Engine electric control system and control method

Abstract

The invention provides an engine electric control system and a control method. The engine electric control system comprises an accelerator console, an accelerator controller and an accelerator actuator. A dual-redundancy throttle lever angular displacement sensor is arranged on the throttle lever; the accelerator controller comprises a dual-redundancy signal demodulation circuit, a processor module and a driving circuit; the accelerator actuator comprises two sets of motor control loops, the accelerator actuator is connected with an input shaft of an engine and used for driving the engine, and a dual-redundancy accelerator actuator angular displacement sensor is arranged on the accelerator actuator. The redundancy design of the system ensures the reliability of the system, solves the problems of low control accuracy of a throttle lever of a mechanical control mechanism and heavy operation burden of aircrew caused by frequent control of the throttle lever, and meanwhile, the system has a fault monitoring function, so that the aircrew can find the system problems in time and make emergency treatment in advance, and the flight safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of aviation engine control, and in particular to an engine electronic control system and a control method. Background Art

[0002] The engine control system is used to start and stop the engine, as well as change engine operating modes. Currently, most mechanical engine control systems utilize a cable system consisting of a pulley and lever to control the engine throttle. The primary challenge with this type of mechanical engine control system is the pilot's physical and force sense. When the pilot pushes or pulls the throttle lever, force is transmitted to the engine camshaft via the cable lever to adjust the engine speed. Furthermore, with the increasing number of aircraft missions now requiring formation flying and mid-air refueling, the pilot must repeatedly adjust the throttle lever while monitoring engine speed changes as indicated by the engine indicator and warning system. This requires manual control of aircraft speed and acceleration and deceleration. The numerous mechanical transmission links introduce a certain degree of response delay, impacting the immediacy of control. Furthermore, as flight time increases, environmental factors such as the aircraft's structure can also contribute to operational errors.

[0003] In addition, the mechanical engine control system has many components, and a dedicated space is required on the aircraft for coordinated installation to ensure that the steel cables are unobstructed and the rods are flexible. The system is also labor-intensive and time-consuming to maintain. At the same time, the mechanical engine control system also has the problem of being unable to monitor the system status. Only when the throttle lever feels too light or too heavy, the problems of broken steel cables and mechanical jamming are exposed. Summary of the Invention

[0004] This invention proposes an electronic engine control system and control method. By receiving electrical control commands and utilizing servo control, it automatically adjusts the engine throttle state, thereby maintaining flight speed, accelerating, or decelerating. This optimizes engine utilization, addresses the high control force associated with cable rod systems, and reduces the operational burden on the pilot. The electronic engine control system also features a status display, facilitating fault diagnosis and system maintenance. In the event of an emergency or system failure, the pilot can readily take over control and disengage automatic control, thereby avoiding accidents or minimizing losses.

[0005] A first aspect of the present invention provides an engine electronic control system, the engine electronic control system comprising: a throttle control console, a throttle controller and a throttle actuator;

[0006] The throttle control panel is provided with a throttle lever, which receives the pilot's control; the throttle lever is provided with a dual-redundant throttle lever angular displacement sensor for detecting the pilot's control of the throttle lever;

[0007] The throttle controller includes: a dual-redundant signal demodulation circuit, a processor module, and a drive circuit;

[0008] The throttle actuator includes two sets of motor control circuits. The throttle actuator is connected to the engine's input shaft to drive the engine. The throttle actuator is equipped with a dual-redundant throttle actuator angular displacement sensor.

[0009] The signal demodulation circuit demodulates the signal of the dual-redundant throttle lever angular displacement sensor and sends it to the processor module. The processor module generates a driving instruction based on the signal of the throttle lever angular displacement sensor and sends it to the driving circuit. A set of motor control circuits that control the throttle actuator are driven according to the driving instruction. The dual-redundant throttle actuator angular displacement sensor on the throttle actuator feeds back the angle to the processor module through the signal demodulation circuit. The processor module performs closed-loop control based on the signals of the dual-redundant throttle lever angular displacement sensor and the dual-redundant throttle actuator angular displacement sensor.

[0010] Optionally, the throttle control console also includes: automatic throttle servo mechanism, worm and helical gear, permanent magnet friction mechanism, double-piece anti-backlash gear;

[0011] The automatic throttle servo mechanism is connected to the flight control system. In the automatic throttle mode, it is driven by the control command of the flight control system, driving the worm and helical teeth. The worm and helical teeth drive the permanent magnet friction mechanism, which drives the throttle lever to follow the speed given by the control command through the double-piece anti-backlash teeth.

[0012] Optionally, each throttle controller accepts two independent power supplies. When either power supply is valid, the throttle controller can work normally.

[0013] Optionally, each processor module adopts a dual-channel mechanism and can output two sets of valid drive instructions;

[0014] The dual-channel mechanism serves as the command channel and the monitoring channel respectively.

[0015] Optionally, the permanent magnet friction mechanism uses the hysteresis force generated by the hysteresis effect between the permanent magnet and the hysteresis alloy to form a friction torque, providing the pilot with a human damping force feeling when the pilot manipulates the throttle lever.

[0016] Optionally, the throttle actuator further includes: a differential, a speed reducer;

[0017] The two motor control circuits of the throttle actuator are both connected to the differential, which is connected to the output shaft of the throttle actuator through a speed reducer, and the output shaft of the throttle actuator is connected to the input shaft of the engine;

[0018] The differential synthesizes the outputs of the two motor control loops. When the motor of any motor control loop is working, the throttle controller can complete the drive output.

[0019] Optionally, the number of throttle consoles, throttle controllers, and throttle actuators is adjusted according to the number of engines.

[0020] A second aspect of the present invention further provides a method for controlling an electronically controlled engine operating system, using the operating system described in the first aspect. The method comprises:

[0021] The engine electronic control system receives the auto-throttle command from the automatic flight control system, controls the motor of the auto-throttle servo mechanism in the throttle control console to engage and drives the motor to deflect according to the auto-throttle command. The output shaft of the motor drives the throttle lever to rotate through the magnetic friction component.

[0022] The dual-redundant angular displacement sensor sends the collected throttle lever angular displacement to the throttle controller, which includes throttle controller channel 1 and throttle controller channel 2, generating two sets of valid commands;

[0023] The throttle actuator is provided with a first throttle actuator motor and a second throttle actuator motor, and two sets of effective instructions of the throttle controller, wherein the first throttle actuator motor is interconnected with throttle controller channel 1, and the second throttle actuator motor is interconnected with throttle controller channel 2. The throttle actuator deflects according to the driving instruction of the throttle controller, and the output of the two throttle actuator motors is synthesized through the differential to drive the output shaft to deflect. Two sets of dual-redundant angular displacement sensors are provided on the output shaft to sense the angular displacement RVDT1 and angular displacement RVDT2 of the throttle actuator output shaft and send them to the throttle controller for position closed loop, wherein the angular displacement signal RVDT1 is sent to throttle controller channel 1, and the angular displacement signal RVDT2 is sent to throttle controller channel 2.

[0024] Optionally, the core processor module of the throttle controller adopts a 2×2 redundant architecture, with each processing unit defined as 1A, 1B, 2A, and 2B;

[0025] Processing units 1A and 1B of throttle controller channel 1 form an effective monitoring pair;

[0026] The processing units 2A and 2B of throttle controller channel 2 form an effective monitoring pair;

[0027] Each monitoring pair outputs a set of valid instructions, 1A and 2A, to perform redundancy management on the two groups;

[0028] The management method is: the two sets of valid instructions adopt the master / backup working mode. When the throttle controller has no fault, throttle controller channel 1 outputs valid instructions normally, and throttle controller channel 2 is in the backup working state. When throttle controller channel 1 fails, the 1A instruction output by throttle controller channel 1 becomes invalid, and the 2A output by throttle controller channel 2 takes over and outputs valid instructions.

[0029] The present invention proposes an electronic engine control system and control method. The system's redundant design ensures system reliability and solves the problems of low throttle lever control accuracy and heavy operating burdens on flight crews caused by frequent throttle lever manipulation in the mechanical control mechanism. Furthermore, the system's fault monitoring function facilitates flight crews to promptly detect system problems and take emergency measures in advance, thereby improving flight safety. The present invention has the following technical advantages:

[0030] 1) It reduces the system transmission delay, error and maintenance workload, and fundamentally improves the control performance and quality of the mechanical engine: Compared with the traditional pulley and cable mechanical control system, the engine electronic control system has the advantages of small size, light weight, flexible layout, and easy signal integration and cross-linking. It eliminates the friction, clearance, nonlinear factors in the mechanical control system, as well as the influence of ambient temperature and body structure deformation, and can adjust the engine to the required working state in a timely and accurate manner.

[0031] 2) Improve flight safety and reduce pilot workload: The engine's electronic control system is equipped with an autothrottle function. During long-distance flights or complex approaches, the autothrottle takes over the thrust adjustment task, allowing pilots to focus on navigation, communication, and system monitoring. In emergencies or high-density airspace, the need for manual operation is reduced, improving overall cockpit resource management efficiency and avoiding the risk of overspeed and stall due to pilot fatigue or operational errors.

[0032] 3) Increase system fault prompt capability to facilitate system diagnosis and maintenance: Through the interconnection between the throttle controller and the data collector, when the system loses one redundancy, loses dual redundancy and enters direct mode, or loses control, the engine indication warning display system will display prompt level, caution level and warning level information respectively, and provide voice warning at the same time, so that the pilot can take corresponding measures in time, reduce the pilot's psychological pressure, and quickly locate the fault afterwards. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a schematic diagram of the main components and signal flow of the throttle control panel.

[0034] Figure 2 It is a transmission diagram of the servo motor and permanent magnet friction mechanism in the throttle control console.

[0035] Figure 3 This is a schematic diagram of the main components and signal flow of the throttle controller and throttle actuator.

[0036] Figure 4 It is a schematic diagram of the interconnection relationship of the engine electronic control system. DETAILED DESCRIPTION

[0037] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection of the present invention.

[0038] The features and illustrative embodiments of various aspects of the present invention will be described in detail below. In the detailed description below, many specific details are proposed in order to provide a comprehensive understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention can be implemented without the need for some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the present invention by illustrating examples of the present invention. The present invention is in no way limited to any specific arrangement and method proposed below, but rather encompasses any improvements, replacements, and modifications to structures, methods, and devices without departing from the spirit of the present invention. In the accompanying drawings and the following description, well-known structures and techniques are not shown to avoid unnecessary ambiguity in the present invention.

[0039] In the description of the present invention, it should be noted that the directions or positional relationships indicated by terms such as "center," "up," "down," "left," "right," "vertical," "horizontal," "inside," and "outside" are based on the directions or positional relationships described in the accompanying drawings and are intended only to facilitate and simplify the description of the present invention and should not be construed as limiting the present invention. Furthermore, the use of ordinal numbers (e.g., "first and second," etc.) is intended to distinguish between objects and is not limited to this order, and should not be construed as indicating or implying relative importance.

[0040] In the description of the present invention, it should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly, and may refer to direct connection or indirect connection through an intermediary. Those skilled in the art will understand the specific meanings of these terms in the present invention.

[0041] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other, and the embodiments can refer to and quote each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0042] The present invention will be described in further detail below with reference to the embodiments and drawings, but the embodiments of the present invention are not limited thereto.

[0043] like Figure 1-4As shown, the present invention provides an engine electronic control system and a control method. The engine electronic control system consists of a throttle control console, a throttle controller and a throttle actuator.

[0044] The throttle control panel is the human-machine interface component of the engine's electronic control system, providing thrust commands for the engine. Compared to mechanical throttle control panels, this one incorporates a permanent magnet friction mechanism. This utilizes the hysteresis effect between permanent magnets and hysteresis alloys to generate a friction torque, providing the pilot with a sense of manual damping when manipulating the throttle lever. It also incorporates an automatic throttle servo mechanism. In automatic throttle mode, control commands drive a servo motor, which in turn drives a worm and helical gears. These in turn drive the permanent magnet friction mechanism, which, via dual-plate anti-backlash gears, drives the throttle lever to follow the given speed command.

[0045] The throttle controller is a core component of the engine's electronic control system, implementing the system's redundancy management, logical judgment, command calculation, fault monitoring, and other functions. Each throttle controller receives two independent power supplies, and can operate normally when either power supply is valid. Each throttle controller is equipped with an interface module, which is equipped with two sets of completely independent signal demodulation circuits. Each signal demodulates the signals of the dual-redundant throttle lever angular displacement sensor and one throttle actuator angular displacement sensor. Each throttle controller is equipped with two processor modules, each of which uses a dual-channel structure and can output two sets of valid drive commands. The throttle controller is equipped with a driver module, which is equipped with two sets of completely independent drive circuits that respectively receive drive commands from the two processor modules and control the corresponding throttle actuator motors. Each throttle controller is equipped with two electrical connectors, which are interconnected with the two motor control circuits of the throttle actuator.

[0046] The throttle actuator is the actuator of the engine's electronic control system. It features two completely independent motors, whose outputs are combined via a differential. When either motor is operating, the throttle controller can provide drive output. Two completely independent, dual-redundant angular displacement sensors are provided to control the two motors. Two electrical connectors interconnect with the throttle controller, each corresponding to its own motor drive. During normal operation, the throttle controller supplies power and drive commands to the throttle actuator, which drives the main motor, operates with the reduction mechanism, and engages the planetary differential to ultimately output rotational motion. Simultaneously, the output shaft drives the position feedback mechanism, which feeds the angular displacement signal of the throttle actuator's output shaft back to the throttle controller, forming a closed-loop displacement control system. If the main motor fails, the backup motor still ensures the throttle actuator's operation. Due to its self-locking function, the reduction mechanism can only be driven by the throttle actuator and cannot be rotated by external forces.

[0047] The control method involves an engine electronic control system receiving autothrottle commands from an automatic flight control system, controlling the servo motor in the throttle control console to engage and deflect according to the commands. The servo motor's output shaft drives the throttle lever via a magnetic friction assembly, and a dual-redundant angular displacement sensor transmits the acquired throttle lever angular displacement signal to the throttle controller. The throttle controller's core processor module utilizes a 2×2 redundant architecture, with each processing unit defined as 1A, 1B, 2A, and 2B. Each dual channel constitutes an effective monitoring pair, designated 1A and 1B, and 2A and 2B, respectively. Each monitoring pair outputs a set of valid commands, and redundancy management is performed on the two sets. The management method is as follows: the two sets of valid commands operate in a master / backup mode. When the throttle controller is fault-free, channel 1 normally outputs valid command 1A, while channel 2 operates in a backup mode. When channel 1 fails, the channel 1 command becomes invalid, and channel 2 takes over and outputs valid command 2A. The throttle actuator is equipped with two throttle actuator motors and two sets of valid instructions from the throttle controller, wherein throttle actuator motor 1 is interconnected with throttle controller channel 1, and throttle actuator motor 2 is interconnected with throttle controller channel 2. The throttle actuator deflects according to the driving instruction of the throttle controller. The outputs of the two throttle actuator motors are synthesized through the differential to drive the output shaft to deflect. Two sets of dual-redundant angular displacement sensors, RVDT1 and RVDT2, are set on the output shaft to sense the angular displacement of the throttle actuator output shaft and send them to the throttle controller for position closed loop. The angular displacement signal RVDT1 is sent to channel 1 of the throttle controller, and the angular displacement signal RVDT2 is sent to channel 2 of the throttle controller.

[0048] The present invention takes the electronic control system and control method of the engine of a certain type of aircraft as an example to further explain the present application in detail. The electronic control system of the engine involved in the present invention is composed of a throttle control panel, a throttle controller and a throttle actuator. The throttle control panel serves as a human-machine interaction component and includes a throttle lever, a dual-redundant angular displacement sensor, a magnetic friction component, an anti-backlash gear component, a permanent magnet friction mechanism, and an automatic throttle servo mechanism. The throttle controller serves as a core component and realizes the redundancy management, logical judgment, instruction calculation, fault monitoring and other functions of the system and includes an interface module, a processor module, a drive module, and an electrical connector. The throttle actuator serves as an executive component and includes a motor, a worm gear mechanism, a differential, and a dual-redundant angular displacement sensor.

[0049] The engine throttle control command is generated by deflecting the throttle lever. Two sets of dual-redundant angular displacement sensors sense the throttle lever angle and transmit an electronic signal to the throttle controller. The throttle controller performs logical analysis based on the collected throttle lever angular displacement, idle state, and the state of the parking switch. The throttle controller uses the angular displacement signal as input to control the throttle actuator. This is used to control the engine cam box to a specific position to control the engine fuel supply and thus control the engine to achieve the specified power. The engine electronic control system has two operating modes: manual and automatic throttle.

[0050] In manual mode, the pilot manually controls the throttle, and the throttle lever drives the dual-redundant angular displacement sensor in the throttle control console to rotate through the transmission mechanism, outputting the current position signal of the throttle lever to the engine throttle controller. The throttle controller controls the throttle actuator according to the angle signal, driving the rotation angle of the engine cambox input shaft, thereby allowing the engine to reach the required power state.

[0051] In automatic mode, the Figure 1 As shown, the automatic flight control system calculates control laws based on flight speed / thrust requirements. Based on the calculated results, it controls the motor deflection inside the throttle control panel, which in turn drives the throttle lever. The throttle controller, based on the throttle lever angle command sent from the throttle control panel, controls the throttle actuator deflection, which in turn drives the engine throttle angle. This change in engine throttle angle changes engine power and, consequently, the aircraft's flight speed. Once the automatic flight control system detects that the desired flight speed has been reached, it stops pushing the throttle lever, allowing the aircraft to stabilize. In automatic mode, the pilot can manually apply force to the throttle lever, achieving a manual override function, ensuring system flexibility and safety, especially in complex or unpredictable environments.

[0052] When the automatic throttle is working, if Figure 2As shown in the figure, the motor output shaft drives the outer rotor of the permanent magnet friction mechanism through the worm gear. When the load torque of the permanent magnet friction mechanism's inner rotor is less than the slip torque of the permanent magnet friction mechanism, the inner rotor and outer rotor move synchronously, and the motor output is transmitted to the throttle lever, driving the throttle lever to move, thereby realizing the automatic throttle function. When the load torque of the permanent magnet friction mechanism's inner rotor is greater than the slip torque of the permanent magnet friction mechanism, the permanent magnet friction mechanism enters a slip state, and the motor output cannot be transmitted to the throttle lever, and the throttle lever cannot move with the motor. When the automatic throttle is working normally, the load force of the rotor inside the permanent magnet friction mechanism is less than the slip torque of the permanent magnet friction mechanism; when manual override is used, a manual operating force is applied to the throttle lever. When the load torque transmitted to the permanent magnet friction mechanism by this force is greater than the slip torque of the permanent magnet friction mechanism, the motor output cannot be transmitted to the throttle lever, thereby achieving manual override; since a worm gear transmission is used between the motor and the permanent magnet friction mechanism, when the throttle lever is manually operated, regardless of whether the automatic throttle is working, the load torque of the permanent magnet friction mechanism generated by the manual operating force will not be transmitted to the motor, and will have no effect on the motor.

[0053] When the engine stops, the pilot pulls the engine stop switch on the throttle control panel. The throttle controller receives the stop command from the stop switch and controls the throttle actuator to deflect to the stop position to achieve engine stop control.

[0054] The redundant piping function and fault monitoring function of the engine electronic control system are realized through the throttle controller. Figure 3 As shown, the throttle control panel command + throttle controller processor module 1A / 1B + throttle controller driver module 1 + throttle actuator motor 1 constitute drive circuit 1, and the throttle control panel command + throttle controller processor module 2A / 2B + throttle controller driver module 2 + throttle actuator motor 2 constitute drive circuit 2. Drive circuit 1 and drive circuit 2 are independent of each other and are not affected by each other's failure. The status information of the drive circuit is transmitted through the cross bus between the driver modules 1A / 1B and 2A / 2B. The throttle controller processor module monitors the working status of the throttle controller itself and the working status of the drive circuit to ensure reliable operation of the system. The redundancy management of the system is as follows:

[0055] a) Normal working mode;

[0056] When both drive circuits 1 and 2 are operating normally, the system is in normal operating mode. In this mode, drive circuit 1 is in actual operation, and the throttle controller's processor modules 1A / 1B output valid instructions. Processor module 1A sends drive instructions to drive module 1, which controls motor 1 to rotate and achieve engine control. In this state, the throttle controller's processor modules 2A / 2B are in hot standby mode and do not output valid instructions.

[0057] b) Primary failure mode

[0058] When the throttle controller monitors that a system fault has occurred and the drive circuit 1 cannot work normally, the system will operate in a single fault mode. At this time, the processing module 2A / 2B of the throttle controller works on the main channel, receives and demodulates the instructions from the throttle lever angular displacement sensor 2A / 2B, and completes the control law calculation. The processor module 2A outputs a valid instruction to the drive module 2, which drives the motor 2 of the throttle actuator to rotate through the drive module 2, and collects the sensor 2A / 2B signal on the output shaft for position closed-loop control.

[0059] When the throttle controller monitors that a system fault has occurred and the drive circuit 2 cannot work normally, the system will operate in a single fault mode. At this time, the processing module 1A / 1B of the throttle controller works on the main channel, receives and demodulates the instructions from the throttle lever angular displacement sensor 1A / 1B, and completes the control law calculation. The processor module 1A outputs a valid instruction to the drive module 1, which drives the throttle actuator's motor 1 to rotate through the drive module 1, and collects the sensor 1A / 1B signal on the output shaft for position closed-loop control.

[0060] In the single fault mode, the system can still work normally and complete all functions. At this time, a yellow warning message will be sent to the display warning system to prompt that the engine electronic control system is working in the single fault working state.

[0061] c) Direct chain working mode

[0062] When the throttle controller detects that both processor module 1A / 1B and processor module 2A / 2B have failed, the system will enter the direct chain working mode. In the direct chain working mode, the throttle controller interface module will send the demodulated throttle stick displacement command directly to the drive module 1, which will drive the throttle actuator motor 1 to achieve engine control. Compared with the normal mode, the performance of the direct chain working mode will be reduced.

[0063] d) Failure mode

[0064] When the throttle controller detects that both throttle controller drive circuit 1 and drive circuit 2 are faulty and cannot work normally, the system will enter fault mode. In fault mode, the throttle controller will set the output command to a safe value (the value immediately before the fault). The throttle actuator uses a worm gear drive output to ensure that the current position remains unchanged when no command is received.

[0065] The above specific implementation methods are detailed descriptions of the present invention. It cannot be considered that the specific implementation methods of the present invention are limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, they can make several simple deductions and substitutions without departing from the concept of the present invention, which should be regarded as falling within the scope of protection of the present invention.

Claims

1. An engine electronic control system, characterized in that: include: Throttle consoles, throttle controllers and throttle actuators; The throttle control panel is provided with a throttle lever, which is controlled by the pilot; The throttle lever is equipped with a dual-redundant throttle lever angular displacement sensor to detect the pilot's manipulation of the throttle lever; The throttle controller includes: a dual-redundant signal demodulation circuit, a processor module, and a drive circuit; The throttle actuator includes two sets of motor control circuits. The throttle actuator is connected to the engine's input shaft to drive the engine. The throttle actuator is equipped with a dual-redundant throttle actuator angular displacement sensor. The signal demodulation circuit demodulates the signal of the dual-redundant throttle lever angular displacement sensor and sends it to the processor module. The processor module generates a driving instruction based on the signal of the throttle lever angular displacement sensor and sends it to the driving circuit. A set of motor control circuits that control the throttle actuator are driven according to the driving instruction. The dual-redundant throttle actuator angular displacement sensor on the throttle actuator feeds back the angle to the processor module through the signal demodulation circuit. The processor module performs closed-loop control based on the signals of the dual-redundant throttle lever angular displacement sensor and the dual-redundant throttle actuator angular displacement sensor.

2. The electronic engine control system according to claim 1, characterized in that: The throttle control panel also includes: automatic throttle servo mechanism, worm and helical gear, permanent magnetic friction mechanism, double-piece anti-backlash gear; The automatic throttle servo mechanism is connected to the flight control system. In the automatic throttle mode, it is driven by the control command of the flight control system, driving the worm and helical teeth. The worm and helical teeth drive the permanent magnet friction mechanism, which drives the throttle lever to follow the speed given by the control command through the double-piece anti-backlash teeth.

3. The electronic engine control system according to claim 1, characterized in that: Each throttle controller accepts two independent power supplies. When either power supply is valid, the throttle controller can work normally.

4. The electronic engine control system according to claim 1, characterized in that: Each processor module adopts a dual-channel mechanism and can output two sets of effective drive instructions; The dual-channel mechanism serves as the command channel and the monitoring channel respectively.

5. The electronic engine control system according to claim 2, characterized in that: The permanent magnet friction mechanism uses the hysteresis force generated by the hysteresis effect between the permanent magnet and the hysteresis alloy to form a friction torque, providing the pilot with a human damping force feeling when the pilot operates the throttle lever.

6. The electronic engine control system according to claim 1, characterized in that: The throttle actuator also includes: differential, speed reducer; The two motor control circuits of the throttle actuator are both connected to the differential, which is connected to the output shaft of the throttle actuator through a speed reducer, and the output shaft of the throttle actuator is connected to the input shaft of the engine; The differential synthesizes the outputs of the two motor control loops. When the motor of any motor control loop is working, the throttle controller can complete the drive output.

7. The electronic engine control system according to claim 1, characterized in that: The number of throttle control panels, throttle controllers and throttle actuators is adjusted according to the number of engines.

8. A control method for an engine electronic control system, characterized in that: Using the operating system as claimed in claim 2, the control method includes: The engine electronic control system receives the auto-throttle command from the automatic flight control system, controls the motor of the auto-throttle servo mechanism in the throttle control console to engage and drives the motor to deflect according to the auto-throttle command. The output shaft of the motor drives the throttle lever to rotate through the magnetic friction component. The dual-redundant angular displacement sensor sends the collected throttle lever angular displacement to the throttle controller, which includes throttle controller channel 1 and throttle controller channel 2, generating two sets of valid commands; The throttle actuator is provided with a first throttle actuator motor and a second throttle actuator motor, and two sets of effective instructions of the throttle controller, wherein the first throttle actuator motor is interconnected with throttle controller channel 1, and the second throttle actuator motor is interconnected with throttle controller channel 2. The throttle actuator deflects according to the driving instruction of the throttle controller, and the output of the two throttle actuator motors is synthesized through the differential to drive the output shaft to deflect. Two sets of dual-redundant angular displacement sensors are provided on the output shaft to sense the angular displacement RVDT1 and angular displacement RVDT2 of the throttle actuator output shaft, and send them to the throttle controller for position closed loop, wherein the angular displacement signal RVDT1 is sent to throttle controller channel 1, and the angular displacement signal RVDT2 is sent to throttle controller channel 2.

9. The electronic engine control system according to claim 8, characterized in that: The core processor module of the throttle controller adopts a 2×2 redundant architecture, with each processing unit defined as 1A, 1B, 2A, and 2B; Processing units 1A and 1B of throttle controller channel 1 form an effective monitoring pair; The processing units 2A and 2B of throttle controller channel 2 form an effective monitoring pair; Each monitoring pair outputs a set of valid instructions, 1A and 2A, to perform redundancy management on the two groups; The management method is: the two sets of valid instructions adopt the master / backup working mode. When the throttle controller has no fault, throttle controller channel 1 outputs valid instructions normally, and throttle controller channel 2 is in the backup working state. When throttle controller channel 1 fails, the 1A instruction output by throttle controller channel 1 becomes invalid, and the 2A output by throttle controller channel 2 takes over and outputs valid instructions.

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