An unmanned aerial vehicle engine control system and method based on a distributed architecture

Abstract

The application discloses a kind of unmanned plane engine control system and method based on distributed architecture, it is related to unmanned plane piston power control technical field.The first cylinder, second cylinder of two-stroke horizontal opposed four-cylinder engine are provided with first sensor group and first actuator, and first sensor group and first actuator are connected with first control unit communication;The third cylinder, fourth cylinder of two-stroke horizontal opposed four-cylinder engine are provided with second sensor group and second actuator, and second sensor group and second actuator are connected with second control unit communication;First control unit and second control unit are connected by CAN bus;First control unit and second control unit are connected with ground flight control communication.The present application judges in time and adopts corresponding control strategy for failure, reduces the probability of unmanned plane accident, improves the safety redundancy of unmanned plane work.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) piston power control technology, and more specifically to a UAV engine control system and method based on a distributed architecture. Background Technology

[0002] As a general aviation tool, unmanned aerial vehicles (UAVs) are playing an irreplaceable and vital role in an increasing number of situations, such as military reconnaissance, emergency communications, and disaster relief. Two-stroke engines, as a high power-to-weight ratio power unit, can provide sufficient power for UAVs for extended periods, making them the preferred power source for small and medium-sized UAVs.

[0003] Currently, piston engines used in unmanned aerial vehicles (UAVs) primarily employ a centralized control architecture, where a single control unit handles all tasks, including receiving and processing sensor data, sending and executing commands. While this approach is simple and cost-effective, it suffers from drawbacks such as low reliability, poor scalability, and insufficient system redundancy. Failure of a single function can lead to the collapse of the entire system. However, UAV propulsion systems have extremely stringent requirements for safety redundancy. Therefore, centralized control architectures are increasingly unable to meet the control needs of UAV propulsion systems. This has led to the development of distributed control systems with multiple control units. These systems avoid system-wide collapse due to the failure of a single control unit, achieving higher safety redundancy, scalability, flexibility, and lower maintenance costs.

[0004] Distributed control architecture has been widely used in power systems, but considering the stringent requirements of UAV power for system stability, the application of distributed architecture in UAV power control systems has certain difficulties and unique characteristics.

[0005] Therefore, this invention proposes an engine distributed control architecture and corresponding control method suitable for piston power control of UAVs to solve the difficulties existing in the prior art, which is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] In view of this, in order to solve these difficulties, the present invention develops a UAV engine control system and method based on a distributed architecture, so as to achieve higher safety redundancy, scalability, flexibility and lower maintenance costs than in the prior art.

[0007] To achieve the above objectives, the UAV's horizontally opposed two-stroke four-cylinder engine is designed with a distributed control architecture. Specifically, the present invention adopts the following technical solution:

[0008] A drone engine control system based on a distributed architecture.

[0009] The first and second cylinders of the two-stroke horizontally opposed four-cylinder engine are equipped with a first sensor group and a first actuator, and the first sensor group and the first actuator are communicatively connected to the first control unit.

[0010] The third and fourth cylinders of the two-stroke horizontally opposed four-cylinder engine are equipped with a second sensor group and a second actuator, and the second sensor group and the second actuator are communicatively connected to the second control unit.

[0011] The first control unit and the second control unit are connected via a CAN bus;

[0012] Both the first and second control units are connected to the ground flight control system via communication.

[0013] The above-mentioned system may optionally include, but is not limited to: a first crankshaft position sensor, a first throttle position sensor, a first cylinder head temperature sensor, and a second cylinder head temperature sensor;

[0014] The second sensor group includes, but is not limited to: a second crankshaft position sensor, a second throttle position sensor, a third cylinder head temperature sensor, and a third cylinder head temperature sensor.

[0015] In the above system, optionally, the first control unit and the second control unit have the same structure, both including a sensor interface circuit, a microprocessor, a power drive circuit, and a communication processing circuit;

[0016] The sensor interface circuit, power drive circuit, and communication processing circuit are all connected to the microprocessor.

[0017] Optionally, the first and second control units of the above system may also include a power supply module for powering the system.

[0018] A method for controlling a drone engine based on a distributed architecture, applied to any of the aforementioned drone engine control systems based on a distributed architecture, includes the following steps:

[0019] S1. When the two-stroke horizontally opposed four-cylinder engine enters the working state, the first control unit continuously collects data from the first sensor group and the first actuator to obtain the first dataset; the second control unit continuously collects data from the first sensor group and the second actuator to obtain the second dataset.

[0020] S2, the first control unit and the second control unit communicate via the CAN interface to transmit the first dataset and the second dataset;

[0021] S3, the first control unit and the second control unit respectively analyze and compare the first dataset and the second dataset to determine whether the difference between the data exceeds the threshold;

[0022] S4. If the threshold is exceeded, the first control unit and the second control unit determine the fault location and accumulate error codes to inform the ground flight controller. At the same time, they take countermeasures for the current fault to ensure the safe operation of the UAV.

[0023] Optionally, in the above method, the first dataset in S1 includes: first crankshaft angle, first cylinder head temperature, second cylinder head temperature, first throttle opening, and first actuator data; the second dataset includes: second crankshaft angle, third cylinder head temperature, fourth cylinder head temperature, second throttle opening, and second actuator data.

[0024] Optionally, the threshold in S3 can be obtained through experimental calibration.

[0025] The above method, optionally, includes the following specific content in S3:

[0026] Determine whether the difference between the first crankshaft angle and the second crankshaft angle deviates from 180°;

[0027] Determine if the cylinder head temperatures of the first, second, third, and fourth cylinders are abnormal.

[0028] Compare and determine whether the opening of the first throttle and the opening of the second throttle are consistent;

[0029] Determine whether the data from the first actuator and the second actuator are normal.

[0030] The above method, optionally, includes the following specific content in S4:

[0031] When the difference between the first crankshaft angle and the second crankshaft angle deviates from 180°, the faulty sensor is identified, and the value of the faulty crankshaft angle sensor is replaced with the angle value of the normally operating crankshaft angle sensor plus 180°. At the same time, the fault code crank_sensor_err is accumulated according to the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control.

[0032] If one or more of the cylinder head temperatures of the first, second, third, and fourth cylinders are abnormal, it indicates that the corresponding cylinder temperature sensor has malfunctioned. The fault level code tem_sensor_err is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control.

[0033] If the openings of the first and second throttle valves are inconsistent, the cylinder head temperature and engine speed curves are used to determine whether the problem lies with the mechanical synchronization structure or the first throttle position sensor. If the first throttle position sensor is faulty, the opening from the normally functioning valve position sensor is used to replace the faulty valve position sensor for the next step of engine control. The fault level code throttle_sensor_err is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control system. If the problem lies with the mechanical synchronization structure, the power of the normally functioning cylinders in the mechanical synchronization structure is increased, and a landing request is sent directly.

[0034] If the actuator signal is abnormal, the cylinder temperature and speed signals are collected and the trend of change is analyzed. If the cylinder temperature and speed signals are also abnormal, it indicates that the actuator is faulty. The power of the cylinder controlled by the other normally functioning control unit is immediately increased, and the ground flight control is notified. The ground flight control decides whether to land for inspection and repair. If the cylinder temperature and speed signals are normal, the control unit checks whether its own module is faulty and records the fault type. It then reports to the ground flight control, which decides whether to land for inspection and repair.

[0035] Optionally, the above method may also include handling malfunctions in parts of the first and second control units:

[0036] When a module malfunctions, the corresponding control unit identifies the malfunctioning module and the type of malfunction and informs the ground flight controller, which then decides whether to issue a landing command to the drone.

[0037] As can be seen from the above technical solution, compared with the prior art, the present invention provides a UAV engine control system and method based on a distributed architecture, which has the following beneficial effects:

[0038] 1) For power systems with high safety requirements and serious consequences of failure in UAV operation, the dual control unit distributed architecture is more reliable than a single control unit. It can realize sensor data monitoring, online correction and replacement of abnormal data, actuator control, timely judgment of faults and corresponding control strategies, reduce the probability of UAV accidents and improve the safety redundancy of UAV operation.

[0039] 2) Fault levels are clearly categorized. For faults with minimal impact on engine operation that can be corrected through algorithms, only a report is sent to the ground flight control system without forcing the UAV to land. For fault levels that accumulate to a threshold, engine power is maintained to prevent a crash, while a landing request is sent to the ground flight control system. This minimizes fault losses and increases the flexibility and scalability of fault response strategies. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0041] Figure 1 This is a block diagram of a distributed architecture-based unmanned aerial vehicle (UAV) engine control system disclosed in this invention.

[0042] Figure 2 This is the basic architecture of the distributed control system for a two-stroke horizontally opposed four-cylinder engine of an unmanned aerial vehicle in this embodiment of the invention.

[0043] Figure 3 This is a flowchart of the crankshaft position sensor fault response strategy of the present invention;

[0044] Figure 4 This is a flowchart of the cylinder head temperature sensor fault handling strategy of the present invention;

[0045] Figure 5 This is a flowchart of the throttle position sensor fault handling strategy of the present invention;

[0046] Figure 6 This is a flowchart illustrating the fault response strategy for the actuator and control unit modules of the present invention. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] In this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0049] See Figure 2 As shown, this invention designs a distributed control architecture for the horizontally opposed two-stroke four-cylinder engine used in UAVs, and the specific control strategy is as follows:

[0050] 1) Distributed architecture control strategy under normal operating conditions

[0051] When the engine is working normally, the two control units start to independently collect information such as cylinder temperature, throttle opening, and crankshaft speed of the front and rear cylinders of the engine. The control units communicate with each other through the CAN interface to transmit key engine parameter information and calculate and compare the sensor and actuator data sampled by the two control units.

[0052] 2) Fault level judgment and handling after parameter comparison anomalies

[0053] Sensor signal abnormality

[0054] Crankshaft position sensor signal abnormal

[0055] In the distributed architecture of a two-stroke four-cylinder engine, two crankshaft position sensors are mounted on the crankshafts of the front and rear cylinders at 180° intervals. If the difference in crankshaft angles collected by the two control units deviates significantly from 180° during operation, it indicates that at least one crankshaft position sensor is malfunctioning. In this case, the control unit identifies the faulty sensor based on data from other sensors and stops collecting its erroneous data. If only one crankshaft sensor is faulty, the crankshaft angle collected by the other control unit plus 180° is used as a substitute value to ensure that the control unit operates according to reliable crankshaft data.

[0056] Based on the fault response strategy for a single sensor described above, a failure of one crankshaft position sensor has a relatively small impact on engine operation. The crankshaft sensor fault level code `crank_sensor_err` is incremented from 0 to 1 and sent to the ground flight controller. If both crankshaft position sensors malfunction, the fault level code is incremented again to 2, and a request for landing inspection and repair is sent to the ground flight controller. When both sensors malfunction, the control unit roughly determines the crankshaft position based on the wide gear signal and ignites and injects fuel after a certain delay following the wide gear signal to prevent the engine from stalling.

[0057] 3) Abnormal cylinder head temperature sensor signal

[0058] During engine operation, the ambient temperature and atmospheric pressure of the four cylinders are basically the same, and the engine speed is also basically the same. However, the distance of each cylinder from the propeller is different, which leads to differences in the convective heat transfer coefficient of the airflow to each cylinder. Therefore, there is a certain functional relationship between the cylinder head temperatures of the four cylinders. The temperature of the cylinder head can be calculated by comparing the temperatures of the cylinders on the same side and the opposite cylinders.

[0059] For example, to calculate the theoretical cylinder head temperature of cylinder 1, control unit A, responsible for cylinder 1, collects the cylinder head temperatures of cylinder 1 and the opposed cylinder (cylinder 2). Another control unit B sends the cylinder head temperatures of the same-side cylinder (cylinder 3) to A. Control unit A calculates the theoretical cylinder head temperature of cylinder 1 based on an empirical function. When the difference between the cylinder head temperature of cylinder 1 collected by control unit A and the calculated cylinder head temperature is greater than the calibrated value, it indicates that at least one cylinder head temperature sensor in cylinders 1, 2, or 3 is malfunctioning. At this point, the control unit begins monitoring the temperature change curves of each cylinder and identifies the faulty cylinder head temperature sensor by comparing the data.

[0060] If only one temperature sensor malfunctions, the cylinder head temperature sensor fault level code tem_sensor_err is incremented by 1 and sent to the ground flight controller for corresponding fault handling: the control unit stops using the abnormal temperature data collected by the sensor, and instead calculates parameters such as ignition advance angle and injection pulse width based on theoretical temperature to maintain stable engine operation; if more than one temperature sensor malfunctions, the cylinder head temperature sensor fault level code tem_sensor_err is incremented, and when the fault level code is greater than or equal to 2, a landing request is sent to the ground flight controller.

[0061] 4) Throttle position sensor signal abnormality

[0062] In a two-stroke horizontally opposed four-cylinder piston engine, the throttle position sensors located on the same side of the cylinders typically employ a mechanical synchronization structure, meaning the throttle openings of the front and rear cylinders should be consistent. When the two throttle openings are inconsistent, there are two possibilities: checking the cylinder head temperature to determine if there is a problem with the mechanical synchronization structure; or checking for fluctuations in the engine speed and cylinder temperature curves to determine if the sensor is malfunctioning.

[0063] If only one cylinder's throttle position sensor malfunctions, the throttle position sensor fault level code `throttle_sensor_err` is incremented by 1 and sent to the ground flight controller, replacing the throttle opening of the malfunctioning cylinder with that of the other cylinder. If both cylinders' throttle position sensors malfunction, the fault level code is 2, and a landing request is sent to the ground flight controller. If the problem lies with the mechanical synchronization structure, the power of the cylinder with the normal mechanical structure is increased, and the fault level code is immediately set to 2, requesting a landing.

[0064] 5) Malfunction in some modules of the control unit

[0065] The control unit mainly consists of five parts: sensor interface circuit, microprocessor, power drive circuit, communication processing circuit, and power module. When a module fails, the control unit determines the failed module and the type of failure and informs the ground flight controller, which then decides whether to issue a landing command to the UAV.

[0066] 6) Actuator malfunction

[0067] The actuators of a two-stroke horizontally opposed four-cylinder engine mainly include fuel injectors, throttle valves, and ignition coils. When an actuator signal is abnormal, the control unit first analyzes changes in parameters such as engine speed and cylinder temperature to determine if the actuator is faulty. If it is determined that a critical actuator has failed, the UAV immediately increases the cylinder power controlled by another normally functioning control unit to prevent the UAV from crashing due to insufficient power. If it is not an actuator failure, the control unit checks whether its own modules are abnormal, see the control strategy in 2).

[0068] Based on the above control strategy, this invention discloses a UAV engine control system based on a distributed architecture, see details below. Figure 1 :

[0069] The first and second cylinders of the two-stroke horizontally opposed four-cylinder engine are equipped with a first sensor group and a first actuator, and the first sensor group and the first actuator are communicatively connected to the first control unit.

[0070] The third and fourth cylinders of the two-stroke horizontally opposed four-cylinder engine are equipped with a second sensor group and a second actuator, and the second sensor group and the second actuator are communicatively connected to the second control unit.

[0071] The first control unit and the second control unit are connected via a CAN bus;

[0072] Both the first and second control units are connected to the ground flight control system via communication.

[0073] Furthermore, the first sensor group includes, but is not limited to: a first crankshaft position sensor, a first throttle position sensor, a first cylinder head temperature sensor, and a second cylinder head temperature sensor;

[0074] The second sensor group includes, but is not limited to: a second crankshaft position sensor, a second throttle position sensor, a third cylinder head temperature sensor, and a third cylinder head temperature sensor.

[0075] Furthermore, the first control unit and the second control unit have the same structure, both including a sensor interface circuit, a microprocessor, a power drive circuit, and a communication processing circuit;

[0076] The sensor interface circuit, power drive circuit, and communication processing circuit are all connected to the microprocessor.

[0077] Furthermore, the first control unit and the second control unit also include a power supply module for powering the system.

[0078] and Figure 1 Correspondingly, this invention also discloses a UAV engine control method based on a distributed architecture, applied to... Figure 1 The aforementioned distributed architecture-based UAV power system control system includes the following steps:

[0079] S1. When the two-stroke horizontally opposed four-cylinder engine enters the working state, the first control unit continuously collects data from the first sensor group and the first actuator to obtain the first dataset; the second control unit continuously collects data from the first sensor group and the second actuator to obtain the second dataset.

[0080] S2, the first control unit and the second control unit communicate via the CAN interface to transmit the first dataset and the second dataset;

[0081] S3, the first control unit and the second control unit respectively analyze and compare the first dataset and the second dataset to determine whether the difference between the data exceeds the threshold;

[0082] S4. If the threshold is exceeded, the first control unit and the second control unit determine the fault location and accumulate error codes to inform the ground flight controller. At the same time, they take countermeasures for the current fault to ensure the safe operation of the UAV.

[0083] Furthermore, the first dataset in S1 includes: first crankshaft angle, first cylinder head temperature, second cylinder head temperature, first throttle opening, and first actuator data; the second dataset includes: second crankshaft angle, third cylinder head temperature, fourth cylinder head temperature, second throttle opening, and second actuator data.

[0084] Furthermore, the threshold in S3 was obtained through experimental calibration.

[0085] Furthermore, the specific content of S3 includes:

[0086] Determine whether the difference between the first crankshaft angle and the second crankshaft angle deviates from 180°;

[0087] Determine if the cylinder head temperatures of the first, second, third, and fourth cylinders are abnormal.

[0088] Compare and determine whether the opening of the first throttle and the opening of the second throttle are consistent;

[0089] Determine whether the data from the first actuator and the second actuator are normal.

[0090] Specifically, to determine whether the cylinder head temperature t0 of a cylinder is abnormal, first obtain the cylinder temperatures t1 (for the same row), t2 (for the same side), and t3 (for the diagonally opposite cylinder), and the theoretical temperature t0 of that cylinder. thThe difference Δt between the cylinder temperature t1 and the temperature of the corresponding cylinder in the same row should be approximately equal to the difference between the corresponding cylinder temperatures in the other row. Based on this difference Δt, the cylinder temperatures in the same row, and the correction formula, the theoretical temperature is calculated. The coefficients k and b of the correction formula are obtained through calibration.

[0091] Δt=t3-t2

[0092] t th =k(t1-Δt)+b

[0093] Then calculate the temperature difference ΔT between the theoretical value and the actual value. If ΔT is greater than the threshold, it indicates that the cylinder head temperature sensor is malfunctioning, and the theoretical value calculated above is used for control.

[0094] Furthermore, the specific content of S4 includes:

[0095] See Figure 3 As shown, when the difference between the first crankshaft angle and the second crankshaft angle deviates by 180°, the faulty sensor is identified. The value of the faulty crankshaft angle sensor is replaced with the angle value of a normally functioning crankshaft angle sensor plus 180°, ensuring that the control unit performs subsequent control operations with reliable data. Simultaneously, the fault code `crank_sensor_err` is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control system.

[0096] See Figure 4 As shown, if one or more of the cylinder head temperatures of the first, second, third, and fourth cylinders are abnormal, it indicates that the corresponding cylinder temperature sensor has malfunctioned. The fault level code tem_sensor_err is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control.

[0097] See Figure 5 As shown, if the opening degrees of the first and second throttles are inconsistent, the cylinder head temperature and speed curves are used to determine whether the problem is a mechanical synchronization structure fault or a fault in the first throttle position sensor and / or the first throttle position sensor itself. If the first throttle position sensor and / or the first throttle position sensor itself is faulty, the opening degree from the normally functioning throttle position sensor is used to replace the opening degree from the faulty throttle position sensor for the next step of engine control. The fault level code throttle_sensor_err is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control system. If the problem is a mechanical synchronization structure fault, the power of the normally functioning cylinders in the mechanical synchronization structure is increased, and a landing request is sent directly.

[0098] See Figure 6As shown, if the actuator signal is abnormal, the cylinder temperature and speed signals are collected and the changing trend is analyzed. If the cylinder temperature and speed signals are also abnormal, it indicates that the actuator is faulty. The power of the cylinder controlled by the other normally functioning control unit is immediately increased, and the ground flight control is notified. The ground flight control decides whether to land for inspection and repair. If the cylinder temperature and speed signals are normal, the control unit checks whether its own module is faulty and records the fault type. It then reports to the ground flight control, which decides whether to land for inspection and repair.

[0099] Furthermore, there are also malfunctions in some modules of the first and second control units:

[0100] When a module malfunctions, the corresponding control unit identifies the malfunctioning module and the type of malfunction and informs the ground flight controller, which then decides whether to issue a landing command to the drone.

[0101] In summary, this invention utilizes two separate electronic control units (ECUs) for distributed control of the front and rear cylinders of a two-stroke horizontally opposed four-cylinder engine used in unmanned aerial vehicles (UAVs). Once the UAV enters operational mode, each ECU independently collects information such as cylinder temperature, throttle opening, and crankshaft speed from both cylinders. Simultaneously, it controls fuel injection and ignition in both cylinders. The two ECUs communicate via a CAN interface, transmitting key engine parameters and comparing the sensor and actuator data sampled by each ECU. If any key parameter anomalies are detected, the ECU will evaluate the data according to established rules, replacing the abnormal data with the reasonable value from the two sets of data, ensuring both ECUs operate based on reliable data. Furthermore, corresponding fault response strategies are implemented according to the severity of the fault to maximize flight safety. The severity of the fault is also communicated to the ground flight control system, allowing flight control personnel to take appropriate measures based on the specific situation. This distributed architecture enables sensor data monitoring, online correction and replacement of abnormal data, and actuator control. Timely fault identification and appropriate control strategies reduce the probability of UAV accidents and improve the safety redundancy of UAV operations.

[0102] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0103] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A drone engine control system based on a distributed architecture, characterized in that, The first and second cylinders of the two-stroke horizontally opposed four-cylinder engine are equipped with a first sensor group and a first actuator, and the first sensor group and the first actuator are communicatively connected to the first control unit. The third and fourth cylinders of the two-stroke horizontally opposed four-cylinder engine are equipped with a second sensor group and a second actuator, and the second sensor group and the second actuator are communicatively connected to the second control unit. The first control unit and the second control unit are connected via a CAN bus; Both the first and second control units are connected to the ground flight control system via communication. The system is configured to perform the following operations: S1. When the two-stroke horizontally opposed four-cylinder engine enters the working state, the first control unit continuously collects data from the first sensor group and the first actuator to obtain the first dataset; the second control unit continuously collects data from the first sensor group and the second actuator to obtain the second dataset. S2, the first control unit and the second control unit communicate via the CAN interface to transmit the first dataset and the second dataset; S3, the first control unit and the second control unit respectively analyze and compare the first dataset and the second dataset to determine whether the difference between the data exceeds the threshold; S4. If the threshold is exceeded, the first control unit and the second control unit determine the fault location and accumulate error codes to inform the ground flight controller. At the same time, they take countermeasures for the current fault to ensure the safe operation of the UAV. The first dataset in S1 includes: first crankshaft angle, first cylinder head temperature, second cylinder head temperature, first throttle opening, and first actuator data; the second dataset includes: second crankshaft angle, third cylinder head temperature, fourth cylinder head temperature, second throttle opening, and second actuator data. The specific content of S4 includes: When the difference between the first crankshaft angle and the second crankshaft angle deviates from 180°, the faulty sensor is identified, and the value of the faulty crankshaft angle sensor is replaced with the angle value of the normally operating crankshaft angle sensor plus 180°. At the same time, the fault code crank_sensor_err is accumulated according to the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control. If one or more of the cylinder head temperatures of the first, second, third, and fourth cylinders are abnormal, it indicates that the corresponding cylinder temperature sensor has malfunctioned. The fault level code tem_sensor_err is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control. If the openings of the first and second throttle valves are inconsistent, the cylinder head temperature and engine speed curves are used to determine whether the problem lies with the mechanical synchronization structure or the first throttle position sensor. If the first throttle position sensor is faulty, the opening from the normally functioning valve position sensor is used to replace the faulty valve position sensor for the next step of engine control. The fault level code throttle_sensor_err is accumulated based on the number of faults. When this value is greater than or equal to 2, a landing request is sent to the ground flight control system. If the problem lies with the mechanical synchronization structure, the power of the normally functioning cylinders in the mechanical synchronization structure is increased, and a landing request is sent directly. If the actuator signal is abnormal, the cylinder temperature and speed signals are collected and the trend of change is analyzed. If the cylinder temperature and speed signals are also abnormal, it indicates that the actuator is faulty. The power of the cylinder controlled by the other normally functioning control unit is immediately increased, and the ground flight control is notified. The ground flight control decides whether to land for inspection and repair. If the cylinder temperature and speed signals are normal, the control unit checks whether its own module is faulty and records the fault type. It then reports to the ground flight control, which decides whether to land for inspection and repair.

2. The UAV engine control system based on a distributed architecture according to claim 1, characterized in that, The first sensor group includes, but is not limited to: a first crankshaft position sensor, a first throttle position sensor, a first cylinder head temperature sensor, and a second cylinder head temperature sensor; The second sensor group includes, but is not limited to: a second crankshaft position sensor, a second throttle position sensor, a third cylinder head temperature sensor, and a third cylinder head temperature sensor.

3. The UAV engine control system based on a distributed architecture according to claim 1, characterized in that, The first control unit and the second control unit have the same structure, both including a sensor interface circuit, a microprocessor, a power drive circuit, and a communication processing circuit; The sensor interface circuit, power drive circuit, and communication processing circuit are all connected to the microprocessor.

4. The UAV engine control system based on a distributed architecture according to claim 3, characterized in that, The first control unit and the second control unit also include a power supply module for powering the system.

5. A UAV engine control system based on a distributed architecture according to claim 1, characterized in that, The threshold in S3 was obtained through experimental calibration.

6. A UAV engine control system based on a distributed architecture according to claim 5, characterized in that, The specific content of S3 includes: Determine whether the difference between the first crankshaft angle and the second crankshaft angle deviates from 180°; Determine if the cylinder head temperatures of the first, second, third, and fourth cylinders are abnormal. Compare and determine whether the opening of the first throttle and the opening of the second throttle are consistent; Determine whether the data from the first actuator and the second actuator are normal.

7. A UAV engine control system based on a distributed architecture according to claim 1, characterized in that, This also includes module malfunctions in the first and second control units: When a module malfunctions, the corresponding control unit identifies the malfunctioning module and the type of malfunction and informs the ground flight controller, which then decides whether to issue a landing command to the drone.

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