Turbojet engine control system and method based on distributed control architecture, medium and program product

Abstract

The invention discloses a turbojet engine control system and method based on a distributed control architecture, a medium and a program product, the control device comprises a main control unit and a plurality of sub-control units, and the main control unit is responsible for controlling system power supply voltage, receiving and processing sub-unit data, executing a control algorithm and transmitting control signals to the sub-units; the subunits are responsible for signal processing, data uploading and closed-loop control of a local execution mechanism. The method is combined with a control algorithm to drive a fuel pump motor to control the fuel supply amount, and starting control, fuel control and steady state control are achieved. According to the invention, a PWM signal is adopted to control a high-power device, and the main unit communicates with the subunits through an I2C bus. According to the control architecture, the performance requirement of the main control unit is lowered, control function decoupling is achieved, the size and weight of a controller are reduced, the thrust-weight ratio of an engine is increased, modularization and standardization of a control system are promoted, and design, production, assembly and test cost is lowered.

Description

Technical Field

[0001] The present invention belongs to the field of aviation engine control technology, and relates to the design and implementation of a turbojet engine control system, and specifically is a turbojet engine control system, method, storage medium and computer program product based on a distributed control architecture. Background Art

[0002] As the main power source of modern aircraft, the performance of the turbojet engine control system directly affects the engine's stability, fuel efficiency and aircraft safety. At present, the control system of turbojet aircraft engines usually adopts a centralized control architecture. The design idea is to concentrate all control functions in a main controller, and the main control chip uniformly processes the signals from various sensors and sends unified instructions to various actuators. However, with the continuous improvement of engine complexity and the increasing control requirements, the centralized control architecture has exposed a series of problems and limitations in practical applications.

[0003] First, the centralized control architecture has extremely high performance requirements for the main control chip. As aircraft's requirements for engine performance increase, the tasks and data that the main control chip needs to process are also increasing, which places higher demands on the chip's computing power and real-time response capabilities. Once the main control chip has insufficient performance or fails, the safety and reliability of the entire system will be seriously affected. In addition, high-performance chips not only increase the system's development cost, but may also bring problems such as power consumption and heat dissipation.

[0004] Secondly, in the centralized control architecture, the control units and functions are coupled with each other, which makes system debugging difficult and the control system difficult to decouple. This strong coupling not only increases the difficulty of system debugging, but also brings many inconveniences when the system is expanded, upgraded or maintained. Especially when the control system needs to update a certain local functional module, it is often necessary to reconfigure and debug the entire system, resulting in a significant increase in time and labor costs. In addition, the failure of any unit in the control system may cause the operation of the entire system to fail, thereby affecting the safety of the aircraft.

[0005] In addition, the controllers of the centralized control architecture are usually large in size and heavy in weight. This is not conducive to improving the thrust-to-weight ratio of the engine, which is one of the key indicators for measuring the performance of aircraft engines. With the pursuit of lightweight aircraft, how to reduce the size and weight of the control system while ensuring control performance has become an important technical challenge. Furthermore, the design of the existing centralized control system is not conducive to the functional modularization and standardization of the control system. Due to the high degree of integration of the system, different control systems need to be designed for engines of different models, and it is impossible to reduce costs through simple module replacement or standardized design. This not only increases the repetitive work of research and development, but also increases the complexity of production, assembly and testing.

[0006] In summary, the centralized control architecture of existing turbojet engines has many shortcomings in terms of performance, system coupling, volume and weight, modularization and standardized design. How to overcome these limitations and design a more efficient, flexible, reliable and economical turbojet engine control system architecture to achieve decoupling, modularization and standardization of control functions, reduce the size and weight of the controller to improve the thrust-to-weight ratio of the engine, while improving the performance, maintainability and scalability of the system and reducing development and maintenance costs are technical problems that need to be urgently solved in current turbojet engine control technology. Summary of the invention

[0007] 1. Purpose of the invention In view of the above-mentioned defects and shortcomings existing in the centralized control architecture of existing turbojet engines, in order to solve at least one of the above-mentioned and other technical problems in the prior art, the invention aims to provide a turbojet engine control system, method, storage medium and computer program product based on a distributed control architecture. By adopting a distributed control architecture, the control functions are dispersed to multiple independent control units, so as to achieve decoupling and modularization of the control system functions, reduce the performance requirements of the main control chip, reduce the size and weight of the controller, improve the engine thrust-to-weight ratio, and promote the standardization of the control system, thereby reducing the design, production, assembly and testing costs, and improving the maintainability and scalability of the system.

[0008] (II) Technical solution In order to achieve the purpose of the invention and solve the technical problems, the present invention adopts the following technical solutions: The first invention object of the present invention is to provide a turbojet engine control system based on a distributed control architecture, which is used to realize the starting control, fuel control and steady-state control of the turbojet engine under the distributed control architecture, and at least includes a main control unit, a plurality of sub-control execution units and a plurality of sensors and actuators, wherein: The main control unit is connected to each sub-control execution unit through a data bus communication, is responsible for executing the overall control strategy and algorithm, receiving and processing data from each sub-control execution unit, generating and sending control instructions to the corresponding sub-control execution unit based on a preset control algorithm, realizing the power supply voltage management of the entire system and coordinating the data transmission and instruction exchange between each sub-control execution unit; Each of the sub-control execution units is distributed in different functional modules of the turbojet engine, is connected to the sensor and / or the actuator through a corresponding interface, and processes the sensor signal and / or performs local closed-loop control of the local actuator based on the respective internal preset control algorithms, and uploads the processed data to the main control unit in real time; The multiple sensors are communicatively connected to the corresponding sub-control execution units, including a tail nozzle exhaust temperature sensor, a combustion chamber temperature sensor, an engine speed sensor and / or a fuel pump speed sensor, for real-time acquisition of engine operation data and monitoring of engine operation status, and uploading the processed data to the main control unit; The multiple actuators are communicatively connected to corresponding sub-control execution units, including a starter motor, an igniter, an ignition solenoid valve, a fuel solenoid valve and / or a fuel pump, and perform corresponding operations according to the control signals generated by the corresponding sub-control execution units to ensure that the engine is started, fuel controlled and operates in a steady state.

[0009] The second inventive object of the present invention is to provide a turbojet engine control method based on a distributed control architecture. The control method is based on the above-mentioned turbojet engine control system based on a distributed control architecture of the present invention. When implemented, the control method at least includes the starting process control logic and steady-state control logic of the turbojet engine.

[0010] The third inventive object of the present invention is to provide a computer program product, including computer instructions, for executing the above-mentioned turbojet engine control method based on a distributed control architecture.

[0011] The fourth inventive object of the present invention is to provide a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the above-mentioned turbojet engine control method based on a distributed control architecture is implemented.

[0012] (III) Technical Effect Compared with the prior art, the turbojet engine control system, method, storage medium and computer program product based on the distributed control architecture of the present invention have the following beneficial and significant technical effects: (1) The present invention reduces the requirements for the performance of the main control chip by adopting a distributed control architecture. Since the control functions are distributed to multiple sub-control chips, the main control chip no longer needs to handle all complex control tasks at the same time, thereby reducing its computing burden. This not only reduces the system's demand for high-performance chips, but also improves the system's operational reliability.

[0013] (2) The present invention uses a distributed control architecture to independently control the control unit of each component, thus avoiding the problem of strong coupling between functional modules in traditional centralized control systems. This decoupling not only reduces the complexity of system debugging, but also enhances the flexibility of the system, enabling modular function optimization and expansion according to different task requirements, thereby improving the maintainability and upgradeability of the system.

[0014] (3) The present invention adopts a distributed architecture, and the independence of each control unit makes the overall design of the control system more compact and lightweight, which is conducive to improving the thrust-to-weight ratio of the engine. At the same time, since the functions of each control unit are relatively independent, the present invention is easy to realize the modular and standardized design of the system, and facilitates the interchangeability and standardized production of control systems between different engine models, which not only reduces the design, production, assembly and testing costs, but also makes the system easier to upgrade and improve. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 Shown is a schematic diagram of the structure of a turbojet engine; Figure 2 Shown is a schematic diagram of a turbojet engine control system based on a distributed control architecture of the present invention; Figure 3 Shown is a schematic diagram of the fuel supply device in a turbojet engine; Figure 4 Shown is a flow chart of the turbojet engine starting process in the present invention; Figure 5 The diagram shows the principle diagram of constant speed control; Figure 6 Shown is a steady-state control flow chart of the turbojet engine in the present invention.

[0017] Explanation of the reference numerals: fuel distributor 1, electric pump 2, speed sensor 3, starter motor 4, air intake duct 5, compressor 6, temperature sensor 7, combustion chamber 8, turbine 9, tail nozzle 10, fuel tank 11, safety valve 12, manual valve 13, electric fuel pump 14, oil filter 15, ignition solenoid valve 16, main fuel solenoid valve 17, main fuel nozzle 18, ignition fuel nozzle 19. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical scheme and advantages of the implementation of the present invention clearer, the technical scheme in the embodiment of the present invention will be described in more detail below in conjunction with the drawings in the embodiment of the present invention. The described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain the present invention, and should not be understood as limiting the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0019] The invention aims to provide a turbojet engine control system, method, storage medium and computer program product based on a distributed control architecture. By adopting a distributed control architecture, the control functions are dispersed into multiple independent control units, so as to realize the decoupling and modularization of the control system functions, reduce the performance requirements of the main control chip, reduce the size and weight of the controller, improve the engine thrust-to-weight ratio, and promote the standardization of the control system, thereby reducing the design, production, assembly and testing costs.

[0020] Example 1

[0021] The turbojet engine is mainly composed of a fuel distributor 1, an electric pump 2, a speed sensor 3, a starter motor 4, an air intake 5, a compressor 6, a temperature sensor 7, a combustion chamber 8, a turbine 9, and a tail nozzle 10. Figure 1 As a specific example, Figure 2 As shown, the turbojet engine control system based on the distributed control architecture of the present invention is used to realize the starting control, fuel control and steady-state control of the turbojet engine under the distributed control architecture, and at least includes a main control unit, a plurality of sub-control execution units and a plurality of sensors and actuators, wherein: The main control unit is connected to each sub-control execution unit through data bus communication, responsible for executing the overall control strategy and algorithm, receiving and processing data from each sub-control execution unit, generating and sending control instructions to the corresponding sub-control execution unit based on the preset control algorithm, realizing the power supply voltage management of the entire system and coordinating the data transmission and instruction exchange between each sub-control execution unit. Each sub-control execution unit is distributed in different functional modules of the turbojet engine, communicates with sensors and / or actuators through corresponding interfaces, and processes sensor signals and / or performs local closed-loop control of local actuators based on their own internal preset control algorithms, and uploads the processed data to the main control unit in real time.

[0022] Multiple sensors are communicatively connected to corresponding sub-control execution units, including tail nozzle exhaust temperature sensor, combustion chamber temperature sensor, engine speed sensor and / or fuel pump speed sensor, which are used to collect engine operation data and monitor engine operation status in real time, and upload processed data to the main control unit; multiple actuators are communicatively connected to corresponding sub-control execution units, including starter motor, igniter, ignition solenoid valve, fuel solenoid valve and / or fuel pump, and perform corresponding operations according to the control signal generated by the corresponding sub-control execution unit.

[0023] Preferably, the main control unit in the present invention is a main control chip (ECU), and each sub-control execution unit is a sub-control chip (MCU). The main control chip and each sub-control chip are connected to each other through an I2C bus, and the main control chip is responsible for system power supply voltage control, receiving and processing data transmitted by each sub-chip, generating control signals according to the control algorithm and transmitting them to the sub-chips, and each sub-control chip is responsible for signal processing, data uploading and closed-loop control of the local actuator, so as to realize the decoupling of control system functions and the reduction of main control chip performance requirements. At the same time, the main control chip (ECU) of the present invention preferably has a self-diagnosis function, which can monitor the working status of each component of the system in real time, including the validity of sensor data, the response of the actuator, and the operating status of the sub-control chip (MCU). When an abnormality is detected, the main control chip can take corresponding protective measures in time, such as cutting off the fuel supply, reducing the engine power, etc., to ensure the safe operation of the engine.

[0024] As a preferred embodiment, the control system of the turbojet engine based on the distributed control architecture of the present invention is mainly composed of a main control chip and four other sub-control chips. The main control chip is responsible for controlling the system power supply voltage and receiving the data transmitted by the sub-chip, and then processing the received data, generating a control signal according to the control algorithm and transmitting it to the sub-chip. The main function of the sub-chip is to be responsible for signal processing, data uploading and closed-loop control of the local actuator.

[0025] The control system measures the exhaust temperature of the engine tail nozzle and the engine speed, and drives the speed of the fuel pump motor through the relevant control algorithm to control the engine fuel supply, so as to make the engine work at a given speed. The control of the turbojet engine based on the distributed control architecture includes turbojet engine starting control, fuel control and steady-state control. Among them, the starting control starts the starting motor through the upper computer to give a speed, the starting motor drives the engine, the electric fuel pump is started, the ignition solenoid valve is opened, the turbojet engine is ignited, and the engine speed increases to the slow speed. During the engine control process, the starting motor, igniter, fuel pump motor and other devices need to be controlled by PWM signals. These high-power devices cannot be directly controlled by the output signal of the single-chip microcomputer. Therefore, by designing the drive circuit to realize the control of these devices, the control system main chip ECU circuit board and the system component sub-chip MCU circuit board are realized through the I2C bus structure.

[0026] Preferably, the sub-control execution unit in the present invention uses a PWM signal to control the corresponding actuator, and controls the output of the actuator by adjusting the duty cycle of the PWM signal. Each sub-control execution unit generates a corresponding PWM control signal based on the received instructions from the main control unit and combined with the locally collected sensor data to achieve precise control of the actuator.

[0027] Preferably, the sub-control execution unit in the present invention comprises at least a data acquisition processing unit, an ignition control execution unit, a fuel control execution unit and a start control execution unit, wherein: The data acquisition processing unit is communicatively connected to each sensor, and is used to collect engine operating status parameters in real time, including tail nozzle exhaust temperature, combustion chamber temperature, engine speed and / or fuel pump speed data, and uses its internal preset algorithm to filter, correct and suppress noise on the sensor data, and upload the processed data to the main control unit through the communication protocol; The ignition control execution unit is at least connected to the igniter, the ignition fuel solenoid valve and the main fuel solenoid valve in communication, and is responsible for managing the operation of the igniter and the ignition solenoid valve according to the ignition command issued by the main control unit and using its internal preset control algorithm to ensure accurate ignition after the fuel is injected in place and meets the preset conditions (such as combustion chamber temperature, fuel pressure); The fuel control execution unit is at least communicatively connected to the electric fuel pump, and is responsible for managing the operation of the electric fuel pump according to the control instructions issued by the main control unit and using its internal preset control algorithm (such as PID control or fuzzy control), and controls the pressure and flow of the fuel supply by adjusting the speed of the electric fuel pump to ensure accurate supply of fuel under different working conditions; The starting control execution unit is at least communicatively connected to the starter motor and is responsible for managing the operation of the starter motor according to the starting command issued by the main control unit and using its internal preset control algorithm. By controlling the start and stop and speed adjustment of the starter motor, it ensures that the engine starts smoothly and reaches the preset speed.

[0028] Preferably, the turbojet engine control system of the present invention further comprises a fuel supply device, such as Figure 3 As shown, the fuel supply device mainly consists of a fuel tank 11, a safety valve 12, a manual valve 13, an electric fuel pump 14, an oil filter 15, an ignition fuel solenoid valve 16, a main fuel solenoid valve 17, a main fuel nozzle 18, an ignition fuel nozzle 19, etc. The fuel in the fuel tank 11 is pressurized by the electric fuel pump 14 and passes through the oil filter 15. When the engine is in the ignition state, the ignition fuel solenoid valve 16 is opened to supply fuel to the ignition fuel nozzle 19, and another branch is used to supply fuel to the main fuel nozzle 18 of the combustion chamber through the main fuel solenoid valve 17. The fuel in another branch returns to the front of the electric fuel pump 14 through the safety valve 12. When the actual supply flow of the electric fuel pump 14 is greater than the flow required by the turbojet engine, this branch can return the excess fuel to the electric fuel pump pipeline.

[0029] Example 2

[0030] Based on the turbojet engine control system based on the distributed control architecture disclosed in the above-mentioned embodiment 1, this embodiment 2 mainly introduces a turbojet engine control method based on the control system. When the control method is implemented, it at least includes the starting process control logic and steady-state control logic of the turbojet engine.

[0031] The starting control logic in this control method, such as Figure 4 As shown, the method is used to realize reliable starting of the engine and smooth transition to a normal working state, which at least includes the following sub-steps when implemented: SS11. After receiving the start signal, the main control unit (ECU) first starts each sub-control execution unit and performs a system self-check to confirm that all sensors and actuators (including speed sensor, temperature sensor, igniter, fuel solenoid valve, electric fuel pump and starter motor, etc.) are working properly, evaluate whether the engine starting conditions are met, and prepare to enter the starting state; SS12. The main control unit sends a control command to the start control execution unit through the I2C bus to activate the starter motor, and the motor starts to drive the engine to run. The data acquisition and processing unit monitors the engine speed in real time and feeds the data back to the main control unit to ensure that the engine speed gradually increases and reaches the preset starting speed (for example, 3000RPM) driven by the starter motor. SS13. When the engine speed reaches the preset starting speed, the main control unit sends a control command to the ignition control execution unit to activate the igniter, the ignition fuel solenoid valve and the main fuel solenoid valve, and monitors the combustion chamber temperature data in real time through the data acquisition processing unit and feeds back the combustion chamber temperature data to the main control unit to ensure that the ignition temperature gradually rises and reaches the preset rated temperature (e.g. 400 degrees); SS14. When the ignition temperature reaches the preset rated temperature, the main control unit sends a control instruction to the fuel control execution unit to activate the electric fuel pump, which controls the electric fuel pump to first start supplying fuel to the combustion chamber at a first duty cycle (e.g. 4%), and gradually increases to a second duty cycle (e.g. 5.5%) according to a set curve. At the same time, the data acquisition and processing unit continuously monitors the fuel pressure and flow to ensure a stable fuel supply; SS15. After the electric fuel pump maintains the second duty cycle for a preset time, the main control unit instructs the fuel control execution unit to gradually increase the throttle of the electric fuel pump to the third duty cycle in a linear manner in stages (for example, first increase linearly from the second duty cycle of 5.5% to 9.4%, and then further increase to the third duty cycle of 12.9% after maintaining for 2 seconds), and at the same time, the data acquisition processing unit monitors the engine speed in real time and feeds back the engine speed to the main control unit until the engine speed reaches the preset target value (for example, 55000RPM); SS16. After the engine speed reaches a preset target value (e.g., 55,000 RPM) and the electric fuel pump maintains the third duty cycle for a preset time, the main control unit sends a command to the start control execution unit to stop the starter motor, and instructs the fuel control execution unit to linearly reduce the throttle of the electric fuel pump until the engine speed steadily drops to the idle speed (e.g., 33,000 RPM); SS17. When the engine is stable at the slow speed, the main control unit coordinates the sub-control execution units to switch the control mode from open loop to closed loop. The closed loop control adopts PID algorithm to adjust the fuel supply in real time according to multiple parameters such as speed, temperature, pressure, etc., to achieve self-sustaining operation and precise control of the engine. During the entire starting process, the main control unit continuously monitors key parameters (such as temperature, pressure, vibration, etc.) through the data acquisition and processing unit to ensure the safety of the starting process; SS18. If the start cannot be completed within the scheduled time or a start abnormality is detected (such as abnormal speed fluctuation, temperature exceeding the limit, excessive vibration, etc.), the main control unit will execute the start termination procedure and shut down all actuators (including but not limited to interrupting the fuel supply, cutting off the ignition system, etc.).

[0032] The steady-state control logic of the turbojet engine in the present invention adopts the following method: Figure 5 The key to realizing the equal speed control law in the equal speed control method shown is to first realize the equal fuel supply control law, and the equal speed control law can utilize the speed deviation and PID control algorithm on the basis of the equal fuel supply control to realize the engine speed closed-loop control function.

[0033] Specifically, the steady-state control logic of the turbojet engine of the present invention is as follows: Figure 6 As shown, it is used to achieve the speed control and stable operation of the engine, which at least includes the following sub-steps when implemented: SS21. The main control unit (ECU) receives the throttle lever angle signal and determines the basic fuel supply according to the preset mapping relationship. W f and the corresponding given speed N The initial fuel supply command is sent through the fuel control execution unit to ensure the initial fuel supply of the engine is stable, which serves as the basis for achieving constant speed control; SS22. Data acquisition and processing unit monitors the actual engine speed in real time n And transmit it to the main control unit, the main control unit calculates the given speed N The actual speed n The deviation signal between E kn , deviation signal E kn It will be used as the input of PID control algorithm to adjust the oil supply in real time; SS23. The main control unit responds to the speed deviation signal E kn , generates the high level duration increment Δ of the PWM output signal through its internal preset PID control algorithm t k The signal is transmitted to the fuel control execution unit through the I2C bus, and the fuel pump adjusts the fuel supply increment Δ W f ; SS24. The fuel control execution unit adjusts the speed and fuel supply of the electric fuel pump in real time according to the PWM signal generated by the main control unit to ensure that the fuel supply matches the actual demand of the engine, and adjusts the fuel supply again based on the feedback from the data acquisition and processing unit to gradually reduce the speed deviation; SS25. The main control unit continuously monitors the deviation signal E kn , and adjust through continuous PID feedback until the actual speed n With given speed N When the deviation signal between them is reduced to the preset allowable range, the speed regulation process ends and enters a stable state; SS26. When the actual speed n With given speed N If the deviation is within the set stable range, the main control unit maintains the current fuel supply, and the data acquisition and processing unit continues to monitor the engine speed in real time to ensure stable engine operation. If it is detected that the deviation exceeds the allowable range, the main control unit will reactivate the PID adjustment algorithm for correction.

[0034] Through the above embodiments, the purpose of the present invention is fully and effectively achieved. Those skilled in the art can understand that the present invention includes but is not limited to the contents described in the drawings and the above specific embodiments. Although the present invention has been described with respect to the most practical and preferred embodiments currently considered, it should be understood that the present invention is not limited to the disclosed embodiments, and any modification that does not deviate from the functional and structural principles of the present invention will be included in the scope of the claims.

Claims

1. A turbojet engine control system based on a distributed control architecture, comprising at least a main control unit, a plurality of sub-control units, and a plurality of sensors and actuators, characterized in that: The main control unit is connected to each sub-control execution unit through a data bus communication, is responsible for executing the overall control strategy and algorithm, receiving and processing data from each sub-control execution unit, generating and sending control instructions to the corresponding sub-control execution unit based on a preset control algorithm, realizing the power supply voltage management of the entire system and coordinating the data transmission and instruction exchange between each sub-control execution unit; Each of the sub-control execution units is distributed in different functional modules of the turbojet engine, is connected to the sensor and / or the actuator through a corresponding interface, and processes the sensor signal and / or performs local closed-loop control of the local actuator based on the respective internal preset control algorithms, and uploads the processed data to the main control unit in real time; The multiple sensors are communicatively connected to the corresponding sub-control execution units, including a tail nozzle exhaust temperature sensor, a combustion chamber temperature sensor, an engine speed sensor and / or a fuel pump speed sensor, for real-time acquisition of engine operation data and monitoring of engine operation status, and uploading the processed data to the main control unit; The multiple actuators are communicatively connected to corresponding sub-control execution units, including a starter motor, an igniter, an ignition solenoid valve, a fuel solenoid valve and / or a fuel pump, and perform corresponding operations according to control signals generated by the corresponding sub-control execution units.

2. The turbojet engine control system based on distributed control architecture according to claim 1, characterized in that: The main control unit is the main control chip, and each sub-control execution unit is a sub-control chip. The main control chip and each sub-control chip are connected to each other through an I2C bus, and the main control chip is responsible for system power supply voltage control, receiving and processing data transmitted by each sub-chip, generating control signals according to the control algorithm and transmitting them to the sub-chips, and each sub-control chip is responsible for signal processing, data uploading and closed-loop control of the local actuator.

3. The turbojet engine control system based on distributed control architecture according to claim 1, characterized in that: The sub-control execution unit uses a PWM signal to control the corresponding actuator, and controls the output of the actuator by adjusting the duty cycle of the PWM signal. Each sub-control execution unit generates a corresponding PWM control signal based on the received instructions from the main control unit and combined with the locally collected sensor data to achieve precise control of the actuator.

4. The turbojet engine control system based on distributed control architecture according to claim 1, characterized in that: The sub-control execution unit at least includes a data acquisition processing unit, an ignition control execution unit, a fuel control execution unit and a start control execution unit, wherein: The data acquisition processing unit is communicatively connected to each sensor, and is used to collect engine operating status parameters in real time, including tail nozzle exhaust temperature, combustion chamber temperature, engine speed and / or fuel pump speed data, and uses its internal preset algorithm to filter, correct and suppress noise on the sensor data, and upload the processed data to the main control unit through the communication protocol; The ignition control execution unit is at least communicatively connected to the igniter, the ignition fuel solenoid valve and the main fuel solenoid valve, and is responsible for managing the operation of the igniter and the ignition solenoid valve according to the ignition instruction issued by the main control unit and using its internal preset control algorithm; The fuel control execution unit is at least communicatively connected to the electric fuel pump, and is responsible for managing the operation of the electric fuel pump according to the control instructions issued by the main control unit and using its internal preset control algorithm, and controlling the pressure and flow of the fuel supply by adjusting the speed of the electric fuel pump; The starting control execution unit is at least communicatively connected to the starter motor, and is responsible for managing the operation of the starter motor according to the starting instruction issued by the main control unit and using its internal preset control algorithm. By controlling the start and stop and speed adjustment of the starter motor, it ensures that the engine starts smoothly and reaches the preset speed.

5. The turbojet engine control system based on distributed control architecture according to claim 1, characterized in that: The turbojet engine control system also includes a fuel supply device, which includes at least a fuel tank, a safety valve, an electric fuel pump, an ignition fuel solenoid valve, a main fuel solenoid valve, a main fuel nozzle and an ignition fuel nozzle, wherein the inlet of the electric fuel pump is connected to the fuel tank through a pipeline, and its outlet is divided into two paths, one path is connected to the ignition fuel nozzle through the ignition fuel solenoid valve, and the other path is connected to the main fuel nozzle through the main fuel solenoid valve, and a bypass pipeline with a safety valve is also provided between the outlet and the inlet. After the fuel is pressurized by the electric fuel pump, it is supplied to the ignition nozzle and the main fuel nozzle respectively through the ignition fuel solenoid valve and the main fuel solenoid valve, and the excess oil flows back to the front of the electric fuel pump through the safety valve to realize the control and distribution of the fuel.

6. A turbojet engine control method based on a distributed control architecture, the control method is based on the turbojet engine control system based on a distributed control architecture according to any one of claims 1 to 5 of the present invention, characterized in that: The control method, when implemented, at least includes a starting process control logic and a steady-state control logic of the turbojet engine.

7. The turbojet engine control method based on distributed control architecture according to claim 6, characterized in that: The starting process control logic of the turbojet engine at least includes: SS11. After receiving the start signal, the main control unit first starts each sub-control execution unit and performs a system self-check to confirm that all sensors and actuators are working properly, evaluate whether the engine starting conditions are met, and prepare to enter the start state; SS12. The main control unit sends a control instruction to the start control execution unit through the I2C bus to activate the starter motor, and the motor starts to drive the engine to run. The data acquisition and processing unit monitors the engine speed in real time and feeds the data back to the main control unit to ensure that the engine speed gradually increases and reaches the preset starting speed under the drive of the starter motor; SS13. When the engine speed reaches the preset starting speed, the main control unit sends a control command to the ignition control execution unit to activate the igniter, the ignition fuel solenoid valve and the main fuel solenoid valve, and monitors the combustion chamber temperature data in real time through the data acquisition processing unit and feeds back the combustion chamber temperature data to the main control unit to ensure that the ignition temperature gradually rises and reaches the preset rated temperature; SS14. When the ignition temperature reaches the preset rated temperature, the main control unit sends a control instruction to the fuel control execution unit to activate the electric fuel pump, which controls the electric fuel pump to start supplying fuel to the combustion chamber at the first duty cycle and gradually increases to the second duty cycle according to the set curve. At the same time, the data acquisition and processing unit continuously monitors the fuel pressure and flow to ensure stable fuel supply; SS15. After the electric fuel pump maintains the second duty cycle for a preset time, the main control unit instructs the fuel control execution unit to gradually increase the throttle of the electric fuel pump to the third duty cycle in a linear manner in stages, and at the same time, the data acquisition processing unit monitors the engine speed in real time and feeds back the engine speed to the main control unit until the engine speed reaches the preset target value; SS16. After the engine speed reaches the preset target value and the electric fuel pump maintains the third duty cycle for a preset time, the main control unit sends a command to the starter control execution unit to stop the starter motor, and instructs the fuel control execution unit to linearly reduce the throttle of the electric fuel pump until the engine speed drops steadily to the idling speed; SS17. When the engine is stable at the slow speed, the main control unit coordinates the sub-control execution units to switch the control mode from open loop to closed loop. The closed loop control adopts PID algorithm to adjust the fuel supply in real time according to multiple parameters such as speed, temperature, pressure, etc., to achieve self-sustaining operation and precise control of the engine. During the entire starting process, the main control unit continuously monitors key parameters through the data acquisition and processing unit to ensure the safety of the starting process; SS18. If the start-up fails to be completed within the scheduled time or a start-up abnormality is detected, the main control unit will execute the start-up termination procedure and shut down all actuators.

8. The turbojet engine control system based on distributed control architecture according to claim 6, characterized in that: The steady-state control logic of the turbojet engine at least includes: SS21. The main control unit receives the throttle lever angle signal and determines the basic fuel supply according to the preset mapping relationship. W f and the corresponding given speed N The initial fuel supply command is sent through the fuel control execution unit to ensure the initial fuel supply of the engine is stable, which serves as the basis for achieving constant speed control; SS22. Data acquisition and processing unit monitors the actual engine speed in real time n And transmit it to the main control unit, the main control unit calculates the given speed N The actual speed n The deviation signal between E kn , deviation signal E kn It will be used as the input of PID control algorithm to adjust the oil supply in real time; SS23. The main control unit responds to the speed deviation signal E kn , generates the high level duration increment Δ of the PWM output signal through its internal preset PID control algorithm t k The signal is transmitted to the fuel control execution unit through the I2C bus, and the fuel pump adjusts the fuel supply increment Δ W f ; SS24. The fuel control execution unit adjusts the speed and fuel supply of the electric fuel pump in real time according to the PWM signal generated by the main control unit to ensure that the fuel supply matches the actual demand of the engine, and adjusts the fuel supply again based on the feedback from the data acquisition and processing unit to gradually reduce the speed deviation; SS25. The main control unit continuously monitors the deviation signal E kn , and adjust through continuous PID feedback until the actual speed n With given speed N When the deviation signal between them is reduced to the preset allowable range, the speed regulation process ends and enters a stable state; SS26. When the actual speed n With given speed N If the deviation is within the set stable range, the main control unit maintains the current fuel supply, and the data acquisition and processing unit continues to monitor the engine speed in real time. If it is detected that the deviation exceeds the allowable range, the main control unit will reactivate the PID adjustment algorithm for correction.

9. A computer program product, comprising computer instructions for executing the turbojet engine control method based on a distributed control architecture as described in any one of claims 6 to 8.

10. A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the turbojet engine control method based on a distributed control architecture as described in any one of claims 6 to 8.

Images