Multi-mode gas flow control method for space Hall electric propulsion system

Abstract

The invention provides a multi-mode gas flow control method for a space Hall electric propulsion system, which comprises the following steps of: in the initial stage of ignition, performing closed-loop control on the temperature of a thermal throttler by adopting a thermal throttler temperature closed-loop-flow control mode and taking the temperature of the thermal throttler as a feedback parameter, and indirectly stabilizing the gas flow by keeping the temperature of the thermal throttler stable; and after the ignition is successful, switching to a control mode taking the anode power supply current as a direct feedback parameter to keep the anode power supply current stable as a target, and executing a gas pressure closed-loop regulation operation to stabilize the gas flow. According to the method, three modes of gas pressure closed-loop control, thermal throttler temperature closed-loop control and anode power supply current closed-loop gas flow control are deeply fused, a dominant control mode is switched according to the working stage and the health state of a system, and a full-period and multi-mode cooperative control strategy capable of covering ignition, steady-state operation and fault working conditions is formed. The system reliability is improved, and the flow control precision is further improved.

Description

Technical Field

[0001] This invention relates to the field of Hall electric propulsion systems, and more specifically to a multimodal gas flow control method for a space Hall electric propulsion system. Background Technology

[0002] Hall thruster systems, due to their high specific impulse, high propellant utilization, and long lifespan, have become the mainstream propulsion technology for satellite orbit maintenance, position control, and deep space exploration. This system typically consists of a Hall thruster, a pressure and flow regulation module, gas cylinders, and a power control and management unit. Traditional flow control methods heavily rely on pressure sensor monitoring data to adjust solenoid valves to stabilize the pressure in the supply unit. However, pressure sensors in the space environment are prone to failure; a failure could lead to uncontrolled propellant supply. Furthermore, the Hall thruster experiences violent discharge current oscillations during the initial ignition phase; directly controlling the flow rate using anode power supply current feedback can easily lead to ignition failure. While there is a strong correlation between anode power supply current and propellant flow rate, its stability is affected by flow drift caused by changes in throttle temperature. Summary of the Invention

[0003] In view of this, the present invention provides a multi-modal gas flow control method for a space Hall electric propulsion system, forming a full-cycle, multi-modal collaborative control strategy that can cover ignition, steady-state operation and fault conditions, thereby improving flow control accuracy.

[0004] To solve the above-mentioned technical problems, the present invention is implemented as follows.

[0005] A method for controlling multimodal gas flow in a space Hall electric propulsion system includes: During the initial ignition phase, a closed-loop flow control mode based on the temperature of the thermal throttle is adopted. The temperature of the thermal throttle is used as a feedback parameter to perform closed-loop control of the temperature of the thermal throttle. By keeping the temperature of the thermal throttle stable, the gas flow rate is indirectly stabilized. After successful ignition, the system switches to a control mode that uses the anode power supply current as a direct feedback parameter. With the goal of maintaining a stable anode power supply current, the system stabilizes the gas flow rate by performing a closed-loop gas pressure regulation operation.

[0006] Preferably, the control process under the temperature closed-loop-flow control mode of the thermal throttle is as follows: The temperature of the thermal throttle is collected in real time and compared with the set temperature. The opening time of the thermal throttle to reach the set temperature is determined by the PID control algorithm. The heating power of the thermal throttle is adjusted according to the opening time and temperature difference to keep the thermal throttle temperature near the set temperature, thereby indirectly stabilizing the gas flow.

[0007] Preferably, the control process of the control mode that uses the anode power supply current as a direct feedback parameter is as follows: Compare the real-time anode power supply current with the upper and lower limit settings of the rated operating point; If the anode power supply current is lower than the lower limit setting value, it indicates that the flow is insufficient. Perform the gas pressure closed-loop regulation operation a set number of times. If the current is normal or higher than the upper limit, maintain the current state of the solenoid valve. In the closed-loop pressure regulation operation, the pressure sensor signal is acquired in real time; the real-time pressure value is compared with the set value, and the operating frequency of the solenoid valve is adjusted according to the pressure deviation to keep the pressure at the set value.

[0008] Preferably, if the pressure sensor fails after successful ignition, the system switches to temperature closed-loop-flow control mode.

[0009] Preferably, after successful ignition, if the pressure sensor fails, the system switches to a pure anode power supply current-flow closed-loop control mode. The anode power supply current is used as a feedback parameter, and it is compared with the upper and lower limit settings of the rated operating point. If the anode power supply current is lower than the lower limit setting, it indicates insufficient flow. A set number of BangBang pressure regulation operations are then performed to increase the pressure of the low-pressure buffer tank, thereby increasing the propellant flow. If the anode power supply current is higher than the upper limit setting or within the normal range, the current BangBang pressure regulation state remains unchanged.

[0010] Preferably, the method for determining successful ignition is as follows: continuously monitor the anode power supply current, and when the anode power supply current stabilizes within a set range and remains so for a certain period of time, it is determined that ignition is successful and the system enters a steady-state operation.

[0011] Beneficial effects: (1) This invention deeply integrates three modes: gas pressure closed-loop control, thermal throttle temperature closed-loop control, and anode power supply current closed-loop gas flow control. Based on the working stage of the space Hall electric propulsion system and the health status of the sensors, the dominant control mode is switched to form a full-cycle, multi-modal collaborative control strategy that can cover ignition, steady-state operation and fault conditions, which greatly improves the system reliability and thus improves the flow control accuracy.

[0012] Traditional systems primarily rely on pressure sensors for flow control, lacking redundancy. Pressure sensor failure can lead to the entire propellant supply system going out of control, and individual sensors are susceptible to environmental factors such as space temperature and launch interference, causing measurement drift that directly impacts flow control accuracy.

[0013] (2) The anode power supply current oscillates violently in the initial stage of ignition, and direct feedback of the anode power supply current can easily lead to overshoot or even flameout. Therefore, this invention adopts a closed-loop control mode of thermal throttle temperature that is not sensitive to oscillation during the ignition stage. By maintaining the throttle temperature, the propellant flow rate is indirectly stabilized, which greatly improves the ignition reliability.

[0014] (3) After the system ignites successfully and enters steady-state operation, the present invention automatically switches to a control mode that uses the anode power supply current as a direct feedback parameter. This mode is based on the strong correlation between the thruster anode power supply current and the propellant flow rate. In this mode, the goal is to maintain the stability of the anode power supply current. By performing a closed-loop regulation operation on the gas pressure, the gas flow rate is stabilized. This regulation method, with the anode power supply current in the outer loop and the pressure closed-loop regulation in the inner loop, can avoid suppressing low-frequency oscillations, ensure system stability, and improve working efficiency and thrust accuracy.

[0015] (4) Pressure sensors in the space environment are at risk of failure, which could lead to a loss of control over the entire propellant supply. This invention provides a seamless backup solution for pressure sensor failure in orbit. When a pressure sensor fails, the system automatically switches to a pure anode power supply current-flow closed-loop control mode, and adjusts the propellant flow rate in the absence of a pressure sensor by controlling the solenoid valve a set number of times. This seamless backup solution forms a redundant architecture with the aforementioned closed-loop control, significantly enhancing the system's fault tolerance and on-orbit mission reliability.

[0016] In summary, this invention addresses the bottlenecks in reliability, accuracy, and adaptability of traditional Hall thruster systems, significantly improving thrust stability. It also possesses excellent anti-interference capabilities, fault handling capabilities, and on-orbit adaptive capabilities, providing highly reliable and high-performance propulsion support for satellite platform orbit maintenance, position control, and deep space exploration missions, thus significantly enhancing the performance of spacecraft propulsion systems. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the system composition for the application of the multimodal gas flow control method of the present invention.

[0018] Figure 2 This is a circuit diagram for the power processing and control unit.

[0019] Figure 3 This is a diagram showing the overall call relationships of the multimodal gas flow control method of the present invention. Detailed Implementation

[0020] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] Figure 1This is a schematic diagram of the system composition for the application of the multimodal gas flow control method of this invention. The power processing and control unit supplies power to the Hall thruster; the pressure and flow regulation module controls and stabilizes the output flow of the gas cylinder, supplying gas to the cathode and anode of the Hall thruster. Thermal throttling devices are installed on both the cathode and anode gas supply lines; a buffer tank is installed on the cathode and anode gas supply lines inside the pressure and flow regulation module, and a solenoid valve is used to regulate the pressure of the buffer tank supply; a pressure sensor is installed at the outlet of the buffer tank, and its pressure value represents the gas pressure supplied by the cathode / anode.

[0022] For the aforementioned space Hall electric propulsion system, the multimodal gas flow control method provided by this invention has a core control strategy of multimodal closed-loop control, which integrates three control modes and achieves precise control of the system gas flow through a time-sharing control architecture.

[0023] Specifically, this invention deeply integrates three modes: gas pressure closed-loop control, thermal throttle temperature closed-loop control, and anode power supply current closed-loop gas flow control. Based on the working stage of the space Hall electric propulsion system and the health status of the sensors, the dominant control mode is switched to form redundancy backup, which greatly improves the system reliability and thus improves the flow control accuracy.

[0024] The time-sharing control strategy is designed to address the characteristics of different operating stages of the Hall effect electric propulsion system. In the initial ignition phase, the anode discharge current oscillates violently and is unsuitable as a feedback parameter. A closed-loop control mode using the thermal throttle temperature as the primary feedback parameter indirectly stabilizes the flow rate by maintaining temperature stability, ensuring successful ignition. Once the system determines successful ignition and enters steady-state operation, the anode power supply current exhibits a good correlation with the flow rate, making it an ideal feedback parameter. Therefore, at this stage, the system automatically switches to a closed-loop control mode using the anode power supply current as the direct feedback parameter, thereby suppressing low-frequency oscillations and improving operating efficiency and thrust accuracy.

[0025] The time-sharing control strategy specifically includes the following stages: (1) Ignition stage control stage: During the ignition stage, the hot throttle temperature closed-loop flow control mode is adopted. The hot throttle temperature is used as the feedback parameter to perform closed-loop control of the hot throttle temperature. By keeping the hot throttle temperature stable, the gas flow rate is indirectly stabilized.

[0026] In this stage, the closed-loop control of the thermal throttling device temperature can be maintained at the set value by adjusting the heater power. The specific process is as follows: the thermal throttling device temperature is collected in real time, compared with the set temperature value, and the opening time of the thermal throttling device to reach the set temperature value is determined by the PID control algorithm. Based on the opening time and temperature difference, the heating power of the thermal throttling device is adjusted to keep the thermal throttling device temperature near the set temperature value, thereby indirectly stabilizing the gas flow rate.

[0027] In one preferred embodiment, the PID algorithm for temperature closed-loop control adopts an incremental PID algorithm, namely a "switching + PI" combined control algorithm. After determining the proportional KP and integral KI parameters, the control value can be calculated using the deviation of three consecutive measurement values. The output is the difference between the position values ​​calculated at two adjacent sampling times. The calculated control value is used as the opening time of the thermal throttle, realizing precise control of the thermal throttle temperature.

[0028] During the above temperature closed-loop control process, the anode power supply current is continuously monitored. When the anode power supply current stabilizes within the normal range and remains stable for a certain period of time, it is determined that the ignition is successful and the steady-state stage is entered, and the next control stage (2) is entered.

[0029] (2) Steady-state stage control: When the system determines that the ignition is successful and enters steady-state operation, it automatically switches to the control mode with the anode power supply current as the direct feedback parameter. This mode is based on the strong correlation between the thruster anode power supply current and the propellant flow rate. In this mode, the goal is to keep the anode power supply current stable. The gas flow rate is stabilized by performing gas pressure closed-loop regulation.

[0030] The specific control process is as follows: The anode power supply current value is periodically read and compared with the upper and lower limit settings of the rated operating point. If the anode power supply current is lower than the lower limit setting, it indicates that the flow is insufficient. The gas pressure closed-loop regulation operation is performed a set number of times to increase the flow. If the current is normal or higher than the upper limit, the current state of the solenoid valve is maintained. The pressure closed-loop regulation operation is a conventional control method. It involves real-time acquisition of pressure sensor signals, comparison of the real-time pressure value with the setpoint, and adjustment of the solenoid valve's operating frequency based on the pressure deviation to maintain the pressure at the setpoint. This is based on the correlation between pressure values ​​monitored by the pressure sensor and flow rates. The implementation method includes: real-time acquisition of pressure sensor signals; comparison of the pressure value with the setpoint; and adjustment of the solenoid valve's operating frequency based on the deviation to maintain the pressure near the setpoint, thereby indirectly controlling the flow rate.

[0031] (3) Fault condition control: When the pressure sensor fails, the system automatically switches to the pure anode power supply current-flow closed-loop control mode.

[0032] The specific control process is as follows: using the anode power supply current as a feedback parameter, the anode power supply current is compared with the upper and lower limit settings of the rated operating point; if the anode power supply current is lower than the lower limit setting, it indicates insufficient flow, so the BangBang pressure regulation operation is performed a set number of times to increase the pressure of the low-pressure buffer tank, thereby increasing the propellant flow; if the anode power supply current is higher than the upper limit setting or within the normal range, the current BangBang pressure regulation state is maintained unchanged.

[0033] In practice, when the pressure sensor fails, the system can switch to a temperature closed-loop-flow control mode to compensate for the pressure sensor failure.

[0034] The following is about Figure 1 The specific implementation methods of each module are described in detail.

[0035] The pressure and flow regulation module is specifically divided into a signal conditioning module, a pressure regulation module, and a flow regulation module.

[0036] After the system is powered on, the signal conditioning module reads the system's buffer tank pressure (representing gas pressure), power supply voltage, power supply current, and thermal throttle temperature data in real time, and amplifies, filters, and performs analog-to-digital conversion on the acquired signals. Specifically, the signal conditioning module can use a high-precision amplifier, a low-drift voltage reference, and an analog-to-digital converter. Through analog switches, it acquires gas pressure, thermal throttle temperature, and anode and cathode power supply current and voltage data in a time-sharing manner, and performs signal filtering and analog-to-digital conversion.

[0037] The hardware design of the signal conditioning module mainly includes a conditioning section and an analog-to-digital conversion (ADC) section. The conditioning section includes an amplifier circuit and a filter circuit. The amplifier circuit is divided into two stages: a preamplifier and a programmable filter amplifier. The preamplifier is mainly for weak signals output from sensors such as pressure and temperature sensors. The programmable filter amplifier is responsible for secondary amplification and filtering of the preamplifier signal, adapting to situations where the amplitude of the output signals from different sensors varies significantly. Based on the amplitude of the sensor output signal, the gain of the programmable filter amplifier is dynamically adjusted to ensure that the output signal amplitude is close to the upper limit of the ADC's range, fully utilizing the ADC resolution and providing measurement accuracy. The ADC circuit is a key part of the signal acquisition module, responsible for converting the conditioned analog signal into a digital signal for the controller. The ADC circuit includes interfaces such as the ADC chip and a reference voltage source. The analog switching circuit is a key module for achieving multiplexing, allowing the ADC to alternately acquire signals from multiple sensors through a single channel.

[0038] Implementation method: The AD620 is used as the preamplifier. The AD620 has the advantages of high input impedance, high common-mode rejection ratio and low noise, making it very suitable for amplification in the sensor preamplifier stage; the programmable amplifier stage is composed of a general-purpose operational amplifier OP07 and a multiplexer analog switch; the ADC chip is a 16-bit high-precision ADC chip AD7606, which operates in differential input mode and can effectively suppress common-mode interference; the analog switch is ADG708, whose on-resistance is only 2.5Ω and the inter-channel crosstalk is less than 90dB, ensuring minimal distortion in signal transmission.

[0039] The pressure regulation module uses a lightweight, highly integrated solenoid valve. The solenoid valve is switched on and off using the Bang-Bang pressure control algorithm to reduce and stabilize the high-pressure gas stored in the gas cylinder. The pressure in the gas cylinder is adjusted from (0.5~30) MPa to (0.2~0.3) MPa, and the gas at the specified pressure is stably supplied to the pressure control module.

[0040] The solenoid valve body features an integrated design with an internal cavity forming the main channel, eliminating the need for traditional welding connections. A through-hole in the left cavity forms an air passage, while a vent in the right cavity forms an air intake channel. This design significantly reduces the number of connecting parts, lowers the risk of leakage, and reduces volume by approximately 40% and weight by over 35%. A dual-redundant sealing structure is employed. The first seal is a valve core seat seal, achieved by compressing and sealing the valve core with an elastic sleeve, elastic element, valve seat, sealing ball, sealing valve seat, and sealing gasket. The second seal is a ball head hard seal, achieved by tightening the nut to compress and seal the conical sealing groove at the air intake channel interface of the ball head plug. This design results in a leakage rate of less than 1×10⁻⁶. -9 Pa·m 3 / s ensures extremely high sealing performance. The valve body is made of titanium alloy, which has high strength, low density and excellent corrosion resistance; the sealing elements are made of all-metal materials, avoiding the aging and outgassing problems of non-metallic materials in the space environment; the elastic element is made of special stainless steel and undergoes a special heat treatment process to ensure long-term reliability.

[0041] The flow control module controls the gas flow through a thermal throttle and controls the supply and cutoff of propellant through a solenoid valve. A dedicated temperature compensation circuit is designed to collect the temperature of the thermal throttle and accurately compensate for the temperature sensor signal of the thermal throttle, thereby reducing the impact of temperature drift on the accuracy of flow control.

[0042] The thermal throttling device is the actuator for precise flow control, and its performance directly determines the accuracy and stability of flow control. Traditional thermal throttling devices are susceptible to ambient temperature fluctuations, leading to flow drift. This system's temperature-compensated thermal throttling device control module incorporates the following innovative design: Temperature sensor: Employs a dual-mode temperature sensing system, including a PT1000 platinum resistance thermometer (high accuracy and good stability) and an NTC thermistor (fast response and high sensitivity). The platinum resistance thermometer is used for primary temperature measurement, while the thermistor is used for rapid temperature change monitoring.

[0043] Temperature Compensation: A dedicated temperature compensation circuit was designed, integrating a Zener diode (providing a high-precision reference) and a thermistor (providing wide-range compensation) with a follower amplifier to form a complete temperature compensation system. This circuit can correct flow measurement deviations caused by changes in ambient temperature in real time.

[0044] Implementation Method: The implementation of the thermal throttling control module includes the following steps: First, the temperature sensor is calibrated and matched to ensure measurement accuracy; then, the parameters of the temperature compensation circuit are tuned, and the compensation parameters are determined based on the flow characteristic curves at different temperature points; finally, the parameters of the heating controller are tuned, and the proportional, integral, and derivative parameters of the PID controller are determined through step response testing. The entire module underwent high-temperature, low-temperature, and temperature cycling tests to verify its performance stability under different ambient temperatures.

[0045] The power processing and control unit is used for output voltage. It provides independent, adjustable power supply support for the anode power supply, cathode heating power supply, and contact power supply.

[0046] In a preferred embodiment, an optimized two-stage power supply topology is employed. Through an incremental PID algorithm, the controller adjusts the PWM in real time, enabling precise and continuous control of the output voltage. The switching power supply uses a half-bridge circuit, which is controlled by PWM to control the voltage and current of the power supply. The PWM control strategy employs a dual-loop control: an outer voltage loop and an inner current loop, both regulated using incremental PID.

[0047] Implementation methods: such as Figure 2 As shown, half-bridge power switches Q15 and Q18 are connected in series between the input power bus and the power ground, forming an optimized gate drive circuit. The LLC resonant current consists of secondary rectification and filtering current, responsible for obtaining a smooth DC voltage. The gate drive chip is U11, using a dual-channel driver chip UCC27524. Its OUTA and OUTB are connected to the gates of the high-side and low-side switching transistors, respectively. The drive resistor network consists of resistors R82, R83, and R84. Through voltage divider and matching network, it ensures the correct signal level input to the driver chip and is used to adjust the dead time of the PWM to prevent shoot-through of the upper and lower half-bridge transistors. The RCD clamping buffer circuit consists of D15 to D18 and capacitors C61 to C64, which absorbs and dissipates the energy generated when the switching transistors are turned off, thereby clamping the voltage across the switching transistors within a safe range.

[0048] Through system integration and testing, the coordination and cooperation between the software and hardware components were ensured, thereby guaranteeing the stability and reliability of the entire system.

[0049] Based on the above modules, the software portion of this invention runs on them, including algorithms such as gas pressure closed-loop control, thermal throttle temperature closed-loop control, and anode power supply current closed-loop gas flow control, ensuring the safe operation of the equipment. The software portion employs modular design and object-oriented programming, developing and testing different modules independently to ensure the reliability of each module. The software testing tools include automated testing tools and coverage tools to comprehensively test and verify the software.

[0050] Figure 3 The diagram illustrates the overall call relationship of the multi-modal gas flow control method for the Hall effect electric propulsion system. After the system is powered on, it reads the system's buffer tank pressure, power supply voltage, power supply current, power supply temperature, and thermal throttle temperature data in real time. Once the system determines that the thruster has successfully ignited and entered the steady-state operation phase, the control software automatically switches to the anode power supply current closed-loop gas flow control dominant mode. This mode uses the anode power supply current as the direct criterion for propellant flow stability. The software periodically reads the anode power supply current value and compares it with the preset upper and lower limits of the rated operating point. If the current is lower than the lower limit, a set number of gas pressure closed-loop adjustment operations are performed to increase the flow rate. If the current is normal or higher than the upper limit, the current valve state is maintained, thereby effectively suppressing low-frequency oscillations below 100Hz caused by propellant gas flow rate fluctuations and ensuring high stability of thrust output.

[0051] Furthermore, this software strategy also serves as a seamless backup solution in the event of on-orbit failure of the pressure sensor, forming a redundant architecture with the traditional closed-loop control of the pressure sensor, significantly enhancing the system's fault tolerance and on-orbit mission reliability. The software also integrates anomaly diagnosis, improving the system's adaptability.

[0052] Through innovative hardware and software collaboration, the Hall thruster system has achieved significant improvements in flow control accuracy and thrust stability. It also possesses excellent anti-interference capabilities, fault handling capabilities, and on-orbit adaptive capabilities, providing highly reliable and high-performance propulsion support for satellite platform orbit maintenance, position control, and deep space exploration missions.

[0053] In summary, the above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling multimodal gas flow in a space Hall thruster electric propulsion system, characterized in that, include: During the initial ignition phase, a closed-loop flow control mode based on the temperature of the thermal throttle is adopted. The temperature of the thermal throttle is used as a feedback parameter to perform closed-loop control of the temperature of the thermal throttle. By keeping the temperature of the thermal throttle stable, the gas flow rate is indirectly stabilized. After successful ignition, the system switches to a control mode that uses the anode power supply current as a direct feedback parameter. With the goal of maintaining a stable anode power supply current, the system stabilizes the gas flow rate by performing a closed-loop gas pressure regulation operation.

2. The control method as described in claim 1, characterized in that, The control process under the temperature closed-loop-flow control mode of the thermal throttling device is as follows: The temperature of the thermal throttle is collected in real time and compared with the set temperature. The opening time of the thermal throttle to reach the set temperature is determined by the PID control algorithm. The heating power of the thermal throttle is adjusted according to the opening time and temperature difference to keep the thermal throttle temperature near the set temperature, thereby indirectly stabilizing the gas flow.

3. The control method as described in claim 1, characterized in that, The control process of the control mode that uses the anode power supply current as a direct feedback parameter is as follows: Compare the real-time anode power supply current with the upper and lower limit settings of the rated operating point; If the anode power supply current is lower than the lower limit setting value, it indicates that the flow is insufficient. Perform the gas pressure closed-loop regulation operation a set number of times. If the current is normal or higher than the upper limit, maintain the current state of the solenoid valve. In the closed-loop pressure regulation operation, the pressure sensor signal is acquired in real time; the real-time pressure value is compared with the set value, and the operating frequency of the solenoid valve is adjusted according to the pressure deviation to keep the pressure at the set value.

4. The control method as described in claim 1, characterized in that, If the pressure sensor fails after successful ignition, the system switches to temperature closed-loop-flow control mode.

5. The control method as described in claim 1, characterized in that, After successful ignition, if the pressure sensor fails, the system switches to a pure anode power supply current-flow closed-loop control mode. The anode power supply current is used as a feedback parameter, and it is compared with the upper and lower limit settings of the rated operating point. If the anode power supply current is lower than the lower limit setting, it indicates insufficient flow. The system then performs a set number of BangBang pressure regulation operations to increase the pressure in the low-pressure buffer tank, thereby increasing the propellant flow. If the anode power supply current is higher than the upper limit setting or within the normal range, the current BangBang pressure regulation state remains unchanged.

6. The control method as described in claim 1, characterized in that, The method for determining successful ignition is as follows: continuously monitor the anode power supply current, and when the anode power supply current stabilizes within the set range and remains stable for a certain period of time, it is determined that ignition is successful and the system enters steady-state operation.

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