Method and device for regulating and controlling direct energy limit of aero-engine

Abstract

The invention discloses an aero-engine direct energy limit regulation and control method. Performing real-time advanced prediction on the feedback thrust and the surge margin; inputting an error between expected thrust output by the thrust model and a thrust advanced predicted value into a thrust controller, inputting an error between a surge margin constraint limit value and a surge margin advanced predicted value into a surge margin controller, and respectively obtaining thrust control quantity and surge margin control quantity; and finally, selecting a smaller value as an engine control quantity. Under the emergency condition, according to the current degradation level of the engine, a corresponding thrust increasing factor and a surge margin constraint release factor are calculated through a preset degradation level-release scale mapping relation, and the maximum limiting thrust value and the surge margin constraint limiting value of the thrust model are adjusted. The invention further discloses an aero-engine direct energy limit regulation and control device. According to the invention, rapid and direct limit regulation and control of aero-engine performance can be realized, and technical requirements of propulsion control aircrafts are met.

Description

Technical Field

[0001] This invention relates to a method for direct energy limit control of aero-engines, belonging to the field of aero-engine control technology. Background Technology

[0002] Propulsion control aircraft refers to a backup flight control technology in which pilots quickly control the differential thrust of the engines to adjust the aircraft's attitude and ensure a safe landing in emergency situations such as control surface failure. It is currently the most promising and effective technical means to improve the survival rate of out-of-control aircraft.

[0003] However, propulsion control technology for aircraft still faces the challenge of rapidly adjusting engine thrust. Compared to the extremely fast response of aircraft control surfaces driven by mechanical hydraulic systems, engine thrust control, with its characteristics of mechanical rotor rotational inertia, aerodynamic effects, and combustion delay, exhibits a slow dynamic response, resulting in a significant difference in response time scale. Currently, design methods for engine thrust control mainly include algorithms such as PID control, neural networks, and model predictive control. While neural networks and model predictive control algorithms can significantly improve the rapid dynamic response performance of engine thrust, their strong dependence on high-precision models or large amounts of training data makes them difficult to implement in the short term. In contrast, PID control algorithms, due to their simple structure and robustness, have been widely used in aero-engine control systems. However, their inherent integral mechanism converges slowly when tracking constant disturbances, and their control performance cannot meet the rapid response requirements of propulsion control technology for engine thrust control. Furthermore, existing control strategies, in pursuit of safety, have conservatively designed maximum thrust limits and surge margin limits, failing to fully explore and utilize the engine's remaining performance potential in emergency situations. Therefore, how to break through the dynamic performance limitations of the existing PID architecture, maximize the potential of engine performance, and achieve rapid and reliable control of engine thrust in emergency situations without relying on complex models or big data has become a key challenge in promoting the implementation of aircraft control technology. Summary of the Invention

[0004] The technical problem to be solved by this invention is to overcome the shortcomings of the prior art and provide a direct energy limit control method for aero-engines. This method can quickly control the thrust of an engine to its limits in emergency situations based on the performance degradation level throughout the engine's entire life cycle, thereby achieving direct limit control of aero-engine performance and meeting the propulsion control requirements of aircraft technology.

[0005] The present invention specifically adopts the following technical solutions to solve the above-mentioned technical problems: A direct energy limit control method for an aero-engine involves real-time advance prediction of future feedback thrust and surge margin based on feedback thrust and surge margin estimates output from an onboard adaptive model, yielding thrust advance prediction values ​​and surge margin advance prediction values. Throttle operation commands are input into the thrust model to obtain the desired thrust. The error between the desired thrust and the thrust advance prediction value is then input into the thrust controller to obtain the engine's thrust control quantity. Simultaneously, the error between the surge margin constraint limit value and the surge margin advance prediction value is input into the surge margin controller to obtain the engine's surge margin control quantity. Finally, the smaller value between the engine's thrust control quantity and the surge margin control quantity is selected and input into the engine's operating mechanism. In emergency situations, the current degradation level of the engine is assessed, and based on the current degradation level, corresponding thrust enhancement factors and surge margin constraint release factors are calculated through a preset degradation level-release scale mapping relationship, adjusting the maximum thrust limit value of the thrust model and the surge margin constraint limit value.

[0006] Preferably, the degradation level-release scale mapping relationship is established by the following method: 1) A baseline model of the aero-engine is established based on the component method. The surge boundary line of this baseline model is obtained by the near-surge margin estimation method based on pressure correlation measurement. 2) Run the baseline model under various failure modes to calculate the corresponding maximum thrust and surge boundary degradation; 3) Based on the maximum thrust and surge boundary degradation under different failure modes, degradation level is divided into levels, thereby establishing a nonlinear mapping relationship between degradation level and thrust increase factor and surge margin release factor.

[0007] Furthermore, a near-surge margin estimation method based on pressure correlation measurement is used to estimate the surge margin of the aero-engine in real time. When the estimated surge margin is within 15%, the surge margin estimate output by the airborne adaptive model is corrected online using the estimated surge margin value. The surge margin constraint release factor in the degradation level-release scale mapping relationship is corrected offline based on the online correction data obtained from the surge margin estimate.

[0008] Preferably, a forward state observer is used to predict future feedback thrust and surge margin in real time; the transfer function of the forward state observer... The expression is as follows:

[0009] in, s For the complex frequency variable of the Laplace transform, For gain, Let be the transfer function of a first-order inertial filter. The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

[0010] Preferably, both the thrust controller and the surge margin controller are improved PI controllers with anti-integral saturation, and the integrator in the improved PI controller is an improved integrator. ,in, s For the complex frequency variable of the Laplace transform, The integral time constant is... The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

[0011] Based on the same inventive concept, the following technical solutions can also be obtained: A direct energy limit control device for an aero-engine, comprising: The advanced state observer is used to make real-time advance predictions of future feedback thrust and surge margin based on the estimated values ​​of feedback thrust and surge margin output by the airborne adaptive model, and to obtain the thrust advance prediction value and surge margin advance prediction value. The thrust model is used to take throttle operation commands as input and output the desired thrust. The thrust controller is used to output the thrust control quantity of the engine, taking the error between the desired thrust and the thrust advance prediction value as input. The surge margin controller is used to take the error between the surge margin constraint limit value and the surge margin advance prediction value as input and output the surge margin control quantity of the engine. The Min limit selector is used to select the smaller value between the engine's thrust control value and surge margin control value as input to the engine's operating mechanism. The limit performance prediction module is used to assess the current degradation level of the engine in emergency situations, and calculate the corresponding thrust enhancement factor and surge margin constraint release factor based on the current degradation level through a preset degradation level-release scale mapping relationship, thereby adjusting the maximum limiting thrust value of the thrust model and the surge margin constraint limit value.

[0012] Preferably, the degradation level-release scale mapping relationship is established by the following method: 1) A baseline model of the aero-engine is established based on the component method. The surge boundary line of this baseline model is obtained by the near-surge margin estimation method based on pressure correlation measurement. 2) Run the baseline model under various failure modes to calculate the corresponding maximum thrust and surge boundary degradation; 3) Based on the maximum thrust and surge boundary degradation under different failure modes, degradation level is divided into levels, thereby establishing a nonlinear mapping relationship between degradation level and thrust increase factor and surge margin release factor.

[0013] Furthermore, the aero-engine direct energy limit control device also includes: The near-surge margin estimation module based on pressure correlation measurement is used to estimate the surge margin of the aero-engine in real time using the near-surge margin estimation method based on pressure correlation measurement. When the estimated surge margin is within 15%, the surge margin estimate output by the airborne adaptive model is corrected online using the estimated surge margin value. The surge margin constraint release factor in the degradation level-release scale mapping relationship is corrected offline based on the obtained surge margin estimate online correction data.

[0014] Preferably, the transfer function of the advanced state observer The expression is as follows:

[0015] in, s For the complex frequency variable of the Laplace transform, For gain, Let be the transfer function of a first-order inertial filter. The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

[0016] Preferably, both the thrust controller and the surge margin controller are improved PI controllers with anti-integral saturation, and the integrator in the improved PI controller is an improved integrator. ,in, s For the complex frequency variable of the Laplace transform, The integral time constant is... The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

[0017] Compared with the prior art, the technical solution of the present invention has the following beneficial effects: This invention is based on real-time assessment of the performance degradation level throughout the engine's entire life cycle. In emergency situations, it uses a preset degradation level-release scale mapping relationship to release and adjust the maximum limiting thrust value and surge margin constraint limit value of the aero-engine thrust model. Simultaneously, it performs real-time advance prediction of future feedback thrust and surge margin based on the feedback thrust and surge margin estimates output by the airborne adaptive model. The errors between the expected thrust and the thrust advance prediction value, and between the surge margin constraint limit value and the surge margin advance prediction value, are used as inputs to the thrust controller and the surge margin controller, respectively. This enables rapid and direct limit control of aero-engine performance, meeting the propulsion control requirements of aircraft technology. This invention further improves the traditional PI controller and advanced state observer based on the proposed high-order approximate tracking filter, and constructs a thrust controller and surge margin controller with the obtained anti-integral saturation improved PI controller. The obtained improved advanced state observer performs real-time advanced prediction of future feedback thrust and surge margin, thereby further improving the response speed of aero-engine performance limit control. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structural principle of a preferred embodiment of the direct energy limit control device for aero-engines of the present invention. Figure 2 This is a schematic diagram illustrating the control principle of the thrust model; Figure 3 This is a schematic diagram illustrating the working principle of the fault diagnosis and health prediction module. Figure 4 This is a schematic diagram illustrating the principle of near-surge margin estimation and correction based on pressure correlation measurement. Detailed Implementation

[0019] To address the shortcomings of existing technologies, the present invention addresses the issue by real-time assessment of performance degradation levels throughout the engine's entire lifespan. In emergency situations, a preset degradation level-release scale mapping relationship is used to release and adjust the maximum limiting thrust value and surge margin constraint limit value of the aero-engine thrust model. Simultaneously, based on the feedback thrust and surge margin estimates output by the airborne adaptive model, future feedback thrust and surge margin are predicted in real time. The errors between the expected thrust and the predicted thrust, and between the surge margin constraint limit value and the predicted surge margin value, are used as inputs to the thrust controller and surge margin controller, respectively, thereby achieving rapid and direct limit control of aero-engine performance.

[0020] The direct energy limit control method for aero-engines proposed in this invention is as follows: Based on the feedback thrust and surge margin estimates output by the airborne adaptive model, future feedback thrust and surge margin are predicted in real time to obtain thrust advance prediction values ​​and surge margin advance prediction values. Throttle operation commands are input into the thrust model to obtain the desired thrust. Then, the error between the desired thrust and the thrust advance prediction value is input into the thrust controller to obtain the engine thrust control quantity. Simultaneously, the error between the surge margin constraint limit value and the surge margin advance prediction value is input into the surge margin controller to obtain the engine surge margin control quantity. Finally, the smaller value between the engine thrust control quantity and the surge margin control quantity is selected and input into the engine operating mechanism. In emergency situations, the current degradation level of the engine is assessed, and based on the current degradation level, the corresponding thrust enhancement factor and surge margin constraint release factor are calculated through a preset degradation level-release scale mapping relationship to adjust the maximum limiting thrust value of the thrust model and the surge margin constraint limit value.

[0021] The direct energy limit control device for aero-engines proposed in this invention includes: The advanced state observer is used to make real-time advance predictions of future feedback thrust and surge margin based on the estimated values ​​of feedback thrust and surge margin output by the airborne adaptive model, and to obtain the thrust advance prediction value and surge margin advance prediction value. The thrust model is used to take throttle operation commands as input and output the desired thrust. The thrust controller is used to output the thrust control quantity of the engine, taking the error between the desired thrust and the thrust advance prediction value as input. The surge margin controller is used to take the error between the surge margin constraint limit value and the surge margin advance prediction value as input and output the surge margin control quantity of the engine. The Min limit selector is used to select the smaller value between the engine's thrust control value and surge margin control value as input to the engine's operating mechanism. The limit performance prediction module is used to assess the current degradation level of the engine in emergency situations, and calculate the corresponding thrust enhancement factor and surge margin constraint release factor based on the current degradation level through a preset degradation level-release scale mapping relationship, thereby adjusting the maximum limiting thrust value of the thrust model and the surge margin constraint limit value.

[0022] Building upon this, and addressing the issue that the inherent integral mechanism of the PID controller used in existing technologies converges slowly when tracking constant disturbances, and that the control performance cannot meet the rapid response requirements of propulsion control aircraft technology for engine thrust control, this invention further improves the traditional PI controller and advance state observer based on the proposed high-order approximate tracking filter. The resulting anti-integral saturation improved PI controller is used to construct the thrust controller and surge margin controller, and the resulting improved advance state observer is used to make real-time advance predictions of future feedback thrust and surge margin, thereby further improving the response speed of aero-engine performance limit control.

[0023] To facilitate public understanding, the technical solution of the present invention will be described in detail below through a preferred embodiment and in conjunction with the accompanying drawings: Existing aero-engine control systems typically include an airborne adaptive model, a thrust model, a thrust controller, a surge margin controller, and a Min limit selector. The airborne adaptive model estimates engine performance parameters such as thrust (Fn), surge margin (smHPC), and health status in real time based on the aero-engine's control inputs and measurement parameters. The pilot issues a throttle operation command by pushing the throttle lever, which is input into the thrust model to obtain the desired thrust. The error between the desired thrust and the feedback thrust output by the airborne adaptive model is then input into the thrust controller to obtain the thrust control quantity. Simultaneously, the error between the set surge margin constraint limit value and the surge margin estimate output by the airborne adaptive model is input into the surge margin controller to obtain the surge margin control quantity. The Min limit selector selects the smaller value between the thrust control quantity and the surge margin control quantity as the final aero-engine control quantity and inputs it into the aero-engine's actuators.

[0024] To achieve direct energy limit control of aero engines, this invention improves upon the aforementioned traditional aero engine control system. For example... Figure 1As shown, the direct energy limit control device for aero-engines in this embodiment adds an advanced observer, a limit performance prediction module, and a near-surge margin estimation module based on pressure correlation measurement. An improved PI controller with anti-integral saturation is used to construct the thrust controller and surge margin controller. The advanced state observer is used to perform real-time advanced prediction of future feedback thrust and surge margin based on the estimated feedback thrust and surge margin values ​​output by the airborne adaptive model, obtaining the advanced thrust prediction value and the advanced surge margin prediction value. The error between the expected thrust and the advanced thrust prediction value, and the error between the surge margin constraint limit value and the advanced surge margin prediction value, are used as inputs to the thrust controller and the surge margin controller, respectively. The limit performance prediction module is used to adjust the engine's... The current degradation level is assessed, and based on the current degradation level, the corresponding thrust-enhancing factor and surge margin constraint release factor are calculated through a preset degradation level-release scale mapping relationship. The maximum limiting thrust value of the thrust model and the surge margin constraint limit value are adjusted accordingly. The near-surge margin estimation module based on pressure correlation measurement is used to estimate the surge margin of the aero-engine in real time using the near-surge margin estimation method based on pressure correlation measurement. When the estimated surge margin is within 15%, the surge margin estimate value output by the airborne adaptive model is corrected online using this surge margin estimate value. The surge margin constraint release factor in the degradation level-release scale mapping relationship is corrected offline based on the obtained online correction data of the surge margin estimate value.

[0025] like Figure 1 As shown, the ultimate performance prediction module includes a fault diagnosis and health prediction module, a degradation level-release scale mapping table, and two switches. In non-emergency situations, all switches in the ultimate performance prediction module are in the "off" state, and the module is not operational. In emergency situations, the performance limit prediction module is activated (switches 1 and 2 are in the "on" state). At this time, the engine fault diagnosis and health prediction module performs a performance evaluation of the engine based on the degradation values ​​of health parameters estimated by the airborne adaptive model, obtaining the current degradation level of the aero-engine. Then, it calculates the thrust enhancement factor and surge margin constraint release factor through linear interpolation using the degradation level-release scale mapping table, adjusting the maximum thrust limit value and surge margin constraint limit value of the thrust model, respectively.

[0026] Adjusted surge margin constraint limit value = Set surge margin constraint limit value smHPC × Surge margin constraint release factor.

[0027] The control principle of the thrust model is as follows Figure 2 As shown, the formula for calculating the desired thrust Fn after adjustment is as follows: The degradation level-release scale mapping table is a nonlinear mapping relationship between engine performance degradation and the release scales of allowable thrust limits and surge margin limits, established in advance using mechanistic models and experimental data. In this embodiment, it is established using the following method: 1) A baseline model of the aero-engine is established based on the component method. The surge boundary line of this baseline model is obtained by the near-surge margin estimation method based on pressure correlation measurement. 2) Run the baseline model under various failure modes to calculate the corresponding maximum thrust and surge boundary degradation; 3) Based on the maximum thrust and surge boundary degradation under different failure modes, degradation level is divided into levels, thereby establishing a nonlinear mapping relationship between degradation level and thrust increase factor and surge margin release factor.

[0028] The fault diagnosis and health prediction module diagnoses engine component fault modes and predicts the level of engine health degradation based on health parameters estimated by a nonlinear airborne adaptive model. For example... Figure 3 As shown, the fault diagnosis and health prediction module uses clustering to analyze engine performance under different fault modes. It groups engines with small performance differences into the same degradation level. Each degradation level corresponds to a thrust-boosting factor and a surge margin release factor. By further querying the degradation level-release scale mapping table, the thrust-boosting factor and surge margin release factor corresponding to the current degradation level can be obtained.

[0029] Furthermore, during the engine's entire lifespan, the surge boundary also undergoes irregular degradation, such as... Figure 4 As shown, this invention utilizes a near-surge margin estimation method based on pressure correlation measurement (this is prior art; for details, please refer to the literature [Dhingra, Manuj. Compressor stability management. Georgia Institute of Technology, 2006.]) to estimate the surge margin smHPC of the engine in real time during operation. act When the engine surge margin smHPC act When the surge margin is within 15%, the method estimates the surge margin with high accuracy. At this point, smHPC... act By comparing the surge margin estimated by the airborne adaptive model with the surge margin estimate, the surge margin estimation error is obtained. This error is then used to correct the surge boundary of the nonlinear airborne model online, and the corrected data is stored. Offline, the stored corrected data can be used to correct the surge margin release factor in the degradation level-release scale mapping table. This correction provides a reliable surge margin release scale throughout the engine's entire lifespan, improving safety during engine performance limit control.

[0030] like Figure 1 As shown, this embodiment also constructs an anti-integral saturation improved proportional-integral controller (referred to as the anti-integral saturation improved PI controller) and an improved advance state observer based on the proposed high-order approximate tracking filter. The anti-integral saturation improved proportional-integral controller plays a role in rapidly controlling the engine thrust, surge margin, and other performance parameters while avoiding the accumulation of errors in the integral control loop. The improved advance state observer plays a role in predicting future states in advance to compensate for system delays. The specific implementation principle is as follows: 1) Design an anti-integral saturation proportional-integral controller for thrust and surge margin: Step 1: The thrust model obtains the desired thrust Fn based on the current throttle lever angle, and the difference between this and the feedback thrust value is used to obtain the tracking error. .

[0031] Step 2: Error The difference between this and the integral saturation gain stage is then obtained. ,in This is the anti-integral saturation constant of the thrust controller. The desired control quantity given to the thrust controller. This represents the actual control input given to the engine actuator at the current moment.

[0032] Step 3: Utilize a finite-time tracking filter Design an improved integral element for the PI controller, where: The window duration; The transfer function of the finite-time tracking filter; s For the complex frequency variable of the Laplace transform; e The natural constant is used; considering the cumulative error problem when using this finite-time tracking filter in the control system, the following applies: A higher-order approximation is performed to obtain a higher-order approximation tracking filter. : ,in, n The order is an integer, typically taking the value of . n = 16; Secondly, using Constructing an improved integrator ,get: ,in, The integral time constant, numerically Therefore, the expression for the designed improved PI controller against integral saturation is: ,in Its transfer function, For the proportional gain of the thrust controller, The integral constant of the thrust controller is given by the improved PI controller output parameters to resist integral saturation. .

[0033] Step 4: Similarly, design the smHPC controller according to Step 1, Step 2, and Step 3; Figure 1 middle This is the anti-integral saturation constant for surge margin control. The desired control quantity given to the surge margin controller. The integral constant of the surge margin controller is... The proportional gain of the surge margin controller is given. The output parameters of the improved PI controller for anti-integral saturation of the surge margin controller are: .

[0034] Step 5: Provide the control input to the actual engine actuator. Pick and The minimum value, i.e. .

[0035] Here, within the engine's full envelope and all operating conditions, , , , , , The value of is mapped to a functional relationship between altitude, Mach number, and thrust, i.e., the value value = f ( H , Ma , Fn ).

[0036] 2) Design an improved advance state observer: The leading state observer can be a sliding mode observer, a time-delay compensated observer, etc.; in this embodiment, to compensate for the system state delay transmission problem, the above-mentioned high-order approximate tracking filter is used. Design a novel advanced state observer, the expression of which is:

[0037] in, To improve the transfer function of the lead state observer, Let the transfer function be a first-order inertial filter. For gain, This is the filtering time constant of a first-order inertial filter. Based on the above formula, a filter can be constructed as follows: Figure 1 The improved advanced state observer architecture is shown.

[0038] Ultimately, during engine operation, the improved advanced state observer continuously performs advanced observations based on the thrust and surge margin estimated by the current airborne adaptive model, obtaining the feedback thrust and surge margin values ​​required by the anti-integral saturation proportional-integral controller for thrust and surge margin; the anti-integral saturation proportional-integral controller for thrust and surge margin is based on... , , , , , The desired control quantity is calculated, and then the actual control quantity is obtained through the minimum limit selector and fed to the engine actuator. The actual control quantity is also fed back to the anti-integral saturation circuit to calculate the integral circuit requirements. This enables rapid dynamic response of aero-engine performance.

Claims

1. A method for direct energy limit control of an aero-engine, characterized in that, Based on the feedback thrust and surge margin estimates output by the airborne adaptive model, future feedback thrust and surge margin are predicted in real time to obtain thrust advance prediction values ​​and surge margin advance prediction values. Throttle operation commands are input into the thrust model to obtain the desired thrust. Then, the error between the desired thrust and the thrust advance prediction value is input into the thrust controller to obtain the engine thrust control quantity. Simultaneously, the error between the surge margin constraint limit value and the surge margin advance prediction value is input into the surge margin controller to obtain the engine surge margin control quantity. Finally, the smaller value between the engine thrust control quantity and the surge margin control quantity is selected and input into the engine operating mechanism. In emergency situations, the current degradation level of the engine is assessed, and based on the current degradation level, the corresponding thrust enhancement factor and surge margin constraint release factor are calculated through a preset degradation level-release scale mapping relationship to adjust the maximum limiting thrust value of the thrust model and the surge margin constraint limit value.

2. The direct energy limit control method for aero-engines as described in claim 1, characterized in that, The degradation level-release scale mapping relationship is established using the following method: 1) A baseline model of the aero-engine is established based on the component method. The surge boundary line of this baseline model is obtained by the near-surge margin estimation method based on pressure correlation measurement. 2) Run the baseline model under various failure modes to calculate the corresponding maximum thrust and surge boundary degradation; 3) Based on the maximum thrust and surge boundary degradation under different failure modes, degradation level is divided into levels, thereby establishing a nonlinear mapping relationship between degradation level and thrust increase factor and surge margin release factor.

3. The direct energy limit control method for aero-engines as described in claim 1, characterized in that, The surge margin of the aero-engine during operation is estimated in real time using a near-surge margin estimation method based on pressure correlation measurement. When the estimated surge margin is within 15%, the surge margin estimate output by the airborne adaptive model is corrected online using this surge margin estimate. The surge margin constraint release factor in the degradation level-release scale mapping relationship is then corrected offline based on the obtained surge margin estimate online correction data.

4. The direct energy limit control method for aero-engines as described in claim 1, characterized in that, A forward state observer is used to make real-time forward predictions of future feedback thrust and surge margin; the transfer function of the forward state observer... The expression is as follows: in, s For the complex frequency variable of the Laplace transform, For gain, Let be the transfer function of a first-order inertial filter. The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

5. The direct energy limit control method for aero-engines as described in claim 1, characterized in that, Both the thrust controller and the surge margin controller are improved PI controllers with anti-integral saturation, and the integrator in the improved PI controller is an improved integrator. ,in, s For the complex frequency variable of the Laplace transform, The integral time constant is... The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

6. A direct energy limit control device for an aero-engine, characterized in that, include: The advanced state observer is used to make real-time advance predictions of future feedback thrust and surge margin based on the estimated values ​​of feedback thrust and surge margin output by the airborne adaptive model, and to obtain the thrust advance prediction value and surge margin advance prediction value. The thrust model is used to take throttle operation commands as input and output the desired thrust. The thrust controller is used to take the error between the desired thrust and the thrust advance prediction as input and output the thrust control quantity of the engine. The surge margin controller is used to take the error between the surge margin constraint limit value and the surge margin advance prediction value as input and output the surge margin control quantity of the engine. The Min limit selector is used to select the smaller value between the engine's thrust control value and surge margin control value as input to the engine's operating mechanism. The limit performance prediction module is used to assess the current degradation level of the engine in emergency situations, and calculate the corresponding thrust enhancement factor and surge margin constraint release factor based on the current degradation level through a preset degradation level-release scale mapping relationship, thereby adjusting the maximum limiting thrust value of the thrust model and the surge margin constraint limit value.

7. The direct energy limit control device for aero-engines as described in claim 6, characterized in that, The degradation level-release scale mapping relationship is established using the following method: 1) A baseline model of the aero-engine is established based on the component method. The surge boundary line of this baseline model is obtained by the near-surge margin estimation method based on pressure correlation measurement. 2) Run the baseline model under various failure modes to calculate the corresponding maximum thrust and surge boundary degradation; 3) Based on the maximum thrust and surge boundary degradation under different failure modes, degradation level is divided into levels, thereby establishing a nonlinear mapping relationship between degradation level and thrust increase factor and surge margin release factor.

8. The direct energy limit control device for aero-engines as described in claim 6, characterized in that, Also includes: The near-surge margin estimation module based on pressure correlation measurement is used to estimate the surge margin of the aero-engine in real time using the near-surge margin estimation method based on pressure correlation measurement. When the estimated surge margin is within 15%, the surge margin estimate output by the airborne adaptive model is corrected online using the estimated surge margin value. The surge margin constraint release factor in the degradation level-release scale mapping relationship is corrected offline based on the obtained surge margin estimate online correction data.

9. The direct energy limit control device for aero-engines as described in claim 6, characterized in that, The transfer function of the advanced state observer The expression is as follows: in, s For the complex frequency variable of the Laplace transform, For gain, Let be the transfer function of a first-order inertial filter. The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

10. The direct energy limit control device for aero-engines as described in claim 6, characterized in that, Both the thrust controller and the surge margin controller are improved PI controllers with anti-integral saturation, and the integrator in the improved PI controller is an improved integrator. ,in, s For the complex frequency variable of the Laplace transform, The integral time constant is... The transfer function of the higher-order approximate tracking filter. n Integer order, This represents the window duration.

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