Redundant structure of rotary engine rotating speed signal sensor and control method

Abstract

A redundant structure and a control method of a rotor engine rotating speed signal sensor belong to the technical field of rotor engine sensor redundancy, and are characterized in that a signal wheel 2 is fixedly mounted on an eccentric shaft 1, and is provided with uniformly distributed signal teeth and two non-uniformly distributed tooth missing areas for angle reference identification; the first signal sensor 3 and the second signal sensor 4 are installed on the two sides of a signal wheel respectively, the two sensors input collected signals into independent signal control units respectively, dual collection and automatic switching of eccentric shaft angular position signals are achieved through structure optimization and signal channel redundancy, and the reliability and flight safety of a system are improved.

Description

Technical Field

[0001] This invention belongs to the technical field of redundant equipment in rotary engines, specifically relating to a redundant structure and control method for a rotary engine speed signal sensor. Background Technology

[0002] In traditional piston-type four-stroke engines, engine angle information is typically acquired through a signal disc mounted on the crankshaft and a single position signal sensor to achieve fuel injection and ignition timing control. Since a four-stroke engine completes a working cycle only every two crankshaft speed cycles, its signal sampling frequency is relatively low, and a single sensor can meet the requirements for cylinder identification and control. However, in rotary engines, the ignition and fuel injection frequency of the rotor at the same speed is about twice that of a four-stroke piston engine, which places higher demands on the engine's angle recognition accuracy, signal sampling frequency, and real-time responsiveness. If the position signal acquisition is incorrect or lost, it will directly lead to inaccurate ignition and fuel injection timing, seriously affecting the engine's operational stability and safety.

[0003] In the prior art, when rotary engines are applied to low-altitude civil aircraft, the requirements for system reliability and redundancy are significantly increased. During flight, the aircraft cannot tolerate engine shutdown or abnormal operation caused by sensor failure. Therefore, it is necessary to design redundancy for key sensing components to improve the system's fault tolerance and safety reliability. Summary of the Invention

[0004] The purpose of this invention is to achieve dual-channel detection of eccentric shaft angle information by setting a signal disk on the eccentric shaft and arranging two independent position signal sensors. When one sensor or its signal path fails, the system can automatically switch to the other channel, thereby ensuring the continuity and accuracy of the position signal and improving the safety and stability of the engine in the flight environment. The technical solution is as follows:

[0005] A redundant structure and control method for a rotary engine speed signal sensor are disclosed, characterized in that: a signal wheel 2 is fixedly mounted on an eccentric shaft 1, the signal wheel 2 having evenly distributed signal teeth and two non-uniformly distributed missing tooth areas for angle reference identification; a first signal sensor 3 and a second signal sensor 4 are respectively mounted on both sides of the signal wheel; the two sensors input the collected signals into separate signal control units; each signal control unit has a built-in verification module to verify the signal for unreasonable faults, lost faults, electrical faults, etc.; when either signal control unit detects an abnormality in any channel signal (unreasonable fault, lost fault, electrical fault, etc.), it automatically switches to the other normal control unit.

[0006] In high vibration or high temperature environments, this dual-sensor structure can effectively avoid engine runaway caused by single-point failure, thereby significantly improving the safety and reliability of rotary engines in aero-engine systems.

[0007] The beneficial effects of this invention are as follows: By independently detecting the eccentric shaft angle signal through dual sensors, redundancy of the signal acquisition channel is achieved, improving the system fault tolerance. The control unit can monitor the signal status in real time and switch automatically, ensuring that the engine can still operate stably when the sensor fails. It is suitable for high reliability scenarios such as aero engines, meets the safety redundancy requirements of aircraft power systems, and the signal wheel and sensor structure are compact, making it easy to integrate with existing rotor engine platforms. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 Here is a flowchart of the logic switching process for the signal control unit;

[0009] Figure 3 Example diagram of the first signal sensor 3 acquiring signals via an oscilloscope;

[0010] Figure 4 Example diagram of signal acquisition by the second signal sensor 4 using an oscilloscope;

[0011] In the diagram: eccentric shaft 1, signal wheel 2, first signal sensor 3, second signal sensor 4. Detailed Implementation

[0012] Reference Figures 1-4 The redundant structure and control method of the rotor engine speed signal sensor are characterized in that: a signal wheel 2 is fixedly installed on the eccentric shaft 1. The signal wheel 2 has evenly distributed signal teeth and two non-uniformly distributed missing tooth areas for angle reference identification. A first signal sensor 3 and a second signal sensor 4 are respectively installed on both sides of the signal wheel. The two sensors input the collected signals into separate signal control units. Each signal control unit has a built-in verification module to verify the signal for unreasonable faults, loss faults, electrical faults, etc. When either signal control unit detects an abnormality in the signal of any channel (unreasonable fault, loss fault, electrical fault, etc.), it automatically switches to the other normal control unit.

[0013] In high vibration or high temperature environments, this dual-sensor structure can effectively avoid engine runaway caused by single-point failure, thereby significantly improving the safety and reliability of rotary engines in aero-engine systems.

[0014] like Figure 2As shown, this design provides a redundant control process for a rotary engine, including steps such as module initialization, dual ECU signal acquisition, sensor signal judgment, fuel injection and ignition control parameter calculation, and fuel injection / ignition execution. This process can achieve redundant control of fuel injection and ignition commands under a dual ECU parallel structure, thereby improving the overall control reliability.

[0015] Step 1: Module Initialization

[0016] After the system starts up, it first enters the module initialization stage. The ECU performs internal initialization and sets the control flow of ECU-A and ECU-B to standby state at the same time to ensure that the subsequent sampling and judgment process can be executed under a unified benchmark.

[0017] Step 2: Read the sensor AD value

[0018] After initialization, ECU-A and ECU-B respectively read the AD conversion values ​​of their corresponding sensors. The sensors collected include, but are not limited to: temperature sensors, pressure sensors, position sensors, and other input signals used for fuel injection and ignition control.

[0019] Step 3: Determining the normality of sensor signals

[0020] ECU-A and ECU-B respectively determine the validity of the acquired AD signals.

[0021] If the sensor signal is normal, proceed to the next step;

[0022] If an anomaly is detected, the system switches to the anomaly handling channel and stops the subsequent fuel injection and ignition calculation process of the corresponding ECU.

[0023] This judgment can be made in real time based on the interactive comparison of ECU-A / B sensor signals, and at the same time, a comprehensive judgment can be made on parameters such as signal amplitude range, rate of change, and sampling continuity.

[0024] Step 4: Calculate the fuel injection and ignition control parameters by referring to the tables.

[0025] When a certain ECU determines that the sensor signal is normal, that ECU enters the fuel injection and ignition parameter calculation process.

[0026] The ECU uses input parameters such as throttle opening and engine speed to look up and interpolate pre-stored fuel injection and ignition MAPs, and obtains the following control parameters:

[0027] Injection timing, injection phase, ignition advance angle, magnetization time, etc., this step provides basic parameters for subsequent injection and ignition timing control.

[0028] Step 5: Send control parameter data

[0029] After obtaining the fuel injection and ignition control parameters, ECU-A and ECU-B respectively send control data to the corresponding actuators.

[0030] If the data transmission is successful, proceed to the next step;

[0031] If the transmission fails, the data transmission retry process begins. If multiple retries still fail, the process returns to the end node, pausing the control actions of the ECU.

[0032] Step Six: Perform fuel injection and ignition.

[0033] After the actuator receives the valid parameters sent by the ECU:

[0034] The fuel injector performs the fuel injection action according to the injection advance angle and the injection pulse width;

[0035] The ignition coil is magnetized according to the ignition magnetization time and then discharges and ignites at the target ignition advance angle position.

[0036] If the corresponding ECU is in an abnormal state or data transmission fails, the system will prevent the ECU from generating fuel injection ignition commands to avoid system risks caused by erroneous control.

[0037] This process employs a dual-ECU parallel structure, ensuring that if either ECU experiences a sensor or communication malfunction, the other ECU can still maintain fuel injection and ignition control. The control of actuators utilizes a branched decision and independent transmission mechanism to prevent single-point failures from causing system-wide failure. Control parameters are obtained through lookup tables, resulting in higher fuel injection and ignition accuracy and adaptability to various operating conditions. The overall process guarantees higher reliability, real-time performance, and safety for the control system.

[0038] Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A redundant structure for a rotary engine speed signal sensor, characterized in that: It includes an eccentric shaft 1 and a signal wheel (2) fixedly installed on the side surface of the eccentric shaft (1). A first signal sensor (3) and a second signal sensor (4) are respectively installed on both sides of the side surface of the signal wheel (2).

2. The redundant structure of a rotor engine speed signal sensor according to claim 1, characterized in that: The signal wheel (2) has evenly distributed signal teeth and two non-evenly distributed missing tooth areas on its side surface.

3. The redundant structure of a rotor engine speed signal sensor according to claim 1, characterized in that: The first signal sensor (3) and the second signal sensor (4) are respectively connected to two signal control units.

4. A control method for a redundant structure of a rotary engine speed signal sensor according to any one of claims 1-3, characterized in that: The process includes module initialization, dual ECU signal acquisition, sensor signal judgment, fuel injection and ignition control parameter calculation, and fuel injection / ignition execution steps, which are as follows: Step 1: Module Initialization After the system starts up, it first enters the module initialization phase. The ECU performs internal initialization and simultaneously puts the control flows of ECU-A and ECU-B into standby mode to ensure that subsequent sampling and judgment processes can be executed under a unified benchmark. Step 2: Read the sensor AD value After initialization, ECU-A and ECU-B read the AD conversion values ​​of their respective sensors. Step 3: Determining the normality of sensor signals ECU-A and ECU-B respectively determine the validity of the acquired AD signals; If the sensor signal is normal, proceed to the next step; If an anomaly is detected, the system will switch to the anomaly handling channel and stop the subsequent fuel injection and ignition calculation process of the corresponding ECU. Step 4: Calculate the fuel injection and ignition control parameters by referring to the tables. When a certain ECU determines that the sensor signal is normal, that ECU enters the fuel injection and ignition parameter calculation process; The ECU uses input parameters such as throttle opening and engine speed to look up and interpolate pre-stored injection and ignition MAPs, and obtains the following control parameters: Injection timing, injection phase, ignition advance angle, and magnetization time—this step provides the basic parameters for subsequent injection and ignition timing control. Step 5: Send control parameter data After obtaining the fuel injection and ignition control parameters, ECU-A and ECU-B respectively send control data to the corresponding actuators; Step Six: Perform fuel injection and ignition. After the actuator receives the valid parameters sent by the ECU: The fuel injector performs the fuel injection action according to the injection advance angle and the injection pulse width; The ignition coil is magnetized according to the ignition magnetization time and then discharges and ignites at the target ignition advance angle position.

Images