Turboprop engine dual-rod timing coordinated control and disturbance-free switching system and method

Abstract

This application discloses a turboprop engine dual-rod timing coordinated control and disturbance-free switching system and method. The system includes: a power rod and a status rod; two absolute encoders for converting the angle input of the dual rods into encoder signals and transmitting them to a programmable logic controller (PLC); an FPGA module for receiving and converting control signals from the PLC into RVDT signals, which are then sent to the EEC and PEC, respectively; a host computer for presetting loading test lines, monitoring test data in real time, displaying test status and alarm information, and communicating with the PLC to write loading test line data to the PLC; a sensor group for collecting relevant engine parameters in real time; and a PLC for communicating with the absolute encoder, FPGA module, host computer, and sensor group, respectively. This application overcomes the risks of interference during mode switching, timing coordination issues, sudden changes in electrical signals, and response delays of abnormal protection mechanisms.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and in particular to a system and method for dual-rod sequential coordinated control and disturbance-free switching of a turboprop engine. Background Art

[0002] Traditional turboprop engine testing relies entirely on manual operation, with operators adjusting the engine's operating state using mechanical power and status levers. This approach no longer meets the stringent efficiency and consistency requirements of modern aerospace engine testing. With the rapid development of automation technology, automated testing has become an inevitable trend for improving test efficiency and consistency. However, in order to achieve automated test functionality, we face a series of challenges when switching between manual and automated modes and performing coordinated control. We must overcome the following key difficulties:

[0003] 1. Interference risk during manual-to-automatic mode switching: Current technologies lack clear state logic and smooth transition mechanisms during mode switching, which can lead to switching failures and even drastic fluctuations in engine operating conditions, potentially damaging the engine.

[0004] 2. Timing coordination issues for dual-lever operation: During the automatic test run, the timing of the power lever (PLA) and the status lever (CLA) is not coordinated, which may cause overspeed when pushing up and overtorque when pulling down.

[0005] 3. Potential risk of electrical signal mutation: In automatic mode, if you jump directly from the current angle to the target angle, it may cause a sudden change in the electrical signal, which will cause the engine controller to malfunction and affect the progress of the test.

[0006] 4. Response delay of abnormal protection mechanism: The existing protection mechanism relies on manual judgment, with a response time of more than 1 second, which cannot meet the demand for millisecond-level emergency response. Summary of the Invention

[0007] On the one hand, the present application provides a method for dual-rod timing coordinated control and disturbance-free switching of a turboprop engine, which is used to solve the technical problems of timing interference risks, timing coordination problems, electrical signal mutations and response delays of abnormal protection mechanisms when switching between existing manual and automatic modes and performing coordinated control.

[0008] This application is implemented through the following scheme:

[0009] A turboprop engine dual-rod timing coordinated control and disturbance-free switching system, comprising:

[0010] power and status bars;

[0011] Two absolute encoders are connected to the power lever and status lever respectively, used to convert the angle input of the power lever and status lever in manual mode into encoder signals and transmit them to the PLC;

[0012] The FPGA module is used to receive the control signals sent by the PLC and convert them into RVDT signals, and then send them to the EEC (engine electronic control unit) and PEC (power electronic control unit) respectively;

[0013] The host computer is used to preset the loading test spectrum, monitor the test data in real time, display the test status and alarm information, and communicate with the PLC to write the loading test spectrum data into the PLC;

[0014] A sensor group, used to collect relevant parameters of the engine in real time, including a speed sensor, a temperature sensor, and a pressure sensor. The relevant parameters include engine speed, engine temperature, and engine lubricating oil pressure;

[0015] The PLC is respectively connected to the two absolute encoders, the FPGA module, the host computer, and the sensor group. It is used to perform manual-automatic mode switching, dual-rod coordinated control, timing control, and signal smoothing processing including multi-level switching verification according to the switching request and the loading test spectrum. When the sensor group detects an abnormality, it performs graded protection processing according to the severity of the abnormality.

[0016] Furthermore, the host computer communicates with the PLC via PROFINET, and the format of loading the test spectrum line data is {P1, C1, time, rate}, where P1 represents the power rod angle, C1 represents the state rod angle, time represents the sequential time of the test spectrum, and rate represents the angle change rate.

[0017] On the other hand, the present application provides a method for dual-rod timing coordinated control and disturbance-free switching of a turboprop engine, based on the system, comprising the steps of:

[0018] The PLC obtains the switching request of the manual-automatic switching mode from the host computer;

[0019] When the relevant trigger conditions are met, the PLC performs manual-automatic mode switching, dual-pole coordinated control, timing control, and signal smoothing processing based on the switching request and the load test spectrum, including multi-level switching verification. When the sensor group detects an abnormality, it outputs graded protection processing based on the severity of the abnormality.

[0020] The FPGA module receives the control signal sent by the PLC and converts it into RVDT signal, and then sends it to the EEC (engine electronic control unit) and PEC (power electronic control unit) respectively.

[0021] Furthermore, when the relevant trigger conditions are met, the PLC switches between manual and automatic modes according to the switching request and the loading test spectrum, specifically including the following steps:

[0022] The PLC receives the manual-to-automatic mode switching request from the host computer, and the system immediately enters the pre-switching state;

[0023] The PLC verifies whether the following conditions are met, including:

[0024] a. The engine has stopped running: speed XNH=0;

[0025] b. The pole angles are correct: power pole angle = 85° (corresponding to the maximum takeoff position), status pole angle = 95° (corresponding to the maximum angle position);

[0026] c. No alarm signal: T45M temperature, oil pressure, and key controller parameters are all within safety thresholds;

[0027] d. Integrity of the loading test spectrum: Confirm through the host computer that there are no omissions or conflicts in the loading test spectrum;

[0028] If all conditions are met, the manual mode switches to the automatic mode, and the PLC sends instructions to automatically control the power lever and status lever, including:

[0029] A. Release the dual-rod control in manual mode: disconnect the reception of the rod position angle in manual mode in the PLC;

[0030] B. PLC takes over the control of the dual rods: the power rod and status rod angles preset in the loading test spectrum are received through the PLC;

[0031] C. Mode switching completed: the automatic mode indicator lights up and the host computer starts to execute the automatic test.

[0032] Furthermore, when the relevant trigger conditions are met, the PLC switches between manual and automatic modes according to the switching request and the loading test spectrum, specifically including the following steps:

[0033] The PLC verifies whether the following conditions are met, including:

[0034] The operator pulls the power lever angle down to ≤35° (air slow position) while the status lever angle remains at 95°;

[0035] If all conditions are met, the automatic mode is switched to the manual mode and the PLC sends instructions, including:

[0036] D. Control transfer: PLC immediately releases control, and the power lever and status lever angles are manually adjusted by the operator;

[0037] E. Subsystem shutdown: automatically shut down the bleed air and generator subsystems;

[0038] F. Mode switching completed: the automatic mode indicator light goes out and the automatic mode request is automatically reset.

[0039] Furthermore, when the relevant trigger conditions are met, the PLC switches between manual and automatic modes according to the switching request and the loading test spectrum, specifically including the following steps:

[0040] The PLC verifies whether any of the following conditions are met, including:

[0041] The system detects protection conditions, including engine speed, engine temperature, and engine oil pressure exceeding the limit;

[0042] If any of the conditions are met, the automatic mode is switched to the manual mode and the PLC sends instructions, including:

[0043] G. Automatic parking: The automatic mode indicator light goes out and the automatic mode request is automatically reset;

[0044] H. Subsystem shutdown: Automatically shut down functions such as air bleed and power generation to ensure the engine enters a safe state;

[0045] I. Control transfer: The operator achieves this by pulling down the power lever angle to ≤20° and the status lever angle to ≤35°.

[0046] Furthermore, when performing timing control, timing control is performed specifically by setting a timing control state machine, wherein the timing control state machine states include:

[0047] State 0: Initialization, including:

[0048] Initialize system parameters and status;

[0049] State 1: Entering manual mode, including:

[0050] The operator adjusts the power lever and status lever to disable automatic control;

[0051] Continuously monitor switching requests and engine status;

[0052] State 2: Manual to automatic switching, including:

[0053] If the verification of engine stop, pole position angle and alarm status fails, the system will return to manual mode and alarm;

[0054] State 3: Entering automatic mode, including:

[0055] Execute timing control according to the test spectrum;

[0056] Status 4: Return, including:

[0057] After the automatic test is completed, it returns to state 2;

[0058] The system returns to automatic to manual switching due to protection stop triggered;

[0059] State 5: Automatic to manual switching, including:

[0060] According to the manual-automatic switching logic, the automatic to manual switching is carried out without disturbance;

[0061] Return to state 1;

[0062] The entire timing control process is protected and monitored in real time, and the state jumps once a fault is detected.

[0063] Furthermore, the dual-rod coordinated control specifically includes the following steps:

[0064] The push-up process includes the following steps:

[0065] a. Adjust the status bar angle to the target angle according to the ramp function;

[0066] b. When it is detected that the status lever angle has reached the target value, dynamically delay T1, T2, T3 or T4 according to the speed XNH (high-pressure turbine speed);

[0067] c. When the delay time expires, the power lever angle follows and is adjusted according to the corresponding ramp function to prevent the engine from overspeeding;

[0068] The pull-down process includes the following steps:

[0069] a. Adjust the power rod angle to the target angle first;

[0070] b. When it is detected that the power rod angle has reached the target value, the dynamic delay T5, T6, T7, T8, etc. is adjusted according to the speed XNH (dynamic delay can be adjusted after optimization);

[0071] c. After the delay time expires, the status lever angle follows and is adjusted according to the corresponding ramp function to prevent engine over-torque;

[0072] in:

[0073] The dynamic delay T1, T2, T3 or T4 according to the speed XNH is as follows:

[0074] When the speed XNH is in the interval [0,10000) rpm, delay T1;

[0075] When the speed XNH is in the interval [10000, 200000) rpm, delay T2;

[0076] When the speed XNH is in the interval [20000, 25000) rpm, delay T3;

[0077] When the speed XNH is in the interval [25000, target speed] rpm, delay T4;

[0078] According to the speed XNH, the dynamic delays T5, T6, T7, and T8 are as follows:

[0079] When the speed XNH is in the interval [0,10000) rpm, delay T5;

[0080] When the speed XNH is in the interval [10000, 200000) rpm, delay T6;

[0081] When the speed XNH is in the interval [20000, 25000) rpm, delay T7;

[0082] When the speed XNH is in the range [25000, target speed] rpm, delay T8.

[0083] Furthermore, the signal smoothing process specifically includes the steps of adjusting the state lever angle or the power lever angle to the target angle, designing a ramp function for smooth output, and calculating the angle change rate according to the following formula:

[0084] ;

[0085] Among them, Initial represents the initial value, Target represents the target value, and Tramp represents the ramp time, which ranges from 1 to 5 seconds.

[0086] Furthermore, outputting graded protection processing according to the severity of the abnormality specifically includes the following steps:

[0087] If the severity of the abnormality is minor, the first-level protection process is activated, including prompting the operator to switch to manual mode and issuing an alarm, and stopping the vehicle as appropriate. Minor abnormalities include equipment voltage fluctuations greater than 5% and lubricating oil temperature greater than 120°C.

[0088] If the severity of the abnormality is moderate, the secondary protection process is activated, including the power lever automatically returning to the air idle, prompting the operator to switch to manual mode, and normal parking. The moderate abnormality includes T45M temperature > 994℃ and lubricating oil pressure < 90kPa;

[0089] If the severity of the abnormality is severe, the third-level protection process is activated, including automatically triggering an emergency stop, cutting off the fuel supply, and prompting the operator to switch to manual mode. The moderate abnormality includes speed XNH>27942rpm and torque>110% of the rated value.

[0090] Compared with the existing technology, this application has the following beneficial effects:

[0091] The present application provides a turboprop engine dual-rod timing coordinated control and disturbance-free switching system and method. The present application adopts seamless switching technology, completes multi-level switching verification and smooth transition mechanism through pre-switching verification and ramp transition, realizes "zero impact" mode switching, and avoids interference risks during manual and automatic mode conversion; the present application utilizes dynamic coordinated control, dual-rod action timing optimization and dynamic delay optimization based on speed, including timing control state machine, speed adaptive delay, power rod / status rod priority design, to completely eliminate the timing coordination problems of dual-rod operation and the potential risks of electrical signal mutation; the present application realizes three-level trigger conditions and emergency actions through intelligent hierarchical protection processing, achieves millisecond-level abnormal response, and covers full-scene protection from slight fluctuations to serious faults.

[0092] In addition to the above-described purposes, features and advantages, the present application also has other purposes, features and advantages. The present application will be further described in detail below with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0093] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0094] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, a person skilled in the art can derive other drawings based on these drawings without inventive work, among which:

[0095] Figure 1 This is a schematic diagram of the principle of the turboprop engine dual-rod timing coordinated control and disturbance-free switching system according to the preferred embodiment of the present application;

[0096] Figure 2 This is a flow chart of a method for dual-rod sequential coordinated control and disturbance-free switching of a turboprop engine according to a preferred embodiment of the present application;

[0097] Figure 3 This is a logic flow chart of switching from manual mode to automatic mode in a preferred embodiment of the present application;

[0098] Figure 4 This is a logic flow chart of switching from automatic mode to manual mode in a preferred embodiment of the present application;

[0099] Figure 5 It is a flow chart of the timing control state machine of the preferred embodiment of the present application. DETAILED DESCRIPTION

[0100] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0101] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0102] like Figure 1 As shown, the preferred embodiment of the present application provides a turboprop engine dual-rod timing coordinated control and disturbance-free switching system, including:

[0103] power and status bars;

[0104] Two absolute encoders are connected to the power lever and status lever respectively, used to convert the angle input of the power lever and status lever in manual mode into encoder signals and transmit them to the PLC;

[0105] The FPGA module is used to receive the control signals sent by the PLC and convert them into RVDT signals, and then send them to the EEC (engine electronic control unit) and PEC (power electronic control unit) respectively;

[0106] The host computer is used to preset the loading test spectrum, monitor the test data in real time, display the test status and alarm information, and communicate with the PLC through PROFINET to write the loading test spectrum data to the PLC. The format of the loading test spectrum data is {P1, C1, time, rate}, where P1 represents the power rod angle, C1 represents the state rod angle, time represents the test spectrum time sequence, and rate represents the angle change rate;

[0107] A sensor group, used to collect relevant parameters of the engine in real time, including a speed sensor, a temperature sensor, and a pressure sensor. The relevant parameters include engine speed, engine temperature, and engine lubricating oil pressure;

[0108] The PLC is respectively connected to the two absolute encoders, the FPGA module, the host computer, and the sensor group. It is used to perform manual-automatic mode switching, dual-rod coordinated control, timing control, and signal smoothing processing including multi-level switching verification according to the switching request and the loading test spectrum. When the sensor group detects an abnormality, it performs graded protection processing according to the severity of the abnormality.

[0109] This embodiment provides a turboprop engine dual-rod timing coordinated control and disturbance-free switching system. This system includes a power rod and a status rod, two absolute encoders, an FPGA module, a host computer, a sensor group, and a PLC. This embodiment adopts seamless switching technology, and through pre-switching verification and ramp transition, completes a multi-level switching verification and smooth transition mechanism, realizing "zero impact" mode switching and avoiding interference risks during manual and automatic mode conversion. This system utilizes dynamic coordinated control and speed-based dual-rod action timing optimization and dynamic delay optimization, including a timing control state machine, speed adaptive delay, and power rod / status rod priority design, completely eliminating timing coordination issues and potential risks of electrical signal mutations in dual-rod operations. This system implements intelligent hierarchical protection processing to achieve three levels of trigger conditions and emergency actions, achieving millisecond-level abnormal response and covering full-scenario protection from minor fluctuations to severe faults.

[0110] like Figure 2 As shown, another preferred embodiment of the present application provides a method for dual-rod timing coordinated control and disturbance-free switching of a turboprop engine, based on the above system, characterized in that it includes the steps of:

[0111] S1. PLC obtains the switching request of manual-automatic switching mode from the host computer;

[0112] S2. When the relevant trigger conditions are met, the PLC performs manual-automatic mode switching, dual-pole coordinated control, timing control, and signal smoothing processing based on the switching request and the loading test spectrum, including multi-level switching verification. When the sensor group detects an abnormality, it outputs a graded protection process based on the severity of the abnormality.

[0113] S3, FPGA module receives the control signal sent by PLC and converts it into RVDT signal, and then sends it to EEC (engine electronic control unit) and PEC (power electronic control unit) respectively.

[0114] This embodiment provides a method for coordinated timing control and disturbance-free switching of dual-lever timing of a turboprop engine. This embodiment adopts seamless switching technology, and through pre-switching verification and ramp transition, completes a multi-level switching verification and smooth transition mechanism, achieving "zero-impact" mode switching and avoiding the risk of interference when switching between manual and automatic modes. This system utilizes dynamic coordinated control, speed-based dual-lever action timing optimization and dynamic delay optimization, including a timing control state machine, speed adaptive delay, and power lever / status lever priority design, to completely eliminate the timing coordination issues of dual-lever operation and the potential risks of electrical signal mutations. This system implements three levels of trigger conditions and emergency actions through intelligent hierarchical protection processing, achieving millisecond-level abnormal response, and covering full-scenario protection from minor fluctuations to severe faults.

[0115] like Figure 3As shown, in a preferred embodiment of the present application, in step S2, when the relevant trigger conditions are met, the PLC switches the manual mode to the automatic mode according to the switching request and the loading test spectrum, specifically including the steps of:

[0116] S201, the PLC obtains the manual-to-automatic mode switching request from the host computer, and the system immediately enters the pre-switching state;

[0117] S202, PLC verifies whether the following conditions are met, including:

[0118] a. The engine has stopped running: speed XNH=0;

[0119] b. The pole angles are correct: power pole angle = 85° (corresponding to the maximum takeoff position), status pole angle = 95° (corresponding to the maximum angle position);

[0120] c. No alarm signal: T45M temperature, oil pressure, and key controller parameters are all within safety thresholds;

[0121] d. Integrity of the loading test spectrum: Confirm through the host computer that there are no omissions or conflicts in the loading test spectrum;

[0122] S203: If all conditions are met, the manual mode is switched to the automatic mode. The PLC sends instructions to automatically control the power lever and the status lever, taking over the control of the two levers, including:

[0123] A. Release the dual-rod control in manual mode: disconnect the reception of the rod position angle in manual mode in the PLC;

[0124] B. PLC takes over the control of the dual rods: the power rod and status rod angles preset in the loading test spectrum are received through the PLC;

[0125] C. Mode switching completed: the automatic mode indicator lights up and the host computer starts to execute the automatic test.

[0126] In this embodiment, when the relevant trigger conditions are met, the PLC switches from the normal manual mode to the automatic mode according to the switching request and the loading test spectrum. This embodiment has the following advantages:

[0127] (1) This step can achieve disturbance-free and safe switching from manual to automatic;

[0128] (2) The switching conditions are formed from the perspective of vehicle safety and practicality, and the switching conditions at each step are monitored, which is also a self-check before the automatic test run, further ensuring the safety of the test run;

[0129] (3) Use PLC to achieve disturbance-free fast switching through the program to avoid disturbances caused by hardware switching;

[0130] (4) Double levers are used as one of the switching conditions. When a fault occurs during the automatic test run, the automatic switch to manual mode can be completed by directly pulling down the PLA. This not only reduces the engine status, but also conforms to the test run habits of the test runners (i.e., if a problem occurs during the test run, the engine status can be reduced by pulling down the lever).

[0131] like Figure 4 As shown, in a preferred embodiment of the present application, when relevant trigger conditions are met, the PLC switches the manual-automatic mode according to the switching request and the loading test spectrum, specifically including the steps of:

[0132] S211, PLC verifies whether the following conditions are met, including:

[0133] The operator pulls the power lever angle down to ≤35° (air slow position) while the status lever angle remains at 95°;

[0134] S212: If all conditions are met, the automatic mode is switched to the manual mode, and the PLC sends instructions, including:

[0135] D. Control transfer: PLC immediately releases control, and the power lever and status lever angles are manually adjusted by the operator;

[0136] E. Subsystem shutdown: automatically shut down the bleed air and generator subsystems;

[0137] F. Mode switching completed: the automatic mode indicator light goes out and the automatic mode request is automatically reset.

[0138] In this embodiment, when the relevant trigger conditions are met, the PLC switches from the normal automatic mode to the manual mode according to the switching request and the loading test spectrum. This embodiment has the following advantages:

[0139] (1) Pulling the power lever down to the air slow position reduces the engine state to a safe state, and then switching to manual mode is a safety strategy;

[0140] (2) After the PLC releases control, it immediately enters manual adjustment, switching without disturbance while ensuring that the engine is tested according to the operator's decision;

[0141] (3) The subsystem is automatically shut down at the same time to ensure the safety of engine test and avoid the engine from continuing to bleed air and generate power when the engine is in a low state.

[0142] like Figure 4 As shown, in a preferred embodiment of the present application, when relevant trigger conditions are met, the PLC switches the manual-automatic mode according to the switching request and the loading test spectrum, specifically including the steps of:

[0143] S221, PLC verification to see if any of the following conditions are met, including:

[0144] The system detects protection conditions, including engine speed, engine temperature, and engine oil pressure exceeding the limit;

[0145] S222: If any condition is met, the automatic mode is switched to the manual mode, and the PLC sends a command, including:

[0146] G. Automatic parking: The automatic mode indicator light goes out and the automatic mode request is automatically reset;

[0147] H. Subsystem shutdown: automatically shut down functions such as bleed air and power generation to ensure the engine enters a safe state;

[0148] I. Control transfer: The operator achieves this by pulling down the power lever angle to ≤20° and the status lever angle to ≤35°.

[0149] In this embodiment, when relevant trigger conditions are met, the PLC switches from the automatic mode to the manual mode in an emergency according to the switching request and the loading test spectrum, thereby ensuring the safety of the system.

[0150] like Figure 5 As shown, in a preferred embodiment of the present application, when performing timing control, timing control is specifically performed by setting a timing control state machine, wherein the timing control state machine states include:

[0151] State 0: Initialization, including:

[0152] Initialize system parameters and status

[0153] State 1: Entering manual mode, including:

[0154] The operator adjusts the power lever and status lever to disable automatic control;

[0155] Continuously monitor switching requests and engine status;

[0156] State 2: Manual to automatic switching, including:

[0157] If the verification of engine stop, pole position angle and alarm status fails, the system will return to manual mode and alarm;

[0158] State 3: Entering automatic mode, including:

[0159] Execute timing control according to the test spectrum;

[0160] Status 4: Return, including:

[0161] After the automatic test is completed, it returns to state 2;

[0162] The system returns to automatic to manual switching due to protection stop triggered;

[0163] State 5: Automatic to manual switching, including:

[0164] According to the manual-automatic switching logic, the automatic to manual switching is carried out without disturbance;

[0165] Return to state 1;

[0166] The entire timing control process is protected and monitored in real time, and the state jumps once a fault is detected.

[0167] When the present embodiment performs timing control, the timing control is specifically performed by setting a timing control state machine. The entire process is monitored in real time for protection. Once a fault is detected, the state jumps. The present embodiment has the following advantages: the automatic test is driven by timing, and the state machine is compatible with automatic testing and manual testing. The timing control state machine includes manual-automatic switching, fault alarm processing, manual test, automatic test, etc., a complete manual-automatic test framework.

[0168] In a preferred embodiment of the present application, the dual-lever coordinated control specifically includes the following steps:

[0169] The push-up process includes the following steps:

[0170] a. Adjust the status bar angle to the target angle according to the ramp function;

[0171] b. When it is detected that the status lever angle has reached the target value, dynamically delay T1, T2, T3 or T4 according to the speed XNH;

[0172] c. When the delay time expires, the power lever angle follows and is adjusted according to the corresponding ramp function to prevent the engine from overspeeding;

[0173] The pull-down process includes the following steps:

[0174] a. Adjust the power rod angle to the target angle first;

[0175] b. When it is detected that the power rod angle has reached the target value, the dynamic delay T5, T6, T7, T8, etc. is adjusted according to the speed XNH (dynamic delay can be adjusted after optimization);

[0176] c. After the delay time expires, the status lever angle follows and is adjusted according to the corresponding ramp function to prevent engine over-torque;

[0177] in,

[0178] The dynamic delay T1, T2, T3 or T4 according to the speed XNH is as follows:

[0179] When the speed XNH is in the interval [0,10000) rpm, delay T1;

[0180] When the speed XNH is in the interval [10000, 200000) rpm, delay T2;

[0181] When the speed XNH is in the interval [20000, 25000) rpm, delay T3;

[0182] When the speed XNH is in the interval [25000, target speed] rpm, delay T4;

[0183] According to the speed XNH, the dynamic delays T5, T6, T7, and T8 are as follows:

[0184] When the speed XNH is in the interval [0,10000) rpm, delay T5;

[0185] When the speed XNH is in the interval [10000, 200000) rpm, delay T6;

[0186] When the speed XNH is in the interval [20000, 25000) rpm, delay T7;

[0187] When the speed XNH is in the range [25000, target speed] rpm, delay T8.

[0188] This embodiment implements dual-lever coordinated control, with dynamic delays in the dual-lever control timing and speed XNH during the push-up and pull-down processes. This offers the following advantages: The angle change rate can be dynamically adjusted based on the target speed during the push-up and pull-down processes to ensure smooth push-up and pull-down, avoiding sudden engine acceleration and deceleration shocks. Dual-lever timing control ensures that the PLA and CLA levers are positioned sequentially during the push-up and pull-down processes, rather than simultaneously reaching the same position.

[0189] In a preferred embodiment of the present application, the signal smoothing process specifically includes the steps of adjusting the state lever angle or the power lever angle to the target angle, designing a ramp function for smooth output, and calculating the angle change rate according to the following formula:

[0190] ;

[0191] Among them, Initial represents the initial value, Target represents the target value, and Tramp represents the ramp time, which ranges from 1 to 5 seconds.

[0192] In this embodiment, when performing signal smoothing processing, when adjusting the state lever angle or the power lever angle to the target angle, a ramp function is designed for smooth output, which has the following advantages: the smoothing function adds time T and presents a certain slope from the initial to the target.

[0193] In a preferred embodiment of the present application, outputting a graded protection process according to the severity of the abnormality specifically includes the following steps:

[0194] If the severity of the abnormality is minor, the first-level protection process is activated, including prompting the operator to switch to manual mode and issuing an alarm, and stopping the vehicle as appropriate. Minor abnormalities include equipment voltage fluctuations greater than 5% and lubricating oil temperature greater than 120°C.

[0195] If the severity of the abnormality is moderate, the secondary protection process is activated, including the power lever automatically returning to the air idle, prompting the operator to switch to manual mode, and normal parking. The moderate abnormality includes T45M temperature > 994℃ and lubricating oil pressure < 90kPa;

[0196] If the severity of the abnormality is severe, the third-level protection process is activated, including automatically triggering an emergency stop, cutting off the fuel supply, and prompting the operator to switch to manual mode. The moderate abnormality includes speed XNH>27942rpm and torque>110% of the rated value.

[0197] This embodiment outputs graded protection instructions based on the severity of the abnormality. This provides the following advantages: Different priorities ensure that the engine is shut down immediately regardless of the fault, preventing severe engine shutdowns that could affect engine life or cause damage. A scientific assessment based on the actual situation allows for a normal shutdown, lowering the severity level.

[0198] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0199] The turboprop engine dual-rod timing coordinated control and disturbance-free switching system and method of the above embodiment were verified under full working conditions on a test bench. The verification results are as follows:

[0200] Switching test: 500 manual / automatic switches without any sudden change in status;

[0201] Synergy test: no over-rotation or over-torque in push-up / pull-down movements;

[0202] Protection test: simulates abnormalities such as over-speed and over-temperature, and the protection action accuracy is 100%;

[0203] It can be seen that the technology provided by this application is mature and has the potential for large-scale application.

[0204] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A turboprop engine dual-rod timing coordinated control and disturbance-free switching system, characterized in that: include: power and status bars; Two absolute encoders are connected to the power lever and status lever respectively, used to convert the angle input of the power lever and status lever in manual mode into encoder signals and transmit them to the PLC; The FPGA module is used to receive the control signal sent by the PLC and convert it into RVDT signal, and then send it to the EEC and PEC respectively; The host computer is used to preset the loading test spectrum, monitor the test data in real time, display the test status and alarm information, and communicate with the PLC to write the loading test spectrum data into the PLC; A sensor group, used to collect relevant parameters of the engine in real time, including a speed sensor, a temperature sensor, and a pressure sensor. The relevant parameters include engine speed, engine temperature, and engine lubricating oil pressure; The PLC is connected to the two absolute encoders, FPGA module, host computer, and sensor group respectively. It is used to perform manual and automatic mode switching including multi-level switching verification, dual-rod coordinated control, timing control, and signal smoothing according to the switching request and loading test spectrum. When the sensor group detects an abnormality, it performs graded protection processing according to the severity of the abnormality; The dual-rod coordinated control specifically includes the following steps: The push-up process includes the following steps: a. Adjust the status bar angle to the target angle according to the ramp function; b. When it is detected that the status lever angle has reached the target value, dynamically delay T1, T2, T3 or T4 according to the speed XNH; c. When the delay time expires, the power lever angle follows and is adjusted according to the corresponding ramp function to prevent the engine from overspeeding; The pull-down process includes the following steps: a. Adjust the power rod angle to the target angle first; b. When it is detected that the power rod angle has reached the target value, dynamically delay T5, T6, T7, and T8 according to the speed XNH; c. After the delay time is up, the status lever angle follows and is adjusted according to the corresponding ramp function to prevent engine over-torque.

2. The system according to claim 1, wherein: The host computer communicates with the PLC via PROFINET, and the format of loading the test spectrum line data is {P1, C1, time, rate}, where P1 represents the power rod angle, C1 represents the state rod angle, time represents the sequential time of the test spectrum, and rate represents the angle change rate.

3. The system according to claim 1, wherein: The dynamic delay T1, T2, T3 or T4 according to the speed XNH is as follows: When the speed XNH is in the interval [0,10000) rpm, delay T1; When the speed XNH is in the interval [10000, 200000) rpm, delay T2; When the speed XNH is in the interval [20000, 25000) rpm, delay T3; When the speed XNH is in the interval [25000, target speed} rpm, delay T4; According to the speed XNH, the dynamic delays T5, T6, T7, and T8 are as follows: When the speed XNH is in the interval [0,10000) rpm, delay T5; When the speed XNH is in the interval [10000, 200000) rpm, delay T6; When the speed XNH is in the interval [20000, 25000) rpm, delay T7; When the speed XNH is in the interval [25000, target speed} rpm, delay T8.

4. A method for dual-rod timing coordinated control and disturbance-free switching of a turboprop engine, based on the system according to claim 1 or 2, characterized in that: Including steps: The PLC obtains the switching request of the manual-automatic switching mode from the host computer; When the relevant trigger conditions are met, the PLC performs manual-automatic mode switching, dual-pole coordinated control, timing control, and signal smoothing processing based on the switching request and the load test spectrum, including multi-level switching verification. When the sensor group detects an abnormality, it outputs graded protection processing based on the severity of the abnormality. The FPGA module receives the control signal sent by the PLC and converts it into RVDT signal, and then sends it to EEC and PEC respectively.

5. The method according to claim 4, characterized in that When the relevant trigger conditions are met, the PLC switches the manual and automatic modes according to the switching request and the loaded test spectrum, which specifically includes the following steps: The PLC receives the manual-to-automatic mode switching request from the host computer, and the system immediately enters the pre-switching state; The PLC verifies whether the following conditions are met, including: a. The engine has stopped running: speed XNH=0; b. The pole angle is correct: power pole angle = 85°, status pole angle = 95°; c. No alarm signal: T45M temperature, oil pressure, and key controller parameters are all within safety thresholds; d. Integrity of the loading test spectrum: Confirm through the host computer that there are no omissions or conflicts in the loading test spectrum; If all conditions are met, the manual mode switches to the automatic mode, and the PLC sends instructions to automatically control the power lever and status lever, including: A. Release the dual-rod control in manual mode: disconnect the reception of the rod position angle in manual mode in the PLC; B. PLC takes over the control of the dual rods: the power rod and status rod angles preset in the loading test spectrum are received through the PLC; C. Mode switching completed: the automatic mode indicator lights up and the host computer starts to execute the automatic test.

6. The method according to claim 4, characterized in that When the relevant trigger conditions are met, the PLC switches the manual and automatic modes according to the switching request and the loaded test spectrum, which specifically includes the following steps: The PLC verifies whether the following conditions are met, including: The operator pulls the power lever angle down to ≤35° while the status lever angle remains at 95°; If all conditions are met, the automatic mode is switched to the manual mode and the PLC sends instructions, including: D. Control transfer: PLC immediately releases control, and the power lever and status lever angles are manually adjusted by the operator; E subsystem shutdown: automatically shut down the bleed air and generator subsystems; F. Mode switching completed: the automatic mode indicator light goes out and the automatic mode request is automatically reset.

7. The method according to claim 4, characterized in that When the relevant trigger conditions are met, the PLC switches the manual and automatic modes according to the switching request and the loaded test spectrum, which specifically includes the following steps: The PLC verifies whether any of the following conditions are met, including: The system detects protection conditions, including engine speed, engine temperature, and engine oil pressure exceeding the limit; If any of the conditions are met, the automatic mode is switched to the manual mode and the PLC sends instructions, including: G. Automatic parking: The automatic mode indicator light goes out and the automatic mode request is automatically reset; H. Subsystem shutdown: Automatically shut down functions such as air bleed and power generation to ensure the engine enters a safe state; I. Control transfer: The operator achieves this by pulling down the power lever angle to ≤20° and the status lever angle to ≤35°.

8. The method according to claim 4, characterized in that When performing timing control, timing control is performed by setting a timing control state machine, wherein the timing control state machine states include: State 0: Initialization, including: Initialize system parameters and status State 1: Entering manual mode, including: The operator adjusts the power lever and status lever to disable automatic control; Continuously monitor switching requests and engine status; State 2: Manual to automatic switching, including: Verify engine stop, pole angle, and alarm status If it fails, it will return to manual mode and alarm; State 3: Entering automatic mode, including: Execute timing control according to the test spectrum; Status 4: Return, including: After the automatic test is completed, it returns to state 2; The system returns to automatic to manual switching due to protection stop triggered; State 5: Automatic to manual switching, including: According to the manual-automatic switching logic, the automatic to manual switching is carried out without disturbance; Return to state 1; The entire timing control process is protected and monitored in real time, and the state jumps once a fault is detected.

9. The method according to claim 4, characterized in that The signal smoothing process specifically includes the following steps: adjusting the state lever angle or the power lever angle to the target angle, designing a ramp function for smooth output, and calculating the angle change rate according to the following formula: Rate(t)=Initial+(Target−Initial)×Tramp; Among them, Initial represents the initial value, Target represents the target value, and Tramp represents the ramp time, which ranges from 1 to 5 seconds.

10. The method according to claim 4, characterized in that Outputting graded protection processing based on the severity of the abnormality includes the following steps: If the severity of the abnormality is minor, the first-level protection process is activated, including prompting the operator to switch to manual mode and issuing an alarm, and stopping the vehicle as appropriate. Minor abnormalities include equipment voltage fluctuations greater than 5% and lubricating oil temperature greater than 120°C. If the severity of the abnormality is moderate, the secondary protection process is activated, including the power lever automatically returning to the air idle, prompting the operator to switch to manual mode, and normal parking. The moderate abnormality includes T45M temperature > 994℃ and lubricating oil pressure < 90kPa; If the severity of the abnormality is severe, the third-level protection process is activated, including automatically triggering an emergency stop, cutting off the fuel supply, and prompting the operator to switch to manual mode. The moderate abnormality includes speed XNH>27942rpm and torque>110% of the rated value.

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