjustment signal through the second operational amplifier unit to obtain a target air pressure voltage signal, and then transmit the target air pressure voltage signal to the intake pressure regulating valve to realize the adjustment of the intake pressure of the fuel regulator.

[0091] For details, see Figure 2 As shown, the intake air of the fuel regulator is supplied by the air source, and the intake pressure regulating valve, under the control of the control unit, adjusts its opening based on the target air pressure voltage signal to ultimately adjust the intake air pressure of the fuel regulator. In addition, for example, the intake pressure regulating valve can be, but is not limited to, the TESCOM-ER5000 series. This type of regulator has both automatic control and external control modes, and features a wide pressure adjustment range and high adjustment accuracy. The electrical signal output by the control unit is input to the pressure regulating valve, thereby controlling the opening of the pressure regulating valve to obtain the target air pressure.

[0092] As explained above, the control unit uses a fuzzy adaptive PID control algorithm to calculate and output a digital voltage signal. The digital voltage signal is then converted into a corresponding analog voltage signal by a digital-to-analog converter. The analog voltage signal is then passed through a first operational amplifier unit to obtain the target speed voltage signal. Finally, the voltage signal is sent to the engine simulation mechanism to control the speed of the engine simulation mechanism and obtain the desired speed.

[0093] Similarly, the control unit performs calculations based on the aforementioned relationship between the engine speed and the intake pressure, and then outputs an analog voltage signal. The analog voltage signal is then amplified by the second operational amplifier unit to obtain the target air pressure voltage signal. Finally, the control unit sends the target air pressure voltage signal to the intake pressure regulating valve to control the intake pressure regulating valve and obtain the desired intake pressure (i.e., the air pressure after the high-pressure compressor). Of course, the analog voltage signals corresponding to different intake pressures can be pre-stored in the control unit.

[0094] Furthermore, the following describes one process by which the aforementioned control unit uses a fuzzy adaptive PID control algorithm to generate a speed regulation signal; wherein the control unit takes the change in oil pressure after the metering switch of the regulator in the previous operating cycle as input, and then uses a fuzzy adaptive control algorithm to output the speed regulation signal; for details, see Figure 3 As shown, Figure 3 In this diagram, r(t) represents the fuel pressure value after the metering switch of the fuel regulator in the previous operating cycle (denoted by Pk), de / dt represents the change in Pk pressure in one operating cycle, y(t) is the output of the closed-loop control, and Kp, Ki, and Kd are the control parameters of the PID controller obtained after fuzzy inference. In this embodiment, Kp is mainly used for control. Thus, based on the fuzzy control algorithm, de / dt is fuzzified and fuzzy inference is performed to output PID control parameters. Then, the speed adjustment signal is output according to the value of Kp, thereby using the speed of the engine simulation mechanism to simulate the speed of the aircraft engine, and simultaneously collecting the fuel pressure after the metering switch of the fuel regulator at that speed. Finally, this is used as a feedback signal to realize the fault detection closed-loop control throughout the entire testing process.

[0095] In a specific real-time mode, one implementation process of the aforementioned fuzzy control algorithm is disclosed below, as shown in the following:

[0096] A fuzzy rule base is obtained, wherein the fuzzy rule base includes an oil pressure input fuzzy quantization factor, an output fuzzy quantization factor, a fuzzy membership function, and fuzzy subsets of different oil pressure input fuzzy values, and the membership function is used to determine the membership degree corresponding to different fuzzy subsets; in this embodiment, different fuzzy rule bases can be established according to the oil pressure after the metering switch of the fuel regulator, such as establishing fuzzy control rules for Pk~n2 (engine speed) when the Pk pressure is greater than 3500 kPa and less than 3500 kPa respectively. The fuzzy control algorithm uses de / dt (the change in oil pressure after the metering switch) as input, in kPa, and Kp as output. Taking a pressure Pk greater than 3500 kPa as an example, de / dt and output Kp are represented by six letters according to the actual needs of the system. Simultaneously, a fuzzy subset of each input and output is determined. The input range of de / dt is [-200, +200], defined as the input fundamental universe of discourse. When the input is less than -200, it is treated as -200; when the input is greater than 200, it is treated as +200. The output range of Kp is [-2, +2], defined as the output fundamental universe of discourse. The fuzzy universe of discourse is obtained by multiplying the fundamental universe of discourse by the output fuzzy quantization factor.

[0097] Similarly, when the pressure of Pk is less than 3500 kPa, the basic universe of discourse for the de / dt input is [-50, +50]. When the input is less than -50, it is treated as -50, and when the input is greater than 50, it is treated as +50. The basic universe of discourse for the output of Kp is [-3, +3]. The fuzzy quantization factors for the input and output are 0.12 and 2, respectively, so the fuzzy universe of discourse for the input and output is [-6, +6]. The establishment and defuzzification of fuzzy rules are carried out in the same way as when the pressure of Pk is greater than 3500 kPa to establish the fuzzy controller, which will not be elaborated here.

[0098] Thus, a fuzzy rule base can be constructed based on the above adjustment rules. This base includes a table of fuzzy variable representative symbols and meanings, a table of fuzzy variable parameters, and a table of fuzzy control rules, as shown in Tables 1, 2, and 3, respectively. In the aforementioned fuzzy control rule table, when de / dt takes PB, Kp also takes PB. This means that when the change in Pk pressure is too large, the speed of the aero-engine should be increased rapidly.

[0099] Table 1. Symbols and meanings of fuzzy variables

[0100] de / dt Kp Fuzzy subsets Representative significance -200 -2 NB Large burden -400 / 3 -4 / 3 NM Negative -200 / 3 -2 / 3 NS Negative small 0 0 ZO zero 200 / 3 2 / 3 PS Just small 400 / 3 4 / 3 PM Positive smaller 200 2 PB Zhengda

[0101] Table 2 Language Variable Parameter Table

[0102]

[0103] Table 3 Fuzzy Control Rules

[0104] de / dt NB NM NS ZO PS PM PB Kp NB NM NS ZO PS PM PB

[0105] After establishing the aforementioned fuzzy rule base, the fuzzy input quantity for the current closed-loop control can be calculated based on the change in oil pressure after the metering switch of the fuel regulator in the previous operating cycle, as shown in step b below.

[0106] Based on the oil pressure change after the metering switch and the input fuzzy quantization factor in the fuzzy rule base, the current fuzzy input quantity is obtained. After obtaining the current fuzzy input quantity, its corresponding membership degree can be calculated, as shown in step c below. Based on the current fuzzy input quantity, each fuzzy subset in the fuzzy rule base, and the membership function of each fuzzy subset, the membership degree of the current fuzzy input quantity is calculated. In this embodiment, for example, but not limited to, the triangular membership function trimf can be used to calculate the membership degree of the current fuzzy input quantity. The schematic diagram of the aforementioned triangular membership function is shown below. Figure 4 As shown. Based on the membership degree of the current fuzzy input, the defuzzification output of the fuel regulator fault detection system of the aero-engine is calculated; in this embodiment, the following formula (2) can be used to calculate the fuzzy output. (2)

[0107] Formula (2) above This represents the defuzzification output. Indicates the membership degree of the current fuzzy input quantity. This represents the membership degree of the fuzzy subset to which the current fuzzy input belongs, where n is the number of fuzzy subsets to which the current fuzzy input belongs.

[0108] After calculating the unfuzzy output, the output of the closed-loop control can be determined, as shown in step e below.

[0109] Based on the defuzzification output and the output fuzzy quantization factor, the PID control parameters of the engine simulation mechanism are calculated. In this embodiment, the PID control parameters of the engine simulation mechanism are obtained by multiplying the defuzzification output by the output fuzzy quantization factor. After obtaining the PID control parameters, a speed adjustment signal can be generated based on these parameters, as shown in step f below. The speed adjustment signal corresponding to the engine simulation mechanism in the next operating cycle is generated using the PID control parameters. In this embodiment, for example, a correlation table between PID control parameters and speed voltage is set up. This table contains speed voltages corresponding to different PID control parameters. Based on this, after obtaining the PID control parameters for this control, the speed voltage corresponding to the PID control parameters can be obtained, and then the speed voltage can be used as the speed adjustment signal. The following example illustrates the aforementioned steps:

[0110] Assuming the oil pressure change after the metering switch in the previous operating cycle was 170, then the current input fuzzy value is: 170 × input fuzzy quantization factor (0.03), thus the input fuzzy value is 5.1; see also... Figure 4 As shown, when the current input fuzzy value is 5.1, its membership function graph is located between the fuzzy subsets PM and PB. Therefore, the fuzzy subsets of the current input fuzzy value are PM and PB. Thus, the membership degree of the current fuzzy subset can be calculated as shown in the following formula (3).

[0111] (3)

[0112] In the above formula (3), This indicates the current amount of fuzzy input.

[0113] After calculating the membership degree of the current fuzzy input, substitute it into the aforementioned formula (2) to obtain the defuzzified output, as shown in the following formula (4).

[0114] (4)

[0115] Next, multiply 5.1 by the output fuzzy quantization factor (1 / 3) to obtain the PID control parameters, i.e., the PID control parameters are 1.7; finally, based on the PID control parameters, the speed adjustment signal corresponding to the engine simulation mechanism in the next operating cycle can be generated.

[0116] Therefore, based on the foregoing explanation, a fuzzy control algorithm can be used to generate the PID control parameters corresponding to the engine simulation mechanism in the next operating cycle, thereby realizing PID closed-loop control of the entire testing process.

[0117] See Figure 1 As shown, the following discloses one specific structure of the engine simulation mechanism:

[0118] In one specific embodiment, the engine simulation mechanism may include, but is not limited to, a DC speed control mechanism and a motor. The DC speed control mechanism is electrically connected to the closed-loop control module and is used to receive a speed adjustment signal sent by the closed-loop control module (i.e., receive a target speed voltage signal issued by the control unit and processed by the digital-to-analog conversion unit and the first operational amplifier unit), and adjust the speed of the motor based on the speed adjustment signal. In this embodiment, the DC speed control mechanism may be, but is not limited to, a DC speed controller.

[0119] Meanwhile, the drive end of the engine simulation mechanism, as exemplified, is also connected to a transmission mechanism. The fuel regulator is used to collect the rotational speed of the transmission mechanism within the current operating cycle and adjust the fuel output of the fuel supply mechanism based on the rotational speed of the transmission mechanism within the current operating cycle. Specifically, the motor is connected to a transmission mechanism (such as a gearbox). Thus, the motor speed can be varied based on the gearbox. In this embodiment, the aforementioned structure is used because the motor speed is different from the speed of the main fuel regulator, and there is a corresponding speed ratio between them. Therefore, based on the gearbox, the speed of the two motors can be varied, thereby meeting the speed requirements of the fuel regulator.

[0120] Preferably, the fuel regulator test module further includes a flow measurement mechanism and a secondary instrument. The flow measurement mechanism is used to collect the fuel flow rate of the fuel regulator during the current operating cycle. The flow measurement mechanism, the oil pressure measurement mechanism, and the speed measurement mechanism are electrically connected to the secondary instrument, which transmits the fuel flow rate, the speed of the engine simulation mechanism, and the oil pressure after the metering switch of the fuel regulator during the current operating cycle to the secondary instrument for visualization. Based on the aforementioned design, various data can be displayed in real time during the test, thereby helping maintenance personnel understand the working status of the fuel regulator and the engine simulation structure.

[0121] Furthermore, for example, hydraulic pressure measuring mechanisms can use, but are not limited to, pressure transmitters, such as the MPM4730 intelligent pressure transmitter from MicroSensors Co., Ltd. This type of transmitter features high precision, high stability, and light weight. The pressure transmitter range is adjustable from 0MPa to 2.5MPa, and its corresponding output electrical signal is 1-5V or 4-20mA.

[0122] Similarly, for example, a speed measuring mechanism can, but is not limited to, use a grating encoder; such as the Omron E6B2-CWZ3E photoelectric rotary encoder, which has the characteristics of vibration resistance, strong electromagnetic interference resistance, high reliability, and fast response. The resolution of the photoelectric rotary encoder is adjusted to 1000P / R, that is, the encoder outputs 1000 pulses per revolution.

[0123] Finally, for example, flow measurement mechanisms can use, but are not limited to, flow meters, such as the Emerson F100S128CCAPMZZZZ type mass flow meter. This type of flow meter features high accuracy, easy installation, ease of use, and direct mass measurement. The mass flow meter range is adjustable from 0 kg / h to 16500 kg / h, and its corresponding output electrical signal is 4 to 20 mA.

[0124] In this embodiment, for example, the entire closed-loop control module and the fuel regulator test module are equipped with a power supply module. See [link to relevant documentation]. Figure 1 As shown, the power supply module is used to supply power and protect the entire system, and includes two parts: a power supply circuit and a protection circuit. The protection circuit is further divided into an overvoltage protection circuit and an undervoltage protection circuit. The main function of the overvoltage protection circuit is to limit the input voltage below a specified value to prevent the electronic components from being burned out due to excessively high input voltage. The main function of the undervoltage protection circuit is to limit the input voltage above a specified value to prevent the entire control system from malfunctioning due to excessively low input voltage. At the same time, the power supply circuit is used to perform DC-DC conversion on the input voltage to obtain the required voltage levels in the system to ensure the normal power supply of the entire system.

[0125] In addition, the aforementioned control unit is also connected to a host computer system (e.g., via an RS485 communication unit). In this way, the user can control the start and stop of the entire system through the human-machine interface of the host computer system. The user can also observe the waveform changes of parameters such as the engine speed, fuel flow and pressure in the fuel regulator at any time on the interface. At the same time, the host computer system can also measure relevant data in real time and save it in Excel to achieve data retention.

[0126] Thus, through the detailed description of the fuel regulator fault detection system for aero-engines, this invention can quickly and effectively reproduce engine rotational oscillation faults caused by the fuel regulator without test runs. In this way, compared with traditional test platforms, this invention can effectively monitor and evaluate the speed regulation quality of the fuel regulator while improving work efficiency and reducing testing costs.

[0127] In one possible design, see Figure 5 As shown, the second aspect of this embodiment provides a method for operating the fuel regulator fault detection system for an aero-engine described in the first aspect of the embodiment. This method can be executed, but is not limited to, on the control unit side. Currently, the aforementioned execution subject does not constitute a limitation on the embodiments of this application. The operation steps of this method can be, but are not limited to, the steps S1 to S4 below.

[0128] S1. Obtain the fault detection parameters of the fuel regulator fault detection system in the current operating cycle, wherein the fault detection parameters include the fuel regulator oil pressure after the metering switch and the engine simulation mechanism speed in the current operating cycle, the fuel regulator oil pressure after the metering switch is related to the fuel supply of the fuel regulator in the current operating cycle, and the fuel supply of the fuel regulator in the current operating cycle is determined based on the engine simulation mechanism speed in the current operating cycle.

[0129] S2. Based on the oil pressure after the metering switch, generate the change in oil pressure after the metering switch of the fuel regulator during the current operating cycle.

[0130] S3. Based on the change in oil pressure after the metering switch, generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle, and based on the speed, generate an intake air adjustment signal for the fuel regulator in the next operating cycle. Send the speed adjustment signal to the engine simulation mechanism and the intake air adjustment signal to the intake pressure regulating valve of the fuel regulator, so as to complete the fault detection closed-loop control of the fuel regulator in the next operating cycle based on the oil pressure after the metering switch in the previous operating cycle.

[0131] In this embodiment, for example, but not limited to, the following steps S31 to S36 can be used to generate the speed adjustment signal corresponding to the engine simulation mechanism in the next operating cycle.

[0132] S31. Obtain a fuzzy rule base, wherein the fuzzy rule base includes a hydraulic pressure input fuzzy quantization factor, an output fuzzy quantization factor, a fuzzy membership function, and fuzzy subsets of different hydraulic pressure input fuzzy quantities, and the membership function is used to determine the membership degree corresponding to different fuzzy subsets.

[0133] S32. Based on the change in oil pressure after the metering switch and the input fuzzy quantization factor in the fuzzy rule base, obtain the current fuzzy input quantity.

[0134] S33. Calculate the membership degree of the current fuzzy input based on the current fuzzy input quantity, each fuzzy subset in the fuzzy rule base, and the membership function of each fuzzy subset.

[0135] S34. Based on the membership degree of the current fuzzy input, calculate the defuzzy output of the fuel regulator fault detection system for the aero-engine.

[0136] S35. Based on the defuzzification output and the output fuzzy quantization factor, calculate the PID control parameters of the engine simulation mechanism.

[0137] S36. Using the PID control parameters, generate the speed adjustment signal of the engine simulation mechanism for the next operating cycle.

[0138] In this embodiment, the detailed process of steps S31 to S36 can be found in the first aspect of the aforementioned embodiment, and will not be repeated here.

[0139] Based on the aforementioned steps S31 to S36, the speed adjustment signal of the engine simulation mechanism in the next operating cycle can be generated based on the analog-digital control algorithm, thus realizing closed-loop control of the entire testing process.

[0140] After completing the closed-loop control of the entire test process, the rotational speed of the engine simulation mechanism in each operating cycle can be obtained. Then, based on the rotational speed in each operating cycle, the fault detection result of the fuel regulator can be realized. The fault determination process is shown in step S4 below.

[0141] S4. Obtain the rotational speed of the engine simulation mechanism in each operating cycle, and generate the fault detection result of the fuel regulator based on the rotational speed of the engine simulation mechanism in each operating cycle; in this embodiment, the fault detection result of the fuel regulator can be obtained by using, but is not limited to, the following steps S41 to S44.

[0142] S41. Extract the maximum and minimum speeds of the engine simulation mechanism in all operating cycles from the speeds of the engine simulation mechanism in each operating cycle.

[0143] S42. Calculate the speed change rate of the engine simulation mechanism based on the maximum speed and the minimum speed, and according to the following formula (1).

[0144] (1)

[0145] In the above formula (1), This represents the rate of change of the engine speed of the engine simulation mechanism. This indicates the maximum rotational speed. This indicates the minimum rotational speed. Indicates the standard rotational speed.

[0146] S43. Determine whether the rate of change of rotational speed is greater than a preset threshold.

[0147] S44. If so, the fuel regulator is determined to be faulty.

[0148] In this embodiment, the specific process of fault detection can be found in the first aspect of the embodiment, and will not be repeated here.

[0149] The working process, working details and technical effects of this embodiment can be found in the first aspect of the embodiment, and will not be repeated here.

[0150] like Figure 6As shown, the third aspect of this embodiment provides a fuel regulator fault detection device for an aircraft engine. Taking the device as an electronic device as an example, it includes: a memory, a processor, and a transceiver connected in sequence. The memory is used to store a computer program, the transceiver is used to send and receive messages, and the processor is used to read the computer program and execute the working method of the fuel regulator fault detection system for an aircraft engine as described in the second aspect of the embodiment.

[0151] For specific examples, the memory may include, but is not limited to, random access memory (RAM), read-only memory (ROM), flash memory, first-in-first-out (FIFO) memory, and / or first-in-last-out (FILO) memory, etc.; specifically, the processor may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor may be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor, also known as the CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state.

[0152] In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. For example, the processor may not be limited to microprocessors of the STM32F105 series, reduced instruction set computer (RISC) microprocessors, x86 architecture processors, or processors with integrated neural network processing units (NPUs). The transceiver may be, but is not limited to, a Wi-Fi transceiver, a Bluetooth transceiver, a General Packet Radio Service (GPRS) transceiver, a ZigBee (a low-power LAN protocol based on the IEEE 802.15.4 standard) transceiver, a 3G transceiver, a 4G transceiver, and / or a 5G transceiver. Furthermore, the device may also include, but is not limited to, a power module, a display screen, and other necessary components.

[0153] The working process, working details and technical effects of the electronic device provided in this embodiment can be found in the first and second aspects of the embodiment, and will not be repeated here.

[0154] The fourth aspect of this embodiment provides a storage medium that stores instructions for the operation method of the fuel regulator fault detection system for an aircraft engine as described in the second aspect of this embodiment. That is, the storage medium stores instructions that, when executed on a computer, perform the operation method of the fuel regulator fault detection system for an aircraft engine as described in the second aspect of this embodiment.

[0155] The storage medium refers to a carrier for storing data, which may include, but is not limited to, floppy disks, optical disks, hard disks, flash memory, USB flash drives, and / or memory sticks. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices.

[0156] The working process, working details and technical effects of the storage medium provided in this embodiment can be found in the first and second aspects of the embodiment, and will not be repeated here.

[0157] The fifth aspect of this embodiment provides a computer program product containing instructions that, when executed on a computer, cause the computer to perform the working method of the fuel regulator fault detection system for an aircraft engine as described in the second aspect of this embodiment, wherein the computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device.

[0158] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A fault detection system for a fuel regulator of an aircraft engine, characterized in that, include: The fuel regulator test module and the closed-loop control module include a fuel regulator, an engine simulation mechanism, an oil pressure measurement mechanism, a speed measurement mechanism, and a fuel supply mechanism. The fuel supply end of the fuel supply mechanism is connected to the fuel regulator, wherein the fuel regulator is used to collect the rotational speed of the engine simulation mechanism in the current operating cycle, and adjust the fuel output of the fuel supply mechanism according to the rotational speed. The oil pressure measuring mechanism is used to collect the oil pressure after the metering switch of the fuel regulator during the current operating cycle; The speed measuring mechanism is used to collect the speed of the engine simulation mechanism in the current operating cycle. The oil pressure measuring mechanism and the speed measuring mechanism are electrically connected to the closed-loop control module, respectively, and are used to transmit the oil pressure after the metering switch and the speed to the closed-loop control module, so that the closed-loop control module can obtain the change in oil pressure after the metering switch of the fuel regulator in the current operating cycle based on the oil pressure after the metering switch. The closed-loop control module is used to generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle based on the change in oil pressure after the metering switch, and to generate an intake air adjustment signal for the fuel regulator in the next operating cycle based on the speed. The speed adjustment signal is sent to the engine simulation mechanism, and the intake air adjustment signal is sent to the intake pressure regulating valve of the fuel regulator, so that the closed-loop control module can complete the fault detection closed-loop control of the fuel regulator in the next operating cycle based on the oil pressure after the metering switch in the previous operating cycle. The closed-loop control module is also used to generate fault detection results for the fuel regulator based on the rotational speed of the engine simulation mechanism in each operating cycle.

2. The fuel regulator fault detection system for an aero-engine according to claim 1, characterized in that, The closed-loop control module includes: a control unit, a signal processing unit, and a signal sampling unit; The input terminal of the signal sampling unit is electrically connected to the oil pressure measuring mechanism and the speed measuring mechanism, respectively, and the output terminal of the signal sampling unit is electrically connected to the control unit. The signal sampling unit is used to receive the engine simulation mechanism speed transmitted by the speed measuring mechanism in the current operating cycle, and to receive the fuel regulator after the metering switch oil pressure transmitted by the oil pressure measuring mechanism in the current operating cycle, and to send the speed and the fuel regulator after the metering switch oil pressure to the control unit. The control unit is configured to obtain the change in the fuel regulator's fuel pressure after the metering switch during the current operating cycle based on the fuel pressure after the metering switch, and generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle based on the change in the fuel pressure after the metering switch, and generate an intake adjustment signal for the fuel regulator in the next operating cycle based on the speed. The input terminal of the signal processing unit is electrically connected to the control unit, and is used to receive the speed adjustment signal and the intake adjustment signal sent by the control unit, and to perform digital-to-analog conversion processing and first signal amplification processing on the speed adjustment signal to obtain the target speed voltage signal, and to perform second signal amplification processing on the intake adjustment signal to obtain the target air pressure voltage signal; The output of the signal processing unit is electrically connected to the engine simulation mechanism and the intake pressure regulating valve, respectively, for sending the target speed voltage signal to the engine simulation mechanism and the target air pressure voltage signal to the intake pressure regulating valve, so that the engine simulation mechanism adjusts the speed according to the target speed voltage signal and the intake pressure regulating valve adjusts the intake pressure of the fuel regulator according to the target air pressure voltage signal.

3. The fuel regulator fault detection system for an aero-engine according to claim 2, characterized in that, The signal processing unit includes: a digital-to-analog conversion unit, a first operational amplifier unit, and a second operational amplifier unit; The control unit is electrically connected to the input terminal of the first operational amplifier unit through the digital-to-analog converter unit. It is used to perform digital-to-analog conversion processing on the speed adjustment signal through the digital-to-analog converter unit to obtain a digital-to-analog converted signal, and to perform a first signal amplification processing on the digital-to-analog converted signal based on the first operational amplifier unit to obtain the target speed voltage signal. The output of the first operational amplifier unit is electrically connected to the engine simulation mechanism, and is used to send the target speed voltage signal to the engine simulation mechanism; The control unit is also electrically connected to the input terminal of the second operational amplifier unit, for performing second signal amplification processing on the intake adjustment signal through the second operational amplifier unit to obtain the target air pressure voltage signal, and the output terminal of the second operational amplifier unit is electrically connected to the intake pressure regulating valve, for transmitting the target air pressure voltage signal to the intake pressure regulating valve.

4. The fuel regulator fault detection system for an aero-engine according to claim 1, characterized in that, The engine simulation mechanism includes: a DC speed control mechanism and a motor; The DC speed control mechanism is electrically connected to the closed-loop control module and is used to receive the speed adjustment signal sent by the closed-loop control module, and adjust the speed of the motor based on the speed adjustment signal.

5. The fuel regulator fault detection system for an aero-engine according to claim 1, characterized in that, The drive end of the engine simulation mechanism is also connected to a transmission mechanism. The fuel regulator is used to collect the rotational speed of the transmission mechanism in the current operating cycle and adjust the fuel output of the fuel supply mechanism according to the rotational speed of the transmission mechanism in the current operating cycle.

6. The fuel regulator fault detection system for an aero-engine according to claim 1, characterized in that, The closed-loop control module is used to generate PID control parameters for the engine simulation mechanism in the next operating cycle based on the oil pressure change after the metering switch and using a fuzzy control algorithm. The closed-loop control module is also used to generate a speed adjustment signal for the engine simulation mechanism in the next operating cycle based on the PID control parameters.

7. The fuel regulator fault detection system for an aero-engine according to claim 1, characterized in that, The fuel regulator test module also includes: a flow measurement mechanism and secondary instruments; The flow measurement mechanism is used to collect the fuel flow rate of the fuel regulator in the current operating cycle. The flow measurement mechanism, the oil pressure measurement mechanism, and the speed measurement mechanism are electrically connected to the secondary instrument, which transmits the fuel flow rate, the speed of the engine simulation mechanism, and the oil pressure after the metering switch of the fuel regulator in the current operating cycle to the secondary instrument for visualization.

8. A method for operating the fuel regulator fault detection system for an aero-engine according to any one of claims 1 to 7, characterized in that, include: The system acquires fault detection parameters of the fuel regulator fault detection system during the current operating cycle. These fault detection parameters include the fuel pressure after the metering switch and the engine speed of the engine simulation mechanism during the current operating cycle. The fuel pressure after the metering switch is related to the fuel supply of the fuel regulator during the current operating cycle, and the fuel supply of the fuel regulator during the current operating cycle is determined based on the engine speed of the engine simulation mechanism during the current operating cycle. Based on the oil pressure after the metering switch, the change in oil pressure after the metering switch of the fuel regulator during the current operating cycle is generated. Based on the change in oil pressure after the metering switch, a speed adjustment signal is generated for the engine simulation mechanism in the next operating cycle, and an intake air adjustment signal is generated for the fuel regulator in the next operating cycle based on the speed. The speed adjustment signal is sent to the engine simulation mechanism, and the intake air adjustment signal is sent to the intake pressure regulating valve of the fuel regulator, so as to complete the fault detection closed-loop control of the fuel regulator in the next operating cycle based on the oil pressure after the metering switch in the previous operating cycle. The engine simulation mechanism's rotational speed is obtained in each operating cycle, and based on the engine simulation mechanism's rotational speed in each operating cycle, the fault detection result of the fuel regulator is generated.

9. The method according to claim 8, characterized in that, Based on the engine simulation mechanism's rotational speed during each operating cycle, fault detection results for the fuel regulator are generated, including: The maximum and minimum speeds of the engine simulation mechanism in all operating cycles are extracted from the speeds of the engine simulation mechanism in each operating cycle. Based on the maximum speed and the minimum speed, and according to the following formula (1), the speed change rate of the engine simulation mechanism is calculated; （1） In the above formula (1), This represents the rate of change of the engine speed of the engine simulation mechanism. This indicates the maximum rotational speed. This indicates the minimum rotational speed. Indicates standard rotational speed; Determine whether the rate of change of rotational speed is greater than a preset threshold; If so, the fuel regulator is determined to be faulty.

10. The method according to claim 8, characterized in that, Based on the change in oil pressure after the metering switch, a speed adjustment signal for the engine simulation mechanism in the next operating cycle is generated, including: A fuzzy rule base is obtained, wherein the fuzzy rule base includes a hydraulic pressure input fuzzy quantization factor, an output fuzzy quantization factor, a fuzzy membership function, and fuzzy subsets of different hydraulic pressure input fuzzy quantities, and the membership function is used to determine the membership degree corresponding to different fuzzy subsets; The current fuzzy input quantity is obtained based on the change in oil pressure after the metering switch and the fuzzy quantization factor of the oil pressure input in the fuzzy rule base; The membership degree of the current fuzzy input is calculated based on the current fuzzy input quantity, each fuzzy subset in the fuzzy rule base, and the fuzzy membership function of each fuzzy subset. Based on the membership degree of the current fuzzy input, the defuzzification output of the fuel regulator fault detection system of the aero-engine is calculated; Based on the defuzzification output and the output fuzzy quantization factor, the PID control parameters of the engine simulation mechanism are calculated. Using the PID control parameters, the engine simulation mechanism generates a speed adjustment signal for the next operating cycle.

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