TCMA fuel oil control system and method for aero-engine

Abstract

A TCMA fuel control system of an aero-engine comprises a fuel return pressure regulating system arranged on a fuel return branch, the fuel return pressure regulating system forms a pressure regulating channel, and the pressure regulating channel can conduct pressure relief or pressurization on the fuel return branch so as to adjust the fuel pressure on the upstream of a metering valve. Fuel supply to an engine combustion chamber is controlled by changing the upstream and downstream pressure difference of the metering valve, and then engine thrust is reduced to exit the TCMA state. According to the system, a main oil way does not need to be changed, the structure is simple, reliability is high, engine thrust can be effectively reduced under the condition that metering valve opening control fails, and the safety of an engine is improved. The invention further discloses a TCMA fuel oil control method.

Description

Technical Field

[0001] The invention belongs to the field of aircraft engines, and in particular relates to an aircraft engine TCMA fuel control system and method. Background Art

[0002] The aircraft engine fuel system mainly includes a pump group, a constant pressure valve, actuating parts, a high pressure shut-off valve, a fuel grading method, a fuel nozzle, a metering valve, a pressure differential valve, an oil return valve, an overspeed valve, etc. After the aircraft fuel is pressurized by the pump group, it is supplied to the engine combustion chamber by the fuel nozzle through the metering valve and the high pressure shut-off valve. The metering valve is used to measure the amount of fuel to the engine combustion chamber. The high pressure shut-off valve is used to maintain the system with sufficient minimum servo pressure and cut off the fuel supply after the engine stops. The pressure differential valve is used to ensure that the pressure difference before and after the metering valve is constant to control the amount of fuel supplied to the combustion chamber, and the oil return valve is used to return the fuel that exceeds the engine demand. Usually, in order to ensure the safety of aircraft engine operation, the aircraft engine control system needs to have an overspeed protection function. When the aircraft engine triggers the overspeed command, the fuel system can cut off the fuel supply to the combustion chamber and quickly complete the oil cut action to stop the engine. At present, due to weight, structural complexity and other reasons, dual electrical redundancy is used in aircraft engine control to ensure the safety and reliability of the control system, but the specific mechanical structure of the control system is usually single redundancy. In high thrust states such as takeoff, if the fuel metering valve is stuck in a high flow state, or electrical components such as the electro-hydraulic servo valve fail and zero bias drift causes the fuel metering valve to be fully open, it will cause an uncontrolled high thrust event (UHT) in the engine and trigger the thrust control malfunction accommodation logic (TCMA). In this state, the throttle lever thrust control is out of control, and the automatic stop will not be triggered if the overspeed state is not reached. The only way is to rely on manual control by the pilot, and the hysteresis of manual operation is likely to increase the risk of accidents. Therefore, providing an aircraft engine TCMA fuel control system is of great value in improving the safety of aircraft engines. Summary of the invention

[0003] The object of the present invention is to provide an aircraft engine TCMA fuel control system, which can realize engine thrust reduction control when the metering valve is stuck. The present invention also provides a TCMA fuel control method.

[0004] According to an embodiment of one aspect of the present invention, there is provided an aircraft engine TCMA fuel control system, comprising a main oil circuit, a metering valve and an oil return branch circuit, wherein the metering valve is arranged on the main oil circuit, and an oil return branch circuit is arranged downstream of the metering valve, wherein the oil return branch circuit can guide part of the fuel from the main oil circuit downstream of the metering valve back to the main oil circuit upstream of the metering valve to maintain the pressure difference between the upstream and downstream of the metering valve at a constant value. The aircraft engine TCMA fuel control system further comprises an oil return pressure regulating system, wherein the oil return pressure regulating system is arranged on the oil return branch circuit and forms a pressure regulating passage, so as to allow the oil return branch circuit to release or increase pressure through the pressure regulating passage to change the pressure difference between the upstream and downstream of the metering valve.

[0005] Under normal circumstances, the pressure difference between the upstream and downstream of the metering valve is controlled by the pressure differential valve and the return oil valve on the return oil branch of the aircraft engine to maintain a constant value. The opening of the metering valve is adjusted to control the amount of fuel supplied to the downstream combustion chamber, thereby adjusting the output power of the engine. When the engine enters the TCMA state due to a fault, the opening of the metering valve cannot be adjusted. The system can intervene through the return oil pressure regulating system to form a partial pressure on the return oil branch; since the metering valve opening is fixed, the amount of fuel supplied is only related to the pressure difference between the upstream and downstream of the metering valve. By reducing the oil pressure of the return oil branch and then reducing the oil pressure upstream of the metering valve, the amount of fuel supplied can be reduced to make the engine exit the TCMA state; the amount of fuel supplied can also be increased by increasing the pressure difference between the upstream and downstream of the metering valve in the event of a metering valve failure.

[0006] Furthermore, in some embodiments, the return oil pressure regulating system includes a single-stage injection stop valve and a TCMA actuator valve, the single-stage injection stop valve adjusts the output pressure through electromagnetic control, the opening of the TCMA actuator valve is controlled by the output pressure of the single-stage injection stop valve, and the TCMA actuator valve controls the amount of fuel passing through the pressure regulating passage. By arranging the return oil pressure regulating system on the return oil branch, direct changes to the main oil circuit structure of the engine are avoided, which helps to reduce the complexity of the fuel control system and is beneficial to the control of the engine weight.

[0007] Furthermore, in some embodiments, the pressure output by the single-stage injection valve is not lower than the low-pressure pressure of the aircraft engine fuel system, and is not higher than the constant-pressure oil pressure of the aircraft engine fuel system.

[0008] Furthermore, in some embodiments, one end of the TCMA actuator valve is connected to the single-stage injection valve, and the other end is provided with a spring and connected to a low-pressure pipeline of an aircraft engine fuel system, and the opening of the TCMA actuator valve is controlled by the pressure difference at both ends of the TCMA actuator valve.

[0009] Furthermore, in some embodiments, the TCMA actuator valve includes an oil return branch interface and two pressure regulating interfaces, the oil return branch interface is connected to the oil return branch, the two pressure regulating interfaces are respectively connected to the low-pressure pipeline and the high-pressure pipeline of the aircraft engine fuel system, and the TCMA actuator valve allows the oil return branch interface to be in a closed state or connected to the low-pressure pipeline and / or the high-pressure pipeline of the aircraft engine fuel system. When the aircraft engine is working normally, the oil return branch interface is closed; when the metering valve fails and the engine thrust needs to be reduced, the oil return branch can be connected to the low-pressure pipeline to form a pressure relief to reduce the engine fuel supply; when the metering valve fails and the engine thrust needs to be increased, the oil return branch can be connected to the high-pressure pipeline to form a pressurization to increase the engine fuel supply.

[0010] Furthermore, in some embodiments, the opening of the TCMA actuator valve is continuously adjustable.

[0011] Furthermore, in some embodiments, the return oil pressure regulating system also includes a closed-loop control system, which is capable of establishing a mapping relationship between the pressure difference of the main oil circuit upstream and downstream of the metering valve and the return oil branch pressure value changed by the return oil pressure regulating system, so as to adjust the oil supply of the main oil circuit downstream of the metering valve to a given target value.

[0012] According to another embodiment of the present invention, there is provided an aircraft engine TCMA fuel control method, which uses the aircraft engine TCMA fuel control system provided in any of the aforementioned embodiments to control the aircraft engine to exit the TCMA state.

[0013] Furthermore, in some embodiments, the method for controlling the aircraft engine to exit the TCMA state is: reducing the pressure of the main oil circuit upstream of the metering valve through the return oil pressure regulating system, thereby reducing the amount of oil supplied to the combustion chamber.

[0014] Furthermore, in some embodiments, the method for controlling the aircraft engine to exit the TCMA state is: establishing a mapping relationship between the pressure difference of the main oil circuit upstream and downstream of the metering valve and the amount of fuel discharged by the return oil pressure regulating system, and adjusting the oil supply of the main oil circuit downstream of the metering valve to a given target value by adjusting the value of the return oil pressure regulating system to reduce or increase the pressure of the return oil branch. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic diagram of the structure of an aircraft engine fuel system in one embodiment;

[0016] Figure 2 This is a schematic diagram of the structure of a TCMA fuel control system in one embodiment;

[0017] Figure 3Schematic diagram of open-loop control of a TCMA fuel control system in one embodiment;

[0018] Figure 4 Schematic diagram of closed-loop control of a TCMA fuel control system in one embodiment.

[0019] Meaning of the reference numerals: 100-main oil circuit; 101-low-pressure pump; 102-high-pressure pump; 103-constant pressure valve; 104-actuating component; 105-high-pressure shut-off valve; 106-overrun valve; 107-fuel grading valve; 108a-fuel nozzle group I; 108b-fuel nozzle group II; 200-metering valve; 201-metering electro-hydraulic servo valve; 300-return oil branch; 301-pressure differential valve; 302-return oil valve; 400-return oil pressure regulating system; 401-single-stage spray stop valve; 402-valve body; 403- TCMA actuator valve; 404-first end chamber; 405-second end chamber; 406-spring; 407-return oil branch interface; 408-high pressure regulating interface; 409-low pressure regulating interface; Pb-fuel system low pressure; Ps-fuel system high pressure; Pc-constant pressure oil pressure; P1-pressure before metering valve; P2-pressure after metering valve; P1'-pressure before metering valve after pressure relief; P2'-pressure after metering valve after pressure relief; P1"-pressure before metering valve under closed-loop control; P2"-pressure after metering valve under closed-loop control.

[0020] The purpose of the above drawings is to explain the present invention in detail so that those skilled in the art can understand the technical concept of the present invention, but it is not intended to limit the present invention. For the sake of simplicity, the above drawings only schematically illustrate the structures related to the technical features of the present invention, and do not strictly follow the actual proportions to draw the complete structure and all details. DETAILED DESCRIPTION

[0021] The present invention is further described in detail below through specific embodiments in conjunction with the accompanying drawings.

[0022] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present invention. The phrase appearing in various locations in the specification does not necessarily refer to the same embodiment, nor is it limited to mutually exclusive independent or alternative embodiments. Those skilled in the art should be able to understand that the embodiments herein may be combined with other embodiments without causing structural conflicts.

[0023] In the description of this article, unless otherwise clearly specified and limited, the technical terms "installed", "connected", "connected" and the like should be understood in a broad sense, which can be a movable connection, a fixed connection or an integral connection. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of this application can be understood according to specific circumstances.

[0024] In the description of this document, terms indicating orientation or positional relationships, such as "up", "down", "left", "right", "horizontal", "vertical", "height", "length", and "width", are intended to accurately describe the embodiments and simplify the description, but are not intended to limit the parts or structures involved to have a specific orientation, be installed or operate in a specific orientation, and should not be construed as a limitation on the embodiments in this document.

[0025] In the description of this article, the terms "first", "second" and the like are only used to distinguish different objects, and cannot be understood as indicating relative importance or limiting the quantity, specific order or primary and secondary relationship of the described technical features. In the description of this article, the meaning of "plurality" is at least two.

[0026] Under certain circumstances, the aircraft engine will trigger the thrust control fault accommodation logic (TCMA), which poses a serious risk to the flight safety of the aircraft. In one embodiment, the structural diagram of the aircraft engine fuel system is as follows Figure 1As shown, the fuel is pressurized by the low-pressure pump 101 to form a low pressure Pb, and further pressurized by the high-pressure pump 102 to form a high pressure Ps. One path of the high-pressure fuel is adjusted to the constant pressure oil pressure Pc through the constant pressure valve 103, which is used to drive various actuating components 104 of the servo fuel circuit; the other path is delivered to the fuel grading valve 107 through the high-pressure shut-off valve 105 after passing through the metering valve 200 and further delivered to different fuel nozzles I 108a and fuel nozzle group II 108b. An overspeed valve 106 is also provided downstream of the metering valve 200 oil circuit, which is used to trigger an overspeed instruction and then actuate. A branch including a pressure difference valve 301 and an oil return valve 302 is provided downstream of the metering valve 200, which can lead part of the fuel downstream of the metering valve 200 back to the oil circuit between the low-pressure pump 101 and the high-pressure pump 102. Among them, the pressure difference valve 301 senses the pressure difference between the upstream and downstream of the metering valve 200, and then controls the opening of the oil return valve 302 to maintain a constant pressure difference between the upstream and downstream of the metering valve 200, which makes the fuel flow of the metering valve 200 only related to the opening of the metering valve 200 itself. Under normal working conditions, adjusting the opening of the metering valve 200 can adjust the amount of fuel supplied to the combustion chamber, thereby adjusting the engine thrust. For the sake of weight reduction in structural design, aircraft engines usually only have one set of mechanical structure for the above fuel system, and dual electrical redundancy is used in the control logic to ensure safety and reliability. As a result, under high thrust conditions such as takeoff, once the opening adjustment function of the metering valve 200 fails due to a mechanical failure, the metering valve 200 will be fully opened, which will cause an uncontrolled high thrust event (UHT) in the engine and trigger the thrust control malfunction accommodation (TCMA). In this state, the throttle lever thrust control fails, and the automatic shutdown will not be triggered unless the overspeed state is reached. The fault can only be resolved by the pilot manually shutting down the engine. Manual control under high thrust conditions is likely to cause accident risks such as aircraft thrust imbalance, loss of control, and aircraft stall.

[0027] In order to solve the above problems, an embodiment of one aspect of the present invention provides an aircraft engine TCMA control system, the system structure is as follows: Figure 2 As shown, it is similar to Figure 1The difference between the structural diagram of the aircraft engine fuel system shown in the figure is that a return oil pressure regulating system 400 is provided on the return oil branch 300 connected to the main oil circuit 100 upstream of the metering valve 200 downstream of the metering valve 200. The return oil pressure regulating system 400 has a pressure regulating passage that can discharge part of the fuel to relieve the pressure of the return oil branch 300. The pressure P1 before the metering valve is formed by the fuel introduced into the return oil branch 300. By relieving the pressure of the return oil branch 300, P1 can be reduced and thus the difference between P1 and P2 can be reduced. When the control of the metering valve 200 fails, its opening cannot be adjusted. According to the thin-walled small hole interception formula (W f is the metering flow, μ is the flow coefficient, A is the window area of ​​the metering valve 200, ΔP = the difference between P1 and P2, and ρ is the fuel density). Reducing ΔP can reduce the fuel metering flow, thereby reducing the fuel supply to the combustion chamber, thereby achieving the purpose of reducing the engine thrust to exit the TCMA state. For example, reducing ΔP to 1 / 9 of the value before the return oil pressure regulating system 400 intervenes can reduce W f Reduced to 1 / 3, effectively reducing engine thrust.

[0028] In a preferred embodiment, the return oil pressure regulating system 400 includes a single-stage spray stop valve 401 and a TCMA actuator valve 403. The single-stage spray stop valve 401 includes an electromagnetically controlled valve body 402. The output pressure of the single-stage spray stop valve 401 can be adjusted between Pb and Pc by controlling the actuation of the valve body 402. The opening of the TCMA actuator valve 403 can be changed by adjusting the output pressure, thereby controlling the pressure relief.

[0029] In a preferred embodiment, the first end chamber 404 of the TCMA actuator valve 403 is connected to the single-stage spray stop valve 401; a spring 406 is provided in the second end chamber 405, and is connected to the oil circuit with Pb, and the elastic force of Pb and the spring 406 form a combined force of a constant value. By controlling the pressure output to the first end chamber 404 by the single-stage spray stop valve 401, the pressure balance state between the first end chamber 404 and the second end chamber 405 is changed, and the opening of the TCMA actuator valve 403 can be controlled.

[0030] In a preferred embodiment, the TCMA actuator valve 403 has an oil return branch interface 407, which is connected to the oil return branch 300; the TCMA actuator valve 403 also has a high-pressure pressure regulating interface 408 connected to the pipeline with Ps and a low-pressure pressure regulating interface 409 connected to the pipeline with Pb. When the TCMA actuator valve 403 is at different openings, the oil return branch interface 407 has different connection states: when the oil return branch interface 407 is in the off state, the oil return branch 300 does not release pressure; when the oil return branch interface 407 is connected to the low-pressure pressure regulating interface 409, the oil return branch 300 releases pressure; when the oil return branch interface 407 is connected to the high-pressure pressure regulating interface 408, the oil return branch 300 is pressurized. In a further preferred embodiment, the return oil branch pressure relief can be continuously adjusted by adjusting the opening of the TCMA actuator valve 403: the TCMA actuator valve 403 is fully connected to the low-pressure regulating interface 409, forming a pressure difference of P2-Pb to discharge the fuel through the low-pressure regulating interface 409; the TCMA actuator valve 403 is fully connected to the high-pressure regulating interface 408, forming a pressure difference of Ps-P2 to increase the pressure through the high-pressure regulating interface 408; the TCMA actuator valve 403 can be continuously adjusted between the above two states.

[0031] In a preferred embodiment, the return oil pressure regulating system 400 has a closed-loop control system. The closed-loop control system adjusts the actuation of the valve body 402 by controlling the control current of the single-stage injection stop valve 401, thereby realizing continuous regulation of the input pressure of the single-stage injection stop valve 401, and establishing a mapping relationship between the output pressure of the single-stage injection stop valve 401 and the actuation stroke of the TCMA actuator valve 403, so that the return oil branch interface 407 is partially connected to the high-pressure pressure regulating interface 408 and partially connected to the low-pressure regulating interface 409. By controlling the control current of the single-stage injection stop valve 401, continuous control of the pressure relief or pressure increase of the return oil pressure regulating system 400 is realized, and closed-loop control of the engine thrust can still be achieved when the control of the metering valve 200 fails.

[0032] In a preferred embodiment, the Figure 2 The process of the aircraft engine TCMA fuel control system controlling the aircraft engine is as follows:

[0033] Under normal operating conditions, the single-stage spray block valve 401 controls the TCMA actuator valve 403 to keep the oil return branch interface 407 in a closed state. Part of the fuel downstream of the metering valve 200 is transported back to the main oil circuit 100 through the oil return branch 300, and under the regulation of the differential pressure valve 301 and the oil return valve 302, the difference between the pressure P1 before the metering valve and the pressure P2 after the metering valve upstream and downstream of the metering valve 200 is maintained at a constant value. The metering electro-hydraulic servo valve 201 outputs pressure within the range of Pb to Pc to control the opening of the metering valve 200. Since the difference between P1 and P2 is constant, the fuel quantity passing through the metering valve 200 is only affected by the opening of the metering valve 200. Under normal operating conditions, Ps > Pc > Pb, and Ps > P1 > P2.

[0034] Under abnormal operating conditions, when the metering valve 200 jams or the metering electro-hydraulic servo valve 201 fails, the metering valve 200 maintains the maximum opening and cannot be adjusted, and the engine enters the TCMA state. At this time, in some embodiments, by adjusting the current of the single-stage spray block valve 401, the valve body 402 of the single-stage spray block valve 401 is actuated to the state as Figure 3 shown. The single-stage spray block valve 401 outputs the pressure Pc to the TCMA actuator valve 403, compressing one side of the second end chamber 405, and connecting the oil return branch interface 407 to the low-pressure regulating interface 409. At this time, the fuel pressure output from the oil return branch 300 to the oil return branch interface 407 is P2, and P2 > Pb. Part of the fuel is discharged through the low-pressure regulating interface 409 to achieve pressure relief. In this way, the fuel pressure output from the oil return branch 300 to the main oil circuit 100 decreases, and under the action of the differential pressure valve 301 and the oil return valve 302, the pressure P1' before the metering valve after pressure relief is formed, and P1' < P1. In the transient state, P1' - P2 < P1 - P2, and the fuel quantity passing through the metering valve 200 decreases, resulting in a decrease in the engine thrust. As the pressure of the main oil circuit decreases, the pressure P2' after the metering valve after pressure relief is gradually formed, and P2' < P2. At the same time, since the oil return pressure regulating system maintains pressure relief, P1' - P2' < P1 - P2 still holds in the steady state, thereby reducing the engine thrust and exiting the TCMA state.

[0035] In a preferred embodiment, when the metering valve 200 is stuck or the metering electro-hydraulic servo valve 201 fails, the metering valve 200 is continuously at the maximum opening and cannot be adjusted, and the engine enters the TCMA state. At this time, a mapping relationship between the input current of the single-stage injection stop valve 401 and the TCMA execution valve opening is established through a closed-loop control system, and the proportional pressure distribution between the return oil branch 407 and the high-pressure pressure regulating interface 408 and the low-pressure pressure regulating interface 409 is achieved by adjusting the input current of the single-stage injection stop valve 401, so that the pressure of the return oil branch 300 changed by the return oil pressure regulating system 400 can be continuously changed, thereby realizing the continuous adjustment of the difference between the pressure P1" before the metering valve under closed-loop control and the pressure P2" after the metering valve under closed-loop control. Further, the mapping of the input power of the single-stage injection stop valve 401 and the engine speed or thrust can be achieved in the case of failure of the metering valve 200 opening adjustment to achieve closed-loop control of the engine speed or thrust, and adjust the engine to a specified working state.

[0036] The aircraft engine TCMA fuel control system provided in the above embodiment can reduce the engine thrust by relieving the pressure on the oil return branch to make the engine exit the TCMA state, thereby improving the reliability and safety of engine control; at the same time, the system has a simple structure and does not require changes to the original main oil circuit of the engine's fuel control system. It has low complexity and will not cause a significant increase in weight.

[0037] The purpose of the above embodiments is to further explain the present invention in detail in conjunction with the accompanying drawings so that those skilled in the art can understand the technical concept of the present invention. Within the scope of the present invention, the optimization or equivalent replacement of the part structure or method steps involved, and the combination of implementation methods in different embodiments without conflict of structure and principle, all fall within the protection scope of the present invention.

Claims

1. A TCMA fuel control system for an aircraft engine, comprising a main oil circuit, a metering valve and an oil return branch, wherein the metering valve is arranged on the main oil circuit, and an oil return branch is arranged downstream of the metering valve, wherein the oil return branch can guide part of the fuel from the main oil circuit downstream of the metering valve back to the main oil circuit upstream of the metering valve to maintain the pressure difference between the upstream and downstream of the metering valve at a constant value, characterized in that: The aircraft engine TCMA fuel control system also includes an oil return pressure regulating system, which is arranged on the oil return branch and forms a pressure regulating passage to allow the oil return branch to release pressure or increase pressure through the pressure regulating passage to change the pressure difference between the upstream and downstream of the metering valve.

2. The aircraft engine TCMA fuel control system according to claim 1, characterized in that: The return oil pressure regulating system includes a single-stage injection stop valve and a TCMA actuator valve. The single-stage injection stop valve adjusts the output pressure through electromagnetic control. The opening of the TCMA actuator valve is controlled by the output pressure of the single-stage injection stop valve. The TCMA actuator valve controls the amount of fuel passing through the pressure regulating passage.

3. The aircraft engine TCMA fuel control system according to claim 2, characterized in that: The pressure output by the single-stage injection valve is not lower than the low-pressure pressure of the aircraft engine fuel system, and is not higher than the constant-pressure oil pressure of the aircraft engine fuel system.

4. The aircraft engine TCMA fuel control system according to claim 2 or 3, characterized in that: One end of the TCMA actuator valve is connected to the single-stage injection valve, and the other end is provided with a spring and connected to the low-pressure pipeline of the aircraft engine fuel system. The opening of the TCMA actuator valve is controlled by the pressure difference at both ends of the TCMA actuator valve.

5. The aircraft engine TCMA fuel control system according to claim 2 or 3, characterized in that: The TCMA actuator valve includes an oil return branch interface and two pressure regulating interfaces, the oil return branch interface is connected to the oil return branch, and the two pressure regulating interfaces are respectively connected to the low-pressure pipeline and the high-pressure pipeline of the aircraft engine fuel system. The TCMA actuator valve allows the oil return branch interface to be in a closed state or to be connected to the low-pressure pipeline and / or the high-pressure pipeline of the aircraft engine fuel system.

6. The aircraft engine TCMA fuel control system according to claim 2 or 3, characterized in that: The opening degree of the TCMA actuator valve is continuously adjustable.

7. The aircraft engine TCMA fuel control system according to claim 6, characterized in that: The return oil pressure regulating system also includes a closed-loop control system, which can establish a mapping relationship between the pressure difference of the main oil circuit upstream and downstream of the metering valve and the return oil branch pressure value changed by the return oil pressure regulating system, so as to adjust the oil supply of the main oil circuit downstream of the metering valve to a given target value.

8. A TCMA fuel control method for an aircraft engine, characterized in that: The aircraft engine TCMA fuel control system as claimed in any one of claims 1 to 7 is used to control the aircraft engine to exit the TCMA state.

9. The aircraft engine TCMA fuel control method according to claim 8, characterized in that: The method for controlling the aircraft engine to exit the TCMA state is: reducing the pressure of the main oil circuit upstream of the metering valve through the return oil pressure regulating system, thereby reducing the oil supply to the combustion chamber.

10. The aircraft engine TCMA fuel control method according to claim 8, characterized in that: The method for controlling an aircraft engine to exit a TCMA state is as follows: a mapping relationship is established between the pressure difference of the main oil circuit upstream and downstream of the metering valve and the amount of fuel discharged by the return oil pressure regulating system; and the oil supply of the main oil circuit downstream of the metering valve is adjusted to a given target value by adjusting the value of the return oil pressure regulating system for reducing or increasing the pressure of the return oil branch.

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