Self-detection ignition system for aero-engine

Abstract

The invention relates to the technical field of aero-engine fault detection, in particular to a self-detection ignition system for an aero-engine. The invention provides a self-detection ignition system which comprises an ignition exciter, an ignition cable and an ignition electric nozzle. The ignition exciter at least comprises a self-detection module and a fault resistance module. The fault resistor module forms a feedback resistor loop by a plurality of resistors with different resistance values and is used for feeding back a fault state or a normal working state of the ignition exciter; the self-detection module selects a corresponding resistor in the fault resistor module according to a detection result of internal fault information of the ignition exciter to be connected to the feedback resistor loop; and the engine electronic controller identifies and determines a corresponding fault mode according to an acquisition result of the resistance value of the feedback resistance loop. According to the method, the ignition failure reason can be rapidly judged when ignition fails, specific fault components can be accurately positioned when the ignition system breaks down, and the troubleshooting efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engine fault detection, and more specifically, to a self-detection ignition system for an aero-engine. Background Art

[0002] An aero-engine, as one of the core technologies of modern aviation industry, its performance and reliability are directly related to the safety and efficiency of an aircraft. At the moment when an aircraft starts, the aero-engine ignition system plays a crucial role.

[0003] The aero-engine ignition system is used to ignite the oil-gas mixture in the combustion chamber when the engine starts. The ignition system generally consists of an ignition exciter, an ignition cable and an ignition plug. When the ignition power supply instruction is turned on, the ignition exciter responds quickly and generates a high-energy pulse voltage. This voltage is transmitted at high speed along the ignition cable and finally reaches the ignition plug. At the ignition plug, the voltage is converted into an electric spark to instantly ignite the oil-gas mixture in the combustion chamber. This process requires extremely high time synchronization and voltage stability, and any deviation in any link may lead to ignition failure.

[0004] In the actual operation of an aero-engine, ignition failure is one of the relatively common faults. Facing the situation of ignition failure, it is crucial to quickly and accurately judge the cause of the fault. However, due to the high integration and complexity of the ignition system, as well as the limitations of detection means, the rapid location of faults often faces many challenges.

[0005] When the engine fails to ignite, it is difficult to quickly determine whether the ignition problem is caused by an improper oil-gas mixing ratio in the combustion chamber or a fault in the ignition system itself. In addition, when the ignition system fails to operate normally due to a fault, it is difficult to quickly determine whether the fault occurs in the ignition exciter, the ignition cable or the ignition plug due to the lack of effective detection means, which further affects the rapid location of the fault.

[0006] Therefore, there is an urgent need for an ignition system for an aero-engine that can quickly and accurately judge the cause of ignition failure. Summary of the Invention

[0007] The purpose of the present invention is to provide a self-detection ignition system for an aero-engine to solve the problem that it is difficult for the ignition system of the aero-engine in the prior art to quickly and accurately judge the cause of ignition failure.

[0008] To achieve the above purpose, the present invention provides a self-detection ignition system for an aero-engine, including an ignition exciter, an ignition cable and an ignition plug:

[0009] The ignition plug is connected to the ignition exciter through the ignition cable;

[0010] The ignition exciter is connected to the engine electronic controller and includes at least a self-test module and a fault resistor module.

[0011] The fault resistor module consists of multiple resistors with different resistance values ​​forming a feedback resistor loop, which is used to provide feedback on the fault status or normal working status of the ignition exciter.

[0012] The self-detection module is connected to the fault resistor module and selects the corresponding resistor in the fault resistor module to connect to the feedback resistor loop based on the detection result of the fault information inside the ignition exciter.

[0013] The engine electronic controller identifies and determines the corresponding fault mode based on the collected resistance values ​​of the feedback resistor loop.

[0014] In some embodiments, an airborne vibration sensor is arranged at a designated location in the area of ​​the ignition nozzle or ignition cable;

[0015] The airborne vibration sensor detects and collects vibration characteristic signals during ignition and sends them to the engine monitoring device to determine whether the ignition nozzle is igniting normally.

[0016] In some embodiments, the self-testing module includes multiple fault mode detection circuits for detecting different fault modes of the ignition exciter.

[0017] The different fault mode detection circuits are connected to fault resistors with different resistance values ​​in the fault resistor module.

[0018] In some embodiments, the self-test module includes an input power detection circuit, and the fault resistor module includes an input power fault resistor;

[0019] The input power detection circuit includes a transformer, a first rectifier module, a first filter circuit, a first voltage regulator module, and a first relay.

[0020] The transformer converts the voltage of the input AC power supply into the operating voltage of the detection circuit.

[0021] The first rectifier module is connected to the transformer and converts alternating current into direct current;

[0022] The first filter circuit is connected to the first rectifier module and is used to smooth the rectified DC power.

[0023] The first voltage regulator module is connected to the first filter circuit and is used to maintain the output voltage at a stable value;

[0024] The first relay is connected to the first voltage regulator module and the input power fault resistor. It performs a switching action according to the voltage value output by the first voltage regulator module, and controls the relay contacts to select whether to connect the input power fault resistor to the feedback resistor circuit.

[0025] In some embodiments, the self-test module includes an output power detection circuit, and the fault resistor module includes an output power fault resistor.

[0026] The output power detection circuit includes a second current transformer, a second filter circuit, a second amplifier circuit, a second voltage regulator module, and a second relay.

[0027] The second current transformer is used to sense the signal of the output ignition pulse and convert it into a low voltage signal;

[0028] The second filtering circuit is connected to the second current transformer and is used to remove noise and fluctuations in the output signal of the second current transformer.

[0029] The second amplifier circuit is connected to the second filter circuit and is used to amplify the filtered signal;

[0030] The second voltage regulator module is connected to the second amplifier circuit and is used to maintain the output voltage at a stable value;

[0031] The second relay is connected to the second voltage regulator module and the output power fault resistor. It performs a switching action according to the voltage value output by the second voltage regulator module, and controls the relay contacts to select whether to connect the output power fault resistor to the feedback resistor circuit.

[0032] In some embodiments, the self-test module includes an inverter module detection circuit, and the fault resistor module includes an inverter module fault resistor.

[0033] The inverter module detection circuit includes an inverter module, a third current transformer, a third filter circuit, a third voltage regulator module, and a third relay.

[0034] The inverter module converts DC power into AC power signals;

[0035] The third current transformer is connected to the inverter module and is used to sense AC signals and convert them into low voltage signals.

[0036] The third filtering circuit is connected to the third current transformer and is used to remove noise and fluctuations in the output signal of the current transformer.

[0037] The third voltage regulator module is connected to the third filter circuit and is used to maintain the output voltage at a stable value.

[0038] The third relay is connected to the third voltage regulator module and the inverter module fault resistor. It performs a switching action based on the voltage value output by the third voltage regulator module, and controls the relay contacts to select whether to connect the inverter module fault resistor to the feedback resistor circuit.

[0039] In some embodiments, the self-detection module includes an internal over-temperature fault circuit, and the fault resistor module includes an internal over-temperature fault resistor.

[0040] The internal over-temperature fault circuit includes a thermal resistor, a fourth amplifier circuit, and a fourth relay.

[0041] The thermal resistor is set at a designated position on the ignition actuator and is used to measure the real-time temperature of the ignition actuator.

[0042] The fourth amplifier circuit is connected to the resistance temperature detector (RTD) and is used to amplify the output signal of the RTD.

[0043] The fourth relay is connected to the fourth amplifier circuit and the internal over-temperature fault resistor. It performs a switching action based on the signal processed by the fourth amplifier circuit, and controls the relay contacts to select whether to connect the internal over-temperature fault resistor to the feedback resistor circuit.

[0044] In some embodiments, the engine monitoring device determines whether the ignition nozzle is igniting normally by identifying normal ignition vibration characteristic patterns and abnormal ignition vibration characteristic patterns.

[0045] In some embodiments, the ignition actuator further includes an ignition circuit:

[0046] The ignition circuit is isolated from the self-test module and the fault resistor module, and is used to generate and transmit the ignition signal to the ignition cable.

[0047] In some embodiments, the fault resistor module includes normal resistors and fault resistors with different resistance values:

[0048] The self-testing module selects either the normal resistor or the fault resistor in the fault resistor module to connect to the feedback resistor circuit based on the detection results of the fault information inside the ignition exciter.

[0049] This invention proposes an ignition system for aero-engines with self-detection capabilities. It can quickly determine the cause of ignition failure and accurately locate the faulty component when the ignition system malfunctions, thereby improving troubleshooting efficiency. Furthermore, the system uses resistive signal feedback to the engine electronic controller, offering advantages such as ease of signal acquisition, feasibility, and high reliability. Attached Figure Description

[0050] The above and other features, properties and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein:

[0051] Figure 1 A functional architecture diagram of a self-detection ignition system for an aero-engine according to an embodiment of the present invention is disclosed.

[0052] Figure 2 A functional architecture diagram of a self-testing module according to an embodiment of the present invention is disclosed.

[0053] The meanings of the labels in the figures are as follows:

[0054] 10 ignition systems;

[0055] 101 ignition actuator;

[0056] 1011 fault resistor module;

[0057] 1012 self-test module;

[0058] 1013 ignition circuit;

[0059] 102 ignition cable;

[0060] 103 ignition nozzle;

[0061] 11. Engine electronic controller;

[0062] 12 Engine monitoring devices;

[0063] 13 Airborne vibration sensors;

[0064] 211 Input power supply fault resistor;

[0065] 212 Output power supply fault resistor;

[0066] 213 Inverter module fault resistor;

[0067] 214 Internal over-temperature fault resistor;

[0068] 221 Input Power Detection Circuit;

[0069] 2211 Transformer; 2212 First rectifier module; 2213 First filter circuit; 2214 First voltage regulator module; 2215 First relay;

[0070] 222 Output Power Detection Circuit;

[0071] 2221 Second current transformer; 2222 Second filter circuit; 2223 Second amplifier circuit; 2224 Second voltage regulator module; 2225 Second relay;

[0072] 223 inverter module detection circuit;

[0073] 2231 Inverter module; 2232 Third current transformer; 2233 Third filter circuit; 2234 Third voltage regulator module; 2235 Third relay;

[0074] 224 Internal over-temperature fault circuit;

[0075] 2241 Resistance Temperature Detector; 2242 Fourth Amplifier Circuit; 2243 Fourth Relay. Detailed Implementation

[0076] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0077] In current aero-engine technology, ignition accessories (including ignition actuators, ignition cables, and ignition nozzles) lack effective monitoring mechanisms. This makes it difficult to accurately determine whether the cause of ignition failure is an improper fuel-air mixture ratio or a malfunction in the ignition system itself. Furthermore, if the ignition system malfunctions, it is difficult to pinpoint the faulty accessory, making it impossible to determine whether the problem lies with the ignition actuator, ignition cable, or ignition nozzle.

[0078] To address the aforementioned problems, this invention proposes a self-detection ignition system for aero engines. Figure 1 A functional architecture diagram of a self-detection ignition system for an aero-engine according to an embodiment of the present invention is disclosed, such as... Figure 1 As shown, the present invention provides an ignition system with self-detection capability for an aero-engine, comprising an ignition actuator 101, an ignition cable 102, and an ignition nozzle 103:

[0079] The ignition nozzle 103 is connected to the ignition actuator 101 via the ignition cable 102;

[0080] The ignition exciter 101 is connected to the engine electronic controller 11 and includes at least a self-detection module 1012 and a fault resistor module 1011.

[0081] The fault resistor module 1011 consists of multiple resistors with different resistance values ​​forming a feedback resistor loop, which is used to provide feedback on the fault status or normal working status of the ignition exciter 101.

[0082] The self-detection module 1012 is connected to the fault resistor module 1011 and selects the corresponding resistor in the fault resistor module 1011 to connect to the feedback resistor loop based on the detection result of the fault information inside the ignition exciter 101.

[0083] The engine electronic controller (EEC) 11 identifies and determines the corresponding fault mode based on the collected resistance value of the feedback resistor loop.

[0084] The self-testing ignition system for aero-engines proposed in this invention has ignition accessories (including ignition exciter, ignition cable and ignition nozzle) that have all the functions of existing ignition systems.

[0085] In other words, the ignition exciter 101 is responsible for generating a high-energy pulse voltage signal, which is transmitted to the ignition cable 102 through a specific circuit and finally to the ignition nozzle 103. The stability and reliability of its performance directly affect the success rate of ignition.

[0086] As the medium for transmitting electrical energy, the ignition cable 102 must have excellent insulation properties and high temperature resistance to ensure that electrical energy can be accurately transmitted to the ignition nozzle 103 under harsh engine operating conditions.

[0087] The ignition nozzle 103 is located inside the combustion chamber and directly participates in the ignition process of the air-fuel mixture. The ignition nozzle 103 generates an electric spark, which ignites the air-fuel mixture and causes it to burn violently, thereby generating the power to drive the engine.

[0088] Since the ignition exciter 101, ignition cable 102, and ignition nozzle 103 are installed in the combustion chamber casing, and it is difficult to transmit ignition system fault information to the control system via bus communication in the high-temperature environment of this area, this invention proposes an ignition system with self-detection capability for aero engines. A self-detection module 1012 is added to the ignition exciter 101. When the self-detection module 1012 detects a fault in the input circuit, output circuit, or inverter circuit, the self-detection module 1012 connects resistors with corresponding different resistance values, thereby feeding back different resistance values ​​to the engine electronic controller 11 to achieve the purpose of identifying different fault modes.

[0089] In this embodiment, the ignition exciter 101, based on the basic ignition circuit 1013, adds a self-test module 1012 and a fault resistor module 1011.

[0090] The engine electronic controller 11 is connected to the ignition exciter 101, and its power line is connected to the ignition circuit 1013;

[0091] The ignition circuit 1013 is isolated from the self-test module 1012 and the fault resistor module 1011, and is used to generate and transmit the ignition signal to the ignition cable 102.

[0092] The self-testing module 1012 and the fault resistor module 1011 are integrated in the ignition exciter 101. They are implemented using highly reliable analog circuits and are isolated from the original ignition working circuit 1013. Without affecting the original ignition circuit function, they enable real-time detection of the original ignition function when the power is on for ignition.

[0093] Figure 2 A functional architecture diagram of a self-testing module according to an embodiment of the present invention is disclosed, such as... Figure 1 and Figure 2 As shown, all the fault resistors in the fault resistor module 1011, along with other normal resistors, form a feedback resistor loop:

[0094] The fault resistor module 1011 includes normal resistors and fault resistors with different resistance values:

[0095] The self-testing module 1012 selects either the normal resistor or the fault resistor in the fault resistor module 1011 to connect to the feedback resistor circuit based on the detection results of the fault information inside the ignition exciter.

[0096] It needs to be made clear that, in Figure 2 In this embodiment, each fault resistor is designed with a corresponding normal resistor. However, it is worth noting that this setting is not absolute. Fault resistors may not have a direct corresponding normal resistor and may be flexibly and selectively connected to or disconnected from the feedback resistor circuit by means of short-circuiting or other methods.

[0097] A fault resistor is defined as a resistor characterized by a specific resistance value under different fault modes. A normal resistor, on the other hand, refers to the resistive element necessary for constructing a feedback resistor loop. It is important to clarify that both fault resistors and normal resistors are used to distinguish or indicate specific fault modes in the ignition system, rather than directly describing whether the resistive element itself is faulty.

[0098] like Figure 1 and Figure 2 As shown, the self-testing module 1012 includes multiple fault mode detection circuits for detecting different fault modes of the ignition exciter 101.

[0099] The different fault mode detection circuits are connected to fault resistors with different resistance values ​​in the fault resistor module.

[0100] When the self-detection module 1012 detects an internal fault in the ignition exciter 101, it will connect the corresponding fault resistor module 1011 and connect the fault resistor module 1011 in the feedback resistor circuit to identify different fault modes of the ignition exciter 101, thereby achieving the purpose of different output resistance values ​​corresponding to different faults.

[0101] Furthermore, the self-test module 1012 includes an input power detection circuit 221, an output power detection circuit 222, an inverter module detection circuit 223, an internal temperature detection circuit 224, etc., for detecting different fault modes.

[0102] The input power detection circuit 221 is used to detect whether the input power is faulty, and its corresponding fault resistor is the input power fault resistor 211.

[0103] The input power detection circuit 221 includes a transformer 2211, a first rectifier module 2212, a first filter circuit 2213, a first voltage regulator module 2214, and a first relay 2215.

[0104] The transformer 2211 converts the voltage of the input AC power supply into a voltage level suitable for the operation of the detection circuit.

[0105] The first rectifier module 2212 is connected to the transformer 2211 and converts AC power into DC power for subsequent filtering and voltage regulation. The rectifier module typically includes rectifier diodes or rectifier bridges.

[0106] The first filter circuit 2213 is connected to the first rectifier module 2212 and is used to smooth the rectified DC power. Commonly used filter components include capacitors and inductors.

[0107] The first voltage regulator module 2214 is connected to the first filter circuit 2213 and is used to maintain the output voltage at a stable value.

[0108] The first relay 2215 is connected to the first voltage regulator module 2214 and the input power fault resistor 211. It performs a switching action according to the voltage value output by the first voltage regulator module 2214, and controls the relay contacts to select whether to connect the input power fault resistor 211 to the feedback resistor circuit.

[0109] If the input power detection circuit 221 detects an input power fault, after processing by the internal circuit, the corresponding first relay 2215 will activate. The relay contacts will select between the normal resistance and the fault resistance, and connect the fault resistance to the feedback resistance circuit. The engine electronic controller 11 will collect the feedback resistance value, thereby identifying the fault state of the input power. The identification method for other fault modes is the same, thus ensuring that different fault modes correspond to different output resistance values.

[0110] The output power detection circuit 222 is used to detect whether the output power is faulty, and its corresponding fault resistor is the output power fault resistor 212.

[0111] The output power detection circuit 222 includes a second current transformer 2221, a second filter circuit 2222, a second amplifier circuit 2223, a second voltage regulator module 2224, and a second relay 2225.

[0112] The second current transformer 2221 is used to sense the signal of the output ignition pulse and convert it into a low voltage signal;

[0113] The second filter circuit 2222 is connected to the second current transformer 2221 and is used to remove noise and fluctuations in the output signal of the current transformer to ensure that the signal has good quality and accuracy.

[0114] The second amplifier circuit 2223 is connected to the second filter circuit 2222 and is used to amplify the filtered signal;

[0115] The second voltage regulator module 2224 is connected to the second amplifier circuit 2223 and is used to maintain the output voltage at a stable value;

[0116] The second relay 2225 is connected to the second voltage regulator module 2224 and the output power fault resistor 212. It performs a switching action according to the voltage value of the second voltage regulator module 2224 and controls the relay contacts to select whether to connect the output power fault resistor 212 to the feedback resistor circuit.

[0117] The inverter module detection circuit 223 is used to detect whether the inverter module has malfunctioned, and its corresponding fault resistor is the inverter module fault resistor 213.

[0118] The inverter module detection circuit 223 includes an inverter module 2231, a third current transformer 2232, a third filter circuit 2233, a third voltage regulator module 2234, and a third relay 2235.

[0119] The inverter module 2231 converts DC power into AC power signals;

[0120] The third current transformer 2232 is connected to the inverter module 2231 and is used to sense AC signals and convert them into low voltage signals.

[0121] The third filter circuit 2233 is connected to the third current transformer 2232 and is used to remove noise and fluctuations in the output signal of the current transformer to ensure that the signal has good quality and accuracy.

[0122] The third voltage regulator module 2234 is connected to the third filter circuit 2233 and is used to maintain the output voltage at a stable value.

[0123] The third relay 2235 is connected to the third voltage regulator module 2234 and the inverter module fault resistor 213. It performs a switching action according to the voltage value output by the third voltage regulator module 2234, and controls the relay contacts to select whether to connect the inverter module fault resistor 213 to the feedback resistor circuit.

[0124] Furthermore, based on different fault feedback through different resistance values, the self-detection module 1012 of this invention also adds an internal over-temperature fault circuit 224 as a temperature monitoring circuit to realize real-time temperature monitoring of the ignition exciter 101, so as to prevent the ignition exciter 101 from over-temperature fault.

[0125] The in-machine over-temperature fault circuit 224 is used to detect the real-time temperature of the ignition exciter 101, and its corresponding fault resistor is the in-machine over-temperature fault resistor 214.

[0126] The internal over-temperature fault circuit 224 includes a thermal resistor 2241, a fourth amplifier circuit 2242, and a fourth relay 2243.

[0127] The thermal resistor 2241 is set at a designated position on the ignition actuator and is used to measure the real-time temperature of the ignition actuator 101.

[0128] The fourth amplifier circuit 2242 is connected to the thermistor 2241 and is used to amplify the output signal of the thermistor 2241.

[0129] The fourth relay 2243 is connected to the fourth amplifier circuit 2242 and the internal over-temperature fault resistor 214. It performs a switching action according to the signal processed by the fourth amplifier circuit 2242, and controls the relay contacts to select whether to connect the internal over-temperature fault resistor 214 to the feedback resistor circuit.

[0130] The self-detection ignition system for aero-engines proposed in this invention can determine the operating status of the ignition actuator by monitoring the resistance value fed back by the fault mode detection circuit of the ignition actuator in real time. If the ignition actuator is working normally, the fault may be due to a fault in the ignition nozzle, thereby enabling rapid identification and location of the faulty ignition component.

[0131] Because the ignition nozzle is located in a high-temperature environment, conventional current detection sensors are difficult to operate normally. This invention uses an airborne vibration sensor to monitor the ignition nozzle, which can determine whether the ignition nozzle is working properly. If the ignition nozzle is working properly, the reason for ignition failure is an incorrect air-fuel ratio; otherwise, the ignition system is malfunctioning, thus enabling rapid determination of the cause of ignition failure.

[0132] Furthermore, an airborne vibration sensor 13 is arranged at a designated location in the area of ​​the ignition nozzle 103 or ignition cable 102;

[0133] The airborne vibration sensor 13 detects and collects vibration characteristic signals during ignition and sends them to the engine monitoring unit (EMU) 12 to determine whether the ignition nozzle 103 is igniting normally.

[0134] The ignition exciter 101 transmits a high-energy pulse signal of 15 kVA or more to the ignition nozzle 103. When the ignition nozzle 103 is working, it converts the high-energy pulse signal into a discharge spark and generates a significant vibration impact. The vibration characteristic signal of this vibration impact is monitored by the airborne vibration sensor 13 and sent to the engine monitoring device 12.

[0135] Furthermore, the engine monitoring device 13 determines whether the ignition nozzle 103 is igniting normally by analyzing and identifying the normal ignition vibration characteristic spectrum and the abnormal ignition vibration characteristic spectrum.

[0136] This invention employs vibration feature detection, using an engine-mounted vibration sensor 13 to identify normal and abnormal ignition vibration feature maps during the ignition process, thereby indirectly detecting ignition nozzle malfunctions and quickly determining whether the ignition nozzle is igniting normally.

[0137] When the ignition nozzle is working normally, its ignition process will generate a series of regular and stable vibration waveforms, which will generate a normal ignition vibration characteristic spectrum. When the ignition nozzle malfunctions or becomes abnormal, the vibration waveforms generated during its ignition process will change significantly, which will generate an abnormal ignition vibration characteristic spectrum.

[0138] During normal engine start-up, the ignition system 10 generates dozens of pulse signals with regular amplitude and frequency. The corresponding vibration characteristic signals also have similar patterns in amplitude and frequency. Therefore, the engine monitoring device 12 can use a specific algorithm to identify the vibration characteristic signals.

[0139] During engine starting, when the engine monitoring device 12 detects and identifies a series of vibration characteristic signals whose amplitude and frequency parameters meet the preset requirements, it indicates that the ignition nozzle 103 is discharging normally. If the series of signals are not detected or the amplitude and frequency of the signals do not meet the preset requirements, it indicates that the ignition nozzle 103 has failed to discharge normally, thereby diagnosing whether the ignition nozzle 103 is igniting normally.

[0140] The self-detection ignition system for aero-engines proposed in this invention, by combining the identification of internal faults in the ignition exciter 101 by the engine electronic controller 11 and the judgment of the working status of the ignition nozzle 103 by the engine monitoring device 12, can not only quickly determine the working status of the ignition system 10 when the engine ignition fails, but also accurately and quickly locate the specific fault accessory of the ignition system, thereby improving the efficiency of fault diagnosis.

[0141] Compared to existing ignition systems that only have basic ignition functions, the self-detection ignition system for aero-engines proposed in this invention has the following advantages:

[0142] 1) The ignition system has more functions, including monitoring the status of ignition accessories in addition to basic ignition functions;

[0143] 2) Airborne vibration sensors are used to monitor the ignition action in real time, and the vibration characteristics are used to determine whether the ignition is normal, so that the cause of the failure can be more easily located when ignition fails.

[0144] 3) The ignition system uses a resistive signal feedback method to monitor the operating status, which features ease of signal acquisition, feasibility, and high reliability.

[0145] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0146] Those skilled in the art will understand that information, signals, and data can be represented using any of a variety of different techniques and arts. For example, the data, instructions, commands, information, signals, bits, symbols, and chips described throughout the above description can be represented by voltage, current, electromagnetic waves, magnetic fields or magnetic particles, light fields or optical particles, or any combination thereof.

[0147] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized manner in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the invention.

[0148] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0149] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0150] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. As used in this article, disk and disc include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0151] The above embodiments are provided for those skilled in the art to implement or use the present invention. Those skilled in the art can make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the protection scope of the present invention is not limited to the above embodiments, but should be the maximum scope that conforms to the innovative features mentioned in the claims.

Claims

1. A self-detection ignition system for an aircraft engine, characterized in that, Includes ignition actuator, ignition cable, and ignition electrode: The ignition nozzle is connected to the ignition actuator via an ignition cable; The ignition exciter is connected to the engine electronic controller and includes at least a self-test module and a fault resistor module. The fault resistor module consists of multiple resistors with different resistance values ​​forming a feedback resistor loop, which is used to provide feedback on the fault status or normal working status of the ignition exciter. The self-detection module is connected to the fault resistor module and selects the corresponding resistor in the fault resistor module to connect to the feedback resistor loop based on the detection result of the fault information inside the ignition exciter. The engine electronic controller identifies and determines the corresponding fault mode based on the collected resistance values ​​of the feedback resistor loop.

2. The self-detection ignition system for an aero-engine according to claim 1, characterized in that, An airborne vibration sensor is placed at a designated location in the area of ​​the ignition nozzle or ignition cable. The airborne vibration sensor detects and collects vibration characteristic signals during ignition and sends them to the engine monitoring device to determine whether the ignition nozzle is igniting normally.

3. The self-detection ignition system for an aero-engine according to claim 1, characterized in that, The self-testing module includes multiple fault mode detection circuits for detecting different fault modes of the ignition exciter. The different fault mode detection circuits are connected to fault resistors with different resistance values ​​in the fault resistor module.

4. The self-detection ignition system for an aero-engine according to claim 3, characterized in that, The self-test module includes an input power detection circuit, and the fault resistor module includes an input power fault resistor. The input power detection circuit includes a transformer, a first rectifier module, a first filter circuit, a first voltage regulator module, and a first relay. The transformer converts the voltage of the input AC power supply into the operating voltage of the detection circuit. The first rectifier module is connected to the transformer and converts alternating current into direct current; The first filter circuit is connected to the first rectifier module and is used to smooth the rectified DC power. The first voltage regulator module is connected to the first filter circuit and is used to maintain the output voltage at a stable value; The first relay is connected to the first voltage regulator module and the input power fault resistor. It performs a switching action according to the voltage value output by the first voltage regulator module, and controls the relay contacts to select whether to connect the input power fault resistor to the feedback resistor circuit.

5. The self-detection ignition system for an aero-engine according to claim 3, characterized in that, The self-test module includes an output power detection circuit, and the fault resistor module includes an output power fault resistor. The output power detection circuit includes a second current transformer, a second filter circuit, a second amplifier circuit, a second voltage regulator module, and a second relay. The second current transformer is used to sense the signal of the output ignition pulse and convert it into a low voltage signal; The second filtering circuit is connected to the second current transformer and is used to remove noise and fluctuations in the output signal of the second current transformer. The second amplifier circuit is connected to the second filter circuit and is used to amplify the filtered signal; The second voltage regulator module is connected to the second amplifier circuit and is used to maintain the output voltage at a stable value; The second relay is connected to the second voltage regulator module and the output power fault resistor. It performs a switching action according to the voltage value output by the second voltage regulator module, and controls the relay contacts to select whether to connect the output power fault resistor to the feedback resistor circuit.

6. The self-detection ignition system for an aero-engine according to claim 3, characterized in that, The self-test module includes an inverter module detection circuit, and the fault resistor module includes an inverter module fault resistor. The inverter module detection circuit includes an inverter module, a third current transformer, a third filter circuit, a third voltage regulator module, and a third relay. The inverter module converts DC power into AC power signals; The third current transformer is connected to the inverter module and is used to sense AC signals and convert them into low voltage signals. The third filtering circuit is connected to the third current transformer and is used to remove noise and fluctuations in the output signal of the current transformer. The third voltage regulator module is connected to the third filter circuit and is used to maintain the output voltage at a stable value. The third relay is connected to the third voltage regulator module and the inverter module fault resistor. It performs a switching action based on the voltage value output by the third voltage regulator module, and controls the relay contacts to select whether to connect the inverter module fault resistor to the feedback resistor circuit.

7. The self-detection ignition system for an aero-engine according to claim 3, characterized in that, The self-detection module includes an internal over-temperature fault circuit, and the fault resistor module includes an internal over-temperature fault resistor. The internal over-temperature fault circuit includes a thermal resistor, a fourth amplifier circuit, and a fourth relay. The thermal resistor is set at a designated position on the ignition actuator and is used to measure the real-time temperature of the ignition actuator. The fourth amplifier circuit is connected to the resistance temperature detector (RTD) and is used to amplify the output signal of the RTD. The fourth relay is connected to the fourth amplifier circuit and the internal over-temperature fault resistor. It performs a switching action based on the signal processed by the fourth amplifier circuit, and controls the relay contacts to select whether to connect the internal over-temperature fault resistor to the feedback resistor circuit.

8. The self-detection ignition system for an aero-engine according to claim 2, characterized in that, The engine monitoring device determines whether the ignition nozzle is igniting normally by analyzing and identifying normal ignition vibration characteristic patterns and abnormal ignition vibration characteristic patterns.

9. The self-detection ignition system for an aero-engine according to claim 1, characterized in that, The ignition actuator also includes an ignition circuit: The ignition circuit is isolated from the self-test module and the fault resistor module, and is used to generate and transmit the ignition signal to the ignition cable.

10. The self-detection ignition system for an aero-engine according to claim 1, characterized in that, The fault resistor module includes normal resistors and fault resistors with different resistance values: The self-testing module selects either the normal resistor or the fault resistor in the fault resistor module to connect to the feedback resistor circuit based on the detection results of the fault information inside the ignition exciter.

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