Control method and control system of eddy current aero-engine

Abstract

The invention discloses a control method and system for an eddy current aero-engine, and the method comprises the steps: constructing a dual-path control structure of a control oil mass based on the rotating speed of the engine and a protection oil mass based on a limited parameter, and determining the protection oil mass according to the residual allowance between the limited parameter and a corresponding limit value, and a change rate; and the control oil quantity and the protection oil quantity are fused through the dynamic weight to obtain the output oil quantity, so that smooth coordination between the engine control performance and the safety constraint is realized. According to the embodiment of the invention, stable control of the rotating speed of the engine can be realized under complex working conditions, dynamic response performance and limit value safety protection are considered at the same time, and the stability and adaptive capacity of the system under load change and abnormal working conditions are improved.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of aviation engine control technology, and particularly to a control method and control system for a vortex-electric aviation engine. Background Technology

[0002] With the development of the low-altitude economy, new types of aircraft such as electric vertical takeoff and landing (eVTOL) aircraft are placing higher demands on their power systems. Limited by battery energy density, pure electric drive has significant limitations in range, making vortex-electric hybrid power systems an important development direction. Turboelectric aero engines combine traditional fuel power with an electric system, ensuring both range and power output stability and reliability. However, these engines typically operate under complex flight conditions, such as frequent takeoffs and stops, load increases and decreases, and environmental changes like high altitudes and low temperatures, placing higher demands on the dynamic response, stability, and safety of their control systems. Summary of the Invention

[0003] This application provides a control method and control system for a vortex-electric aero-engine, which can achieve stable control of engine speed under complex operating conditions, while taking into account dynamic response performance and limit safety protection, and improving the system's adaptability to faults and abnormal operating conditions.

[0004] This invention provides a control method for a vortex-electric aero-engine, comprising: During engine operation, engine operating status parameters are acquired, including engine speed and at least one restricted parameter for limit protection. The control fuel quantity is generated based on the speed error between the engine speed and the target speed, and the control fuel quantity is used as the output of the control path. The protective oil quantity is calculated based on the margin between the constrained parameter and the corresponding limit value, as well as the rate of change of the constrained parameter. The protective oil quantity is calculated independently of the control oil quantity. Based on the remaining margin and the rate of change, the weight between the control oil quantity and the protection oil quantity is dynamically determined, and the control oil quantity and the protection oil quantity are fused to obtain the output oil quantity. The engine fuel supply is controlled based on the output fuel quantity to achieve stable regulation of engine speed and coordinated control of limit protection.

[0005] In one exemplary instance, the generation of the control oil quantity includes: The change in fuel quantity for the current control cycle is calculated based on the engine speed error using a variable gain PID control algorithm. The change in oil quantity is superimposed with the output oil quantity of the previous cycle to obtain the control oil quantity for the current control cycle.

[0006] In one exemplary instance, the generation of the control oil quantity employs different control strategies depending on the different operating stages of the engine.

[0007] In one exemplary instance, during engine operation, when a power change command is received or a load change is detected, the method further includes: Feedforward control is performed based on a preset power-fuel-speed model. The load fuel quantity is calculated using this model and used as a correction amount for the control fuel quantity.

[0008] In one exemplary instance, the output oil quantity obtained by fusing the control oil quantity and the protection oil quantity is determined in the following manner: Take the smaller of the control oil quantity and the protection oil quantity; Alternatively, a nonlinear weighting function based on safety margin can be used for selection.

[0009] In one exemplary instance, when the output fuel quantity is selected using a nonlinear weighting function based on a safety margin, the weights are dynamically adjusted according to how close the restricted parameter is to the limit and the rate of change.

[0010] In one exemplary instance, the adjustment of the weights is achieved through a preset linear function, piecewise function, or nonlinear function.

[0011] In one exemplary instance, throughout the entire engine operating cycle, the system further includes: extended control combining limit protection strategies, fault handling strategies, and shutdown control strategies, wherein... The limit protection strategy is used to calculate the amount of protective oil based on the remaining margin and rate of change of the limit parameters; Fault handling strategies are used to correct the control process in the event of sensor malfunction or operational abnormality; The parking control strategy is used to execute normal parking or emergency parking control when a parking instruction is received or an anomaly is detected.

[0012] This application also provides a computer-readable storage medium storing computer-executable instructions for executing the control method of the vortex-electric aero-engine described in any of the above embodiments.

[0013] This application embodiment also provides a computer device, including a memory and a processor, wherein the memory stores the following instructions executable by the processor: steps for performing the control method of the eddy electric aero-engine described in any of the above claims.

[0014] This application embodiment further provides a control system for a vortex-driven aero-engine, including: a data acquisition module, a first processing module, a second processing module, a fusion processing module, and a control module; wherein, The acquisition module is used to acquire engine operating status parameters during engine operation. The engine operating status parameters include engine speed and at least one restricted parameter for limit protection. The first processing module is used to generate control fuel quantity based on the speed error between engine speed and target speed, and the control fuel quantity is used as the output of the control path. The second processing module is used to calculate the protection oil quantity based on the margin between the limited parameter and the corresponding limit value and the rate of change of the limited parameter. The protection oil quantity is calculated independently of the control oil quantity. The fusion processing module is used to dynamically determine the weight between the control oil quantity and the protection oil quantity based on the remaining margin and the rate of change, and to fuse the control oil quantity and the protection oil quantity to obtain the output oil quantity. The control module is used to control the engine fuel supply based on the output fuel quantity, so as to achieve stable regulation of engine speed and coordinated control of limit protection.

[0015] In one exemplary instance, the control system of the vortex-electric aero-engine is deployed in the engine electronic control unit (ECU).

[0016] The control method for vortex-electric aero-engines provided in this application constructs a dual-path control structure based on engine speed control fuel quantity and protective fuel quantity based on constrained parameters. The protective fuel quantity is determined according to the margin and rate of change between the constrained parameters and their corresponding limits. Furthermore, the control and protective fuel quantities are fused using dynamic weights to obtain the output fuel quantity, thereby achieving smooth coordination between engine control performance and safety constraints. Through the above technical solution, this application embodiment can achieve stable engine speed control under complex operating conditions, while simultaneously considering dynamic response performance and limit safety protection, and improving the system's stability and adaptability under load changes and abnormal operating conditions.

[0017] In one embodiment of this application, a dual-path control structure for controlling and protecting fuel quantity is constructed, and combined with a phased control strategy, a variable gain adjustment strategy, feedforward control, and a fault handling mechanism, to achieve a unified system of stable control and safety protection for the engine under different operating conditions.

[0018] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the description, claims, and drawings. Attached Figure Description

[0019] The accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application and do not constitute a limitation on the technical solutions of this application.

[0020] Figure 1 This is a flowchart illustrating the control method of the eddy electric aero-engine in an embodiment of this application. Figure 2 This is a schematic diagram illustrating the application of the control method for the eddy electric aero-engine in this application in a practical application. Figure 3 This is a schematic diagram of the output control strategy of the vortex-electric aero-engine at each stage in the embodiments of this application; Figure 4 This is a schematic diagram illustrating the fault handling process of a vortex-electric aero-engine in this application embodiment; Figure 5 This is a schematic diagram of the composition structure of the control system of the vortex-electric aero-engine in the embodiments of this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be arbitrarily combined with each other.

[0022] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0024] It is understood that the terms "first" and "second" used in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0025] It is understood that the term "connection" in the following embodiments should be understood as "electrical connection," "communication connection," etc., if the connected circuits, modules, units, etc., have electrical signal or data transmission with each other.

[0026] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising / including” or “having,” etc., specify the presence of the stated features, wholes, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0027] The steps illustrated in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than that presented here.

[0028] Control methods for vortex-electric aero-engines often employ closed-loop control strategies based on fixed parameters or simple segmented control methods, adjusting engine speed by regulating fuel supply. While these control methods can meet basic operational requirements under steady-state conditions, they still have many shortcomings in practical applications. For example, during engine start-up and the transition from start-up to steady state, the control strategy struggles to balance response speed and stability, easily leading to speed overshoot or fluctuations. Furthermore, when the load changes rapidly, traditional control methods are insufficiently adaptable to load disturbances, easily causing sudden speed changes or even system oscillations. Simultaneously, related technologies typically use fixed thresholds or simple limiting methods for protection control, lacking comprehensive consideration of parameter change trends and safety margins, making it difficult to promptly and smoothly suppress the risk of approaching limits. Moreover, during engine operation, when sensor malfunctions or partial failures occur, current control methods often rely on single alarms or direct shutdown strategies, lacking hierarchical processing and effective utilization of abnormal data, which can easily affect the system's continuous operation capability and flight safety.

[0029] To achieve stable engine speed control under complex operating conditions, while considering dynamic response performance and limit safety protection, and improving the system's adaptability to faults and abnormal operating conditions, this application provides a control method for a vortex-electric aero-engine, executed by the engine electronic control unit (ECU), such as... Figure 1 As shown, it may include: Step 100: During engine operation, acquire engine operating status parameters, including engine speed and at least one limiting parameter for limit protection.

[0030] In one exemplary instance, the restricted parameter is a parameter used to characterize the safe operating boundary of the engine, and its corresponding pre-set limit value. When the restricted parameter approaches or reaches the limit value, it is necessary to limit or adjust the engine control. The restricted parameter may include, but is not limited to, parameters such as fuel pressure, turbine exhaust temperature, compressor outlet pressure, compressor inlet temperature, fuel temperature, lubricating oil temperature, lubricating oil pressure, or other parameters related to the safe operation of the engine.

[0031] Furthermore, the collected hardware data can be processed through filtering, calibration, and data conversion to convert the hardware data into algorithm data for use in subsequent control processes.

[0032] In one embodiment, engine speed is used as one of the main input parameters of the control system to participate in subsequent start-up control, closed-loop speed regulation control and limit protection control; the limited parameter is used to calculate the remaining margin and rate of change between the corresponding preset limit in subsequent steps, and to determine the protection oil quantity based on the remaining margin and rate of change, and at the same time to determine the weight between the protection oil quantity and the control oil quantity.

[0033] For example, compressor-related pressure parameters can be used to determine the current working status of the engine's air circuit; fuel temperature, fuel pressure, lubricating oil temperature, and lubricating oil pressure can be used to determine whether the fuel system and lubrication system are in normal working condition; and turbine exhaust temperature can be used to help determine whether ignition is successful and whether there is a risk of engine overheating.

[0034] Step 100 establishes a control mechanism that combines a control path based on engine speed with a protection path based on constrained parameters.

[0035] Step 101: Generate control fuel quantity based on the speed error between engine speed and target speed, and use the control fuel quantity as the output of the control path.

[0036] In one exemplary instance, the control fuel quantity can be obtained through a closed-loop control strategy, such as using a proportional-integral-derivative (PID) control algorithm. The change in fuel quantity within the current control cycle is calculated based on the speed error between the target speed and the actual engine speed. The calculated change in fuel quantity is then superimposed with the output fuel quantity of the previous control cycle to obtain the current control fuel quantity.

[0037] In one exemplary instance, generating the control oil quantity may include: The change in fuel quantity for the current control cycle is calculated using a PID control algorithm based on the engine speed error. The change in oil quantity is superimposed with the output oil quantity of the previous cycle to obtain the control oil quantity for the current control cycle.

[0038] In one embodiment, the oil quantity is varied. The calculation can be performed according to formula (1): (1) In formula (1), These represent the rotational speed errors in the current cycle, the previous cycle, and the two cycles prior, respectively. This represents the change in oil volume during this control cycle. , , These represent the proportional coefficient, integral coefficient, and derivative coefficient in PID control, respectively. The proportional coefficient Kp is used to adjust the control oil quantity according to the current speed error to improve the system response speed; the integral coefficient Ki is used to accumulate the speed error to eliminate steady-state error; and the derivative coefficient Kd is used to adjust the control oil quantity according to the changing trend of the speed error to suppress system overshoot and improve control stability.

[0039] In one embodiment, the control oil quantity for the current control cycle Equals the output fuel quantity WF_last of the previous cycle and the change in fuel quantity. sum.

[0040] In one embodiment, the PID control can employ incremental PID control to achieve a smooth transition from open-loop control to closed-loop control. For example, when the engine starts and enters the closed-loop phase, the output fuel quantity of the last cycle of the starting phase is used as the initial value, and the increase in the target speed is limited, so that the engine speed smoothly follows the change in the target speed.

[0041] Furthermore, variable gain PID control can be used to adjust the control oil quantity.

[0042] The PID gain is dynamically adjusted based on the error between the target speed and the actual speed using a preset nonlinear function. In one embodiment, the nonlinear function is a Sigmoid function, and the slope and inflection point of the Sigmoid function are pre-calibrated according to the engine operating state. For example, by dynamically adjusting the PID gain based on the speed error using the Sigmoid function, the control gain is reduced when the error is small and increased when the error is large, thereby ensuring response speed while avoiding overshoot.

[0043] In one embodiment, when the engine switches from idle to fast or other speed states, a variable gain adjustment strategy is used to achieve smooth control of the acceleration or deceleration process.

[0044] In one exemplary instance, the control fuel quantity generation in step 101 can employ different control strategies based on different engine operating stages, specifically including the starting stage, acceleration / deceleration transition stage, and steady-state operation stage. For the start-up phase control, after the flight controller issues the start command, it first determines whether the engine's current state meets the start-up conditions. This includes a comprehensive assessment of the power-on self-test results, sensor status, communication status, and execution link status. If the start-up conditions are met, the start-up control process is automatically initiated; otherwise, the current safe state is maintained or protective control is executed. In the start-up control process, a preset control sequence is used based on engine characteristics. The start-up fuel output strategy and related on / off control are executed in stages according to the engine's current state. This includes, for example, executing control strategies for the start-up phase, transition phase, and idle phase sequentially based on the correspondence between the engine feedback speed and the preset state range, and implementing different fuel output strategies and on / off controls at different stages. By comparing the engine feedback speed with the preset engine state range, it is determined whether the control conditions for transitioning from the start-up phase to the idle phase are met.

[0045] When the conditions for entering the idle phase are met, the engine speed is increased to a preset target speed according to the closed-loop control strategy. In one embodiment, the closed-loop control strategy includes: recording the fuel output value during the start-up phase and the engine speed at the moment of entering the closed loop; and limiting the increase in fuel output and target speed in the current control cycle based on the fuel output and target speed of the previous cycle to ensure that the actual engine speed smoothly follows the target speed change. In one embodiment, when the engine enters the closed-loop control phase from the start-up phase, the fuel output value during the start-up phase and the engine speed at the moment of entering the closed-loop control phase can be recorded, and the fuel output and target speed increase in the subsequent control process can be limited based on the recorded values ​​to ensure the smoothness of speed changes.

[0046] For acceleration / deceleration transition control, when a new speed command is received or a preset fast speed is established, a variable gain adjustment strategy is employed to switch the engine from idle to fast or other steady-state states. In one embodiment, when the engine switches from idle to fast or other steady-state operation, a variable gain adjustment strategy based on speed error can be used. The control gain is dynamically adjusted according to the speed error and a preset error-gain characteristic curve, thereby achieving different control response speeds within different error ranges. The variable gain adjustment strategy includes: introducing a variable gain adjustment model based on PID speed loop control to calculate the error between the target speed and the actual speed; and dynamically adjusting the PID control gain within different error ranges according to the preset speed error-control gain characteristic curve, thereby automatically adjusting the control response speed and fuel output. Through this method, a smooth adjustment of the engine from steady state to transition state (acceleration or deceleration process) and finally to a new steady state under different operating conditions is achieved.

[0047] For steady-state operation and load change control, the actual engine speed is maintained stable after the engine reaches steady-state operation. In one embodiment, during engine operation, when a power change command is received or a load change is detected, feedforward control can be performed based on a preset power-fuel-speed model. This model calculates the load fuel quantity and uses it as a correction amount for the control fuel quantity. In another embodiment, during the feedforward control process, the engine speed change acceleration within the current control cycle can be further calculated, and the weights between different fuel quantity components can be dynamically adjusted based on the acceleration to improve the system's response capability to sudden load changes.

[0048] When the flight control system sends a power change signal indicating a change in load, to prevent sudden changes in engine speed or instantaneous overshoot, the power control algorithm is automatically loaded to perform feedforward correction on the control fuel quantity. Specifically, this includes: constructing a power-fuel-speed model based on engine theoretical experimental data as a preset power control model; calculating the load fuel quantity according to the power control model and using this load fuel quantity as the change in output fuel quantity of the variable gain adjustment model; simultaneously calculating the acceleration of engine speed within the current control cycle and dynamically adjusting the weight between the load fuel quantity and the variable gain adjustment output fuel quantity based on the acceleration; and combining this with the actual output fuel quantity of the previous cycle to determine the final control fuel quantity for the current control cycle. Through this method, fuel quantity can be adjusted in advance under sudden load changes to suppress instantaneous engine speed overshoot.

[0049] Step 102: Calculate the protection oil quantity based on the margin between the restricted parameter and the corresponding limit value and the rate of change of the restricted parameter. The protection oil quantity is calculated independently of the control oil quantity.

[0050] In one embodiment, the remaining margin is the difference between the current value of the restricted parameter and the limit value corresponding to the restricted parameter, and the rate of change is the trend of the restricted parameter over multiple consecutive control cycles.

[0051] Taking fuel pressure FP as an example, the calculation of its limit protection oil quantity can be shown in formula (2): WF_FP = WF_last - K×(FP - FP_limit) (2) In formula (2), WF_FP is the protective fuel quantity of the fuel pressure limit; FP_limit is the fuel pressure limit; WF_last is the output fuel quantity of the previous cycle; K is the adjustment coefficient corresponding to the limiting parameter, used to adjust the degree of influence of the limiting parameter on the protective fuel quantity when it deviates from its corresponding limit. The value of the adjustment coefficient K can be determined by calibration according to the physical characteristics and safety constraints of different limiting parameters. When the rate of change of the limiting parameter increases, the adjustment coefficient K can be increased.

[0052] In one embodiment, when the restricted parameter is far from its corresponding limit and the rate of change is small, the protective oil quantity has little impact on the final control; when the restricted parameter is close to its corresponding limit or the rate of change increases, the protective oil quantity gradually decreases to limit the increase in oil supply, so as to avoid the restricted parameter exceeding its corresponding limit.

[0053] Furthermore, the corresponding protective oil quantity can be calculated based on multiple constrained parameters, and the minimum value among these protective oil quantities can be selected as the final protective oil quantity to achieve multi-parameter joint constraint. For example, the multiple constrained parameters may include fuel pressure, turbine exhaust temperature, compressor outlet pressure, and lubricating oil temperature. Different constrained parameters correspond to different safety constraints: fuel pressure is used to limit excessively high or low fuel system pressure; turbine exhaust temperature is used to prevent engine overheating; compressor outlet pressure is used to prevent abnormal airflow; and lubricating oil temperature is used to prevent overheating of the lubrication system. In this embodiment, by calculating the protective oil quantity for each of the multiple constrained parameters and selecting the minimum value as the final protective oil quantity, the most stringent constraint can be selected from multiple safety constraints for control.

[0054] Step 103: Based on the remaining margin and the rate of change, dynamically determine the weight between the control oil quantity and the protection oil quantity, and merge the control oil quantity and the protection oil quantity to obtain the output oil quantity.

[0055] In one exemplary instance, the output oil quantity obtained by fusing the control oil quantity and the protection oil quantity can be determined in the following way: Choose the smaller of the control oil quantity and the protection oil quantity; or... Selection is made using a nonlinear weighting function based on safety margin.

[0056] In one embodiment, the weight is dynamically adjusted based on the degree to which the restricted parameter approaches the limit and the rate of change. When the restricted parameter approaches the limit (e.g., the difference between the current value of the restricted parameter and its corresponding limit is less than a preset difference threshold) or the rate of change increases, the weight of the protective oil quantity is increased.

[0057] In one embodiment, the output oil quantity WF can be expressed as shown in formula (3): WF = a×WF_C + b×WF_P (3) In formula (3), the first weight a and the second weight b are dynamically adjusted according to the remaining margin and the rate of change, and satisfy a+b=1. Here, the first weight a is the weight for controlling the oil quantity, and the second weight b is the weight for protecting the oil quantity. When the remaining margin decreases or the rate of change increases, the second weight b increases and the first weight a decreases; when the remaining margin is large and the rate of change is small, the first weight a increases and the second weight b decreases.

[0058] In one embodiment, when the restricted parameter is far from its corresponding limit and the rate of change is small, a approaches 1 and b approaches 0; when the restricted parameter approaches its corresponding limit or the rate of change increases, b gradually increases and approaches 1.

[0059] In one embodiment, the weight adjustment can be achieved through a preset linear function, piecewise function, or nonlinear function.

[0060] Through the fusion processing in step 103, when the engine is operating normally and the restricted parameters are far from their corresponding limits, the control oil quantity dominates the output oil quantity, and the output oil quantity is equal to or approximately equal to the control oil quantity; when the restricted parameters approach their corresponding limits or the rate of change increases, the weight of the protection oil quantity in the output oil quantity gradually increases, so that the output oil quantity gradually transitions from the control oil quantity to the protection oil quantity, thereby achieving smooth limit protection.

[0061] Step 104: Control the engine fuel supply based on the output fuel quantity to achieve stable regulation of engine speed and coordinated control of limit protection.

[0062] This step controls the fuel supply system to control the output of fuel, so that the engine speed steadily follows the target speed. At the same time, it automatically limits the fuel supply when the restricted parameters approach their corresponding limits, thus preventing the parameters from exceeding the limits.

[0063] In one exemplary instance, when the engine load changes, it may further include: The control oil quantity is feedforward corrected based on a pre-set power-oil quantity-speed model to compensate for the impact of load changes; and the weight between the control oil quantity and the protection oil quantity is dynamically adjusted in combination with the speed change acceleration to prevent speed overshoot caused by sudden load changes.

[0064] In one exemplary instance, the engine may further include the following throughout its entire operating cycle: By combining fault monitoring and handling strategies, such as sensor fault detection, data reconstruction, alarm classification and handling, and emergency shutdown control, the safety and reliability of system operation can be improved.

[0065] In one exemplary instance, the execution of steps 102 to 104 may further include: extending control by combining the limit protection strategy, the fault handling strategy, and the parking control strategy, wherein... The limit protection strategy is used to calculate the amount of protective oil based on the remaining margin and rate of change of the limited parameters; Fault handling strategies are used to correct the control process in the event of sensor malfunction or operational abnormality; The parking control strategy is used to execute normal parking or emergency parking control when a parking instruction is received or an anomaly is detected.

[0066] In one exemplary instance, during engine operation, normal stop control may also be included, wherein, upon receiving a normal stop command, the current operating state is maintained for a preset time, and the engine enters a deceleration process by gradually reducing the target speed, and the output is cut off when the speed is reduced to a preset threshold.

[0067] In one exemplary instance, during engine operation, an emergency stop control may also be included, wherein upon receiving an emergency stop command or detecting an abnormal state, the output is immediately cut off and the engine is put into a protection mode, and control is only allowed to be restored after a reset condition is met.

[0068] In one exemplary instance, the engine may also include a fault handling strategy throughout its entire operating cycle, which involves real-time monitoring of engine status parameters and performing graded fault handling based on different operating states. This includes: when a core sensor fails, using a data reconstruction method to obtain alternative data to maintain the continuity of the control process; and when a non-core sensor fails, using normal data from the previous cycle as the current input and outputting a fault alarm signal.

[0069] In one embodiment, during the engine power-on initialization phase, a self-test process can also be performed to check the signal acquisition, communication, and execution modules. If the self-test fails, the engine is prohibited from entering the start-up control process. In the start-up control, if the engine cannot pass the next stage of judgment until a timeout occurs, it is determined that the engine is abnormal and enters an emergency shutdown state.

[0070] In one embodiment, during engine operation, when a key status parameter is detected to exceed a preset first-level alarm threshold, an alarm signal can be issued and the weight of the protection oil quantity in the fusion process can be increased to reduce the output oil quantity; when the key status parameter exceeds a preset second-level alarm threshold and cannot be restored by oil quantity adjustment, it is determined that some components are faulty, and the weight of the corresponding limiting parameter can be adjusted (e.g., temporarily adjusted to zero) to avoid abnormal data from having a sudden impact on the control result.

[0071] The control method for vortex-electric aero-engines provided in this application constructs a dual-path control structure based on engine speed control fuel quantity and protective fuel quantity based on constrained parameters. The protective fuel quantity is determined according to the margin and rate of change between the constrained parameters and their corresponding limits. Furthermore, the control and protective fuel quantities are fused using dynamic weights to obtain the output fuel quantity, thereby achieving smooth coordination between engine control performance and safety constraints. Through the above technical solution, this application embodiment can achieve stable engine speed control under complex operating conditions, while simultaneously considering dynamic response performance and limit safety protection, and improving the system's stability and adaptability under load changes and abnormal operating conditions.

[0072] In one embodiment of this application, a dual-path control structure for controlling and protecting fuel quantity is constructed, and combined with a phased control strategy, a variable gain adjustment strategy, feedforward control, and a fault handling mechanism, to achieve a unified system of stable control and safety protection for the engine under different operating conditions.

[0073] This application also provides a computer-readable storage medium storing computer-executable instructions for performing the control method of the vortex-electric aero-engine described in any of the above claims.

[0074] This application further provides a computer device, including a memory and a processor, wherein the memory stores the following instructions executable by the processor: steps for performing the control method of the eddy electric aero-engine described in any of the preceding claims.

[0075] Figure 2 This is a schematic diagram illustrating the application of the control method for the eddy electric aero-engine in this application. Figure 2 The illustrated embodiment is a procedural unfolding of the control method for controlling a vortex-electric aero-engine according to this application during actual engineering operation. While its overall control concept remains consistent with the aforementioned embodiments, the control process has been further refined. For example... Figure 2 As shown, it includes: Step 200: Collect key engine operating data in real time through multiple sensors, process the collected sensor data, and convert it into algorithm data.

[0076] The key operating parameters collected in this embodiment are engine operating status parameters, including but not limited to engine speed, compressor inlet pressure, compressor outlet pressure, compressor inlet temperature, fuel temperature, fuel pressure, lubricating oil temperature, lubricating oil pressure, and turbine exhaust temperature. The collected hardware data, after filtering, calibration, and data conversion, is transformed into algorithmic data usable by the control algorithm for subsequent control processes.

[0077] Step 201: Based on the flight control command, determine whether the starting conditions are met. If the starting conditions are not met, execute an emergency stop. If the starting conditions are met, begin the starting control process.

[0078] In this embodiment, the flight controller sends engine operation commands, power, and altitude data to the engine electronic controller (ECU) via a communication bus, such as ARINC 429 or RS422. Upon receiving the start command, the ECU assesses the current engine status to determine the start conditions. This assessment includes a comprehensive evaluation of sensor status, communication status, and output execution status. If the engine has alarm information, such as sensor failure, communication failure, or output failure, the start conditions are deemed not met, and the process jumps directly to step 204 to enter the emergency shutdown state. If the engine status is normal and the start conditions are met, the start control flow is entered, and step 202 is executed.

[0079] Step 202: Based on the collected engine operating data, control the engine to complete the starting process and automatically call the corresponding control strategy according to different operating stages to achieve stable engine operation.

[0080] In this embodiment, the control process includes start-up phase control, start-to-idle phase control, idle-to-designated steady-state phase control, and steady-state control under load change conditions.

[0081] During the initial start-up phase, control follows a preset timing sequence. For example, when the engine speed is 0% of its rated speed, the starter generator is activated to power the engine. When the engine speed reaches 4% of its rated speed, the ignition power is activated. When the speed reaches 12% of its rated speed, the fuel line solenoid valve opens, allowing the fuel pump to start supplying fuel. When the speed reaches 20% of its rated speed, the ignition and starter generator power is disconnected, and the engine shaft drives the starter generator to output power. The engine speed then continues to rise. When the speed reaches 70% of its rated speed, the engine is considered to have started and entered closed-loop control. The engine speed is then gradually controlled to reach idle speed, such as 80% of its rated speed. Idle operation is maintained unless a speed command is given or a preset speed is available. After entering the closed-loop control phase, the fuel output value during the start-up phase and the engine speed at the moment of entering closed-loop control are recorded. Based on the fuel output and target speed of the previous cycle, the fuel output and target speed increase in the current control cycle are limited to ensure that the actual engine speed smoothly follows the target speed changes. When the engine switches from idle to fast or other steady-state operation, a variable gain adjustment strategy is adopted. Based on the PID speed loop control, a variable gain adjustment model is introduced. By calculating the error between the target speed and the actual speed, and according to the characteristic curve between the preset speed error and control gain, the control gain is dynamically adjusted within different error ranges. When the error is small, the control gain is reduced, and when the error is large, the control gain is increased. This ensures response speed while avoiding overshoot, enabling the engine to transition from steady state to transition state (i.e. acceleration or deceleration process) and finally enter a new steady state under different operating conditions.

[0082] After the engine reaches steady-state operation, when the flight control system sends a power change signal indicating a change in load, in order to prevent sudden changes in engine speed or instantaneous overshoot, the power control algorithm is automatically loaded to perform feedforward correction on the control fuel quantity. Specifically, a power-fuel-speed model can be constructed based on engine theoretical experimental data as a preset power control model. The load fuel quantity is calculated according to this model and used as the change in control fuel quantity. At the same time, the acceleration of engine speed in the current control cycle is calculated, and the weight between load fuel quantity and control output fuel quantity is dynamically adjusted based on this acceleration. Then, the control output fuel quantity for the current control cycle is determined by combining the actual output fuel quantity of the previous cycle. In this way, the fuel quantity is adjusted in advance under the condition of sudden load changes, effectively suppressing the instantaneous overshoot of engine speed.

[0083] Step 203: The ECU monitors the engine operating status in real time and executes limit protection strategies and fault handling strategies.

[0084] The fault handling strategy includes power-on self-test (POST) fault handling, starting anomaly detection, sensor fault detection, and communication fault detection. The POST is performed only from the initial power-on of the ECU to the completion of the first start, while fault monitoring continues throughout the engine's entire operating cycle. Communication fault detection involves monitoring the communication between the ECU and the flight controller or fuel system, determining the normality of the communication link through transmit / receive tests. During starting, the engine starting time is monitored to determine if there are any starting anomalies, including starting timeouts, ignition failures, and fuel pressure build-up failures. For example, if the exhaust temperature after the turbine rises by 80K and remains elevated for 1.5 seconds within 5 seconds of the fuel pump starting fuel supply, ignition is considered successful. If the engine speed does not reach the starter-generator cutoff speed within the specified time, an anomaly is considered to exist. When the engine speed rises to the closed-loop control speed and the starting process does not time out, the start is considered successful.

[0085] In the limit protection strategy, taking fuel pressure FP as an example, a preset upper limit protection value for fuel pressure FP_limit is set. When FP exceeds this protection value, protection control is executed. The protected fuel quantity can be expressed as WF_FP = WF_last - K×(FP - FP_limit), where WF_last is the output fuel quantity of the previous cycle, and K is the adjustment coefficient. The final output fuel quantity is WF = a × WF_C + b × WF_FP, where WF_C is the fuel quantity calculated by the control strategy, and a and b are weights that satisfy a + b = 1. When FP has not reached the protection value and there is sufficient margin, the weight b is 0. When FP approaches the protection value or its rate of change increases, the weight b gradually increases to achieve early protection. By adjusting the weights a and b, the final output fuel quantity is made less than the control fuel quantity, thereby avoiding speed shocks caused by sudden changes in fuel quantity and making the control more stable. For multiple limit protection parameters, the corresponding protected fuel quantity can be calculated separately, and the smaller value is taken as the final output fuel quantity. Under normal circumstances, the final output oil quantity is equal to the oil quantity calculated by the control strategy. When the two are inconsistent, it can be used as a basis for subsequent fault diagnosis.

[0086] Step 204: Execute engine stop control. Stop control includes two states: normal stop and emergency stop. Normal stop does not affect subsequent control, while emergency stop requires a manual reset command.

[0087] In this embodiment, under normal parking conditions, upon receiving a normal parking command, the engine maintains its current operating state for a preset time. During this period, the load is gradually reduced to zero while maintaining a constant speed. Subsequently, the ECU controls the engine to gradually reduce its speed, and cuts off all outputs when the speed drops below the fuel pump's fuel supply speed. When the engine speed drops to, for example, below 600 rpm / min, it enters an idle state for subsequent control. Under emergency parking conditions, upon receiving an emergency parking command or when the ECU determines that the engine has a serious abnormal condition, all outputs are immediately cut off and the engine enters a protection state. The protection state can only be released after receiving a reset command. Furthermore, if the fault is not eliminated, the engine will re-enter the emergency parking state after the fault handling strategy determines the fault.

[0088] Figure 3 This diagram illustrates the output control strategy at each stage of the vortex-driven aero-engine in this embodiment. The output fuel quantity determines the engine speed, thereby determining the power output of the vortex-driven system. Figure 3 As shown, the multi-modal output control strategy integrated within the ECU includes the fuel supply strategy during startup, the no-load adjustment strategy after startup, and the adjustment strategy when the load is increased. The ECU can smoothly switch between multiple states according to different engine operating conditions. For example, during a complete flight, the engine undergoes a switching process from startup, idle state, fast state (e.g., 100% rated speed), increasing load in fast state, decreasing load in fast state, and finally stopping. These include: Step 300: Fuel supply strategy during startup. Fuel is supplied in an open loop according to engine speed. Non-ISO operating condition conversion is performed based on the preset startup fuel supply pattern, and adjustments are made according to the engine status during startup.

[0089] Before entering closed-loop control during the start-up phase, the fuel supply strategy is followed. To ensure stable starting under various environmental conditions, a strategy combining open-loop fuel supply and real-time adjustment is adopted during the start-up phase. This means the actual engine speed within the current control cycle is used as the primary basis for fuel output, and dynamic adjustments are made based on the engine's state during the start-up process. In one embodiment, the fuel supply during the start-up phase is calculated according to the following relationship: ,in, The theoretical fuel quantity corresponding to the current engine speed is obtained by interpolation based on a preset start-up fuel supply schedule. The current ambient temperature (in K). Current environmental pressure (unit: MPa). and These are adjustment coefficients, typically taking values ​​of 0.75 and 1. In actual control, the engine speed acceleration and the control timing during startup can also be used to adjust the... and Dynamic adjustments are made to ensure the engine can start smoothly.

[0090] Step 301: After reaching the closed-loop speed, determine that the engine has started successfully, and automatically adjust the fuel quantity according to the closed-loop control to control the engine speed to reach a stable idle state.

[0091] Once the engine speed reaches the preset closed-loop control speed, the engine is determined to have completed the starting phase and entered the closed-loop control phase. In this phase, since no output power is required, only the engine speed needs to be increased to a stable idle state; therefore, a closed-loop control strategy is used to automatically adjust the fuel quantity. In one embodiment, as described in step 101, an incremental PID control algorithm can be used. In each control cycle, the actual engine speed feedback is used as input to calculate the error between the target speed and the actual speed, and the changed fuel quantity is calculated according to formula (1). This is then superimposed with the final output fuel quantity Wf_last from the previous cycle to obtain the control fuel quantity Wf_C for the current cycle. The engine speed and output fuel quantity from the last control cycle of the start-up phase serve as the initial input for the closed-loop control phase. Simultaneously, during the control process, the target speed is set to gradually increase periodically, for example, by 0.5% of the rated speed per cycle. The acceleration of the interpolation between the target speed and the actual speed is calculated within each cycle. If the acceleration continuously changes, it indicates a mismatch between the actual engine speed increase rate and the target speed change rate. In this case, the step coefficient or PID gain coefficient of the target speed for each cycle needs to be adjusted to ensure the smoothness of the speed increase process.

[0092] Step 302: When the idle state is upgraded to the fast state or other speed given state, the ECU automatically determines whether to enter the acceleration / deceleration logic, and controls the acceleration / deceleration through the variable gain adjustment model closed loop control until a new steady state is reached.

[0093] When the engine switches from idle to other stable speed states, such as increasing from 80% of rated speed to 100% of rated speed, or adjusting to other given speed states, the ECU controls the engine to enter an acceleration or deceleration process. To meet the requirements of rapid response while avoiding speed overshoot, a variable gain PID control strategy is adopted. In one embodiment, a variable gain adjustment function is introduced, such as the sigmoid function, which has the characteristics of reducing the PID adjustment gain when the speed error is small, rapidly increasing the adjustment capability when approaching the maximum allowable error, and having a maximum adjustment upper limit to prevent oversaturation. The variable gain coefficient can be expressed as: ,in, Used to control the slope of the gain curve. Here, err represents the error value corresponding to the gain inflection point, and err represents the rotational speed error, typically taking the value of 1. =15、 =2%. By multiplying the gains of each term in the PID control by the gain_factor, new control coefficients are obtained, thereby calculating the change in oil quantity within the control cycle of this stage, and finally obtaining the controlled oil quantity Wf_C. Even with a constant load but fluctuating speed, this strategy can still be used to quickly restore the speed to a stable state.

[0094] Step 303: After the transmitter reaches steady state, the load increases and the power output begins. The load will dynamically change according to the required power. Based on the variable gain closed-loop control, a power control algorithm is added to adjust the load.

[0095] When the engine reaches steady state and begins to output power, the ECU receives load information via a communication bus (such as ARINC 429 or RS422). During this phase, the output fuel quantity can be expressed as... Where Wf_C represents the theoretical oil quantity required under the current speed and load. Wf_load represents the amount of fuel required at the current engine speed under no-load conditions, while Wf_load represents the additional amount of fuel required to maintain the engine speed under the current load conditions. In one embodiment, a load-fuel ratio model is constructed based on engine theoretical experimental data, such as... ,in, The coefficients are parameters that characterize the load. and Calibration is performed according to different speeds, for example, at 100% rated speed. The value is 0.0005. The value is 0.2923; at 90% of rated speed, The value is 0.0006. The value is 0.3601. This is for the no-load oil quantity. Then, the control oil quantity obtained in step 302 can be used for calculation. At the same time, the speed error acceleration caused by load change can be calculated based on the speed error of multiple cycles, including the current cycle, and the distribution weight between load oil quantity and control oil quantity can be adjusted accordingly to avoid the problem of control timing mismatch caused by response lead or lag.

[0096] Step 304: Adjust the final fuel output through the ECU's phased adaptive output control strategy to achieve smooth control under multiple states and operating conditions.

[0097] In this step, the output fuel quantity is adaptively adjusted according to different engine operating conditions through the state adjustment strategy in the ECU, and the control strategies of each stage are linked to achieve a smooth transition between various operating conditions such as starting, acceleration, steady-state operation and load changes, thereby completing stable control under multiple states and operating conditions.

[0098] Figure 4This is a schematic diagram illustrating the fault handling process of a vortex-electric aero-engine in this application embodiment, as shown below. Figure 4 As shown, after power-on, the ECU first performs an initial self-test (step 400). The self-test includes, but is not limited to, the ECU power supply status, sensor status, communication link status, and output control link status. Specifically, in terms of sensor detection, the collected sensor data is compared with its calibrated range. If the calibrated data deviates significantly from the sensor's specified range, it is determined that the sensor has a short circuit or open circuit fault. In terms of communication detection, a communication test is performed by sending test frames to the host computer and the fuel system and receiving response signals. If no response is received within a specified time, it is determined that the communication link has a fault. In terms of output control detection, the digital output signal is read back for verification. If the output status is inconsistent with the read-back status, it is determined that the output control has a fault.

[0099] After completing the initial self-test, the ECU enters the fault diagnosis stage (step 401). If any of the above faults are detected, the start-up completion status judgment process is entered (step 402); if no fault is detected, the subsequent control process is directly entered (step 406), and the normal engine control logic is executed.

[0100] In the event of a malfunction, further determine whether the engine has completed starting (step 402). If starting has not been completed, output and starting are prohibited (step 407), and start commands are not responded to, but individual test functions are allowed for ground diagnostics or maintenance operations; if the engine is in the process of starting but has not completed starting, an emergency shutdown procedure is automatically executed when a malfunction is detected, thereby promptly identifying abnormalities and entering a safety protection state in the early stages of engine starting, reducing the risk of serious malfunctions during flight.

[0101] After the engine has started, the fault type determination stage (step 403) begins, where anomalies are classified and processed based on real-time collected engine status data. In one embodiment, anomalies can be divided into three levels: Level 1 alarm, Level 2 alarm, and fault. When a Level 1 or Level 2 alarm occurs but is not determined to be a fault, the current data is considered reliable. In this case, adjusting the output fuel quantity should be able to change the relevant status parameters. Therefore, when alarm information exists, the weight of the limit protection fuel quantity in the fusion calculation needs to be increased, especially in the case of a Level 2 alarm, where this weight can be significantly increased to enhance the protection effect. If the abnormal state cannot be improved by significantly adjusting the fuel quantity weight after a Level 2 alarm, or if a fault is clearly determined by sensor diagnosis, then the corresponding data is determined to be unreliable, and the weight of this part of the limit protection fuel quantity is adjusted to 0 to prevent abnormal data from participating in the fuel quantity calculation and causing abnormal control output.

[0102] Regarding sensor failure (step 405), to avoid complete loss of critical data, in one embodiment, the fault data can be reconstructed based on the engine theoretical model; for data that cannot be reconstructed but changes relatively steadily, data from the most recent normal control cycle can be used for subsequent control calculations and status feedback, while outputting a data anomaly flag. For alarm information (step 404), alarm information processing is performed and a corresponding alarm signal is sent to an external system.

[0103] Furthermore, during engine startup, even if a fault is detected, an emergency shutdown will not be triggered immediately to avoid sudden power interruption during flight. At this time, the ECU only sends alarm information externally and maintains the current control strategy. When a normal shutdown command is subsequently received and the shutdown procedure is executed, the system will not respond to new startup commands until the relevant fault is eliminated, thus ensuring system operational safety and closed-loop fault management.

[0104] Figure 5 This is a schematic diagram of the composition structure of the control system of the vortex-electric aero-engine in an embodiment of this application, as shown below. Figure 5 As shown, it includes at least: a data acquisition module, a first processing module, a second processing module, a fusion processing module, and a control module; wherein, The acquisition module is used to acquire engine operating status parameters during engine operation. The engine operating status parameters include engine speed and at least one restricted parameter for limit protection. The first processing module is used to generate control fuel quantity based on the speed error between engine speed and target speed, and the control fuel quantity is used as the output of the control path. The second processing module is used to calculate the protection oil quantity based on the margin between the limited parameter and the corresponding limit value and the rate of change of the limited parameter. The protection oil quantity is calculated independently of the control oil quantity. The fusion processing module is used to dynamically determine the weight between the control oil quantity and the protection oil quantity based on the remaining margin and the rate of change, and to fuse the control oil quantity and the protection oil quantity to obtain the output oil quantity. The control module is used to control the engine fuel supply based on the output fuel quantity, so as to achieve stable regulation of engine speed and coordinated control of limit protection.

[0105] In this embodiment of the application, the control system of the vortex-electric aero-engine is deployed in the engine electronic control unit (ECU).

[0106] In one exemplary instance, the acquisition module is also used to perform filtering, calibration, data conversion, and other processing on the acquired hardware data.

[0107] In one exemplary instance, the first processing module may be used to: The change in fuel quantity for the current control cycle is calculated using a PID control algorithm based on the engine speed error. The change in fuel quantity is then superimposed with the output fuel quantity of the previous cycle to obtain the control fuel quantity for the current control cycle.

[0108] In one embodiment, the PID control can be incremental PID control or a variable gain control strategy such as the Sigmoid function, which dynamically adjusts the PID gain based on the speed error.

[0109] In one exemplary instance, the first processing module can generate control fuel quantity using different control strategies based on different engine operating stages, including: start-up stage control, acceleration / deceleration transition stage control, and steady-state operation control. In the start-up phase control, after receiving the start command, it is used to determine whether the current state of the engine meets the start-up conditions. The start-up conditions include the power-on self-test results, sensor status, communication status, and execution link status. When the start-up conditions are met, the start-up control process is entered, and the start-up fuel output strategy and on / off quantity control are executed in stages according to the correspondence between the engine feedback speed and the preset state range. When the start-up conditions are not met, the safety state is maintained or protection control is executed. When transitioning from the start-up phase to the closed-loop control phase, the system records the fuel output value during the start-up phase and the engine speed at the moment of entering the closed loop. Based on the fuel output and target speed of the previous cycle, the system limits the increase in fuel output and target speed for the current control cycle to achieve a smooth transition of engine speed to the target speed. During acceleration or deceleration transitions, a variable gain adjustment strategy based on speed error is used to generate control fuel quantity when a new speed command is received or a preset speed target exists. This strategy dynamically adjusts the PID control gain according to a preset error-gain characteristic curve to achieve different control response speeds within different error ranges. In one embodiment, the variable gain adjustment strategy includes dynamically adjusting the control gains of the proportional, integral, and derivative terms based on PID control. During steady-state operation, when a load change is detected or a power change command is received, feedforward control is performed based on a preset power-fuel-speed model to calculate the load fuel quantity and use the load fuel quantity as a correction amount for the control fuel quantity. In one embodiment, it is also used to calculate the acceleration of the engine speed change within the current control cycle and dynamically adjust the weights between different fuel quantity components based on the acceleration to improve the response capability to sudden load changes.

[0110] In one exemplary instance, the second processing module is configured to calculate the protective oil quantity based on the margin between the restricted parameter and the corresponding limit value, and the rate of change of the restricted parameter, wherein the protective oil quantity is calculated independently of the control oil quantity. In one embodiment, the restricted parameter may include one or more.

[0111] In one exemplary instance, the fusion processing module is used to dynamically determine the weight between the control oil quantity and the protection oil quantity based on the remaining margin and the rate of change, and to fuse the control oil quantity and the protection oil quantity to obtain the output oil quantity; in one embodiment, the fusion method includes: taking the smaller value between the control oil quantity and the protection oil quantity, or fusing based on a nonlinear weighting function of the safety margin.

[0112] In one exemplary instance, the control module is used to control the engine fuel supply based on the output fuel quantity, so as to achieve coordinated control of stable engine speed regulation and limit protection.

[0113] In one embodiment, the control module is further configured to perform feedforward correction of the control fuel quantity when the engine load changes, and dynamically adjust the weight between the control fuel quantity and the protection fuel quantity in combination with the speed change acceleration, so as to suppress speed overshoot.

[0114] In one embodiment, the control module is also used to control the engine throughout its entire operating cycle by combining fault monitoring and handling strategies, including sensor fault detection, data reconstruction, alarm classification and handling, and shutdown control; wherein, shutdown control includes normal shutdown control and emergency shutdown control.

[0115] The eddy electric aero-engine control system provided in this application embodiment constructs a dual-path control structure for controlling fuel quantity and protecting fuel quantity, and dynamically adjusts the weights of the two based on the remaining margin and rate of change of the constrained parameters, thereby achieving smooth coordination between control performance and safety constraints, and thus improving the stability and safety of engine operation under complex conditions.

[0116] Although the embodiments disclosed in this application are as described above, the content described is merely for the purpose of understanding this application and is not intended to limit this application. Any person skilled in the art to which this application pertains may make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed in this application; however, the scope of patent protection of this application shall still be determined by the scope defined in the appended claims.

Claims

1. A control method for a vortex-electric aero-engine, characterized in that, include: During engine operation, engine operating status parameters are acquired, including engine speed and at least one restricted parameter for limit protection. The control fuel quantity is generated based on the speed error between the engine speed and the target speed, and the control fuel quantity is used as the output of the control path. The protective oil quantity is calculated based on the margin between the constrained parameter and the corresponding limit value, as well as the rate of change of the constrained parameter. The protective oil quantity is calculated independently of the control oil quantity. Based on the remaining margin and the rate of change, the weight between the control oil quantity and the protection oil quantity is dynamically determined, and the control oil quantity and the protection oil quantity are fused to obtain the output oil quantity. The engine fuel supply is controlled based on the output fuel quantity to achieve stable regulation of engine speed and coordinated control of limit protection.

2. The control method according to claim 1, wherein, The generation of controlled oil quantity includes: The change in fuel quantity for the current control cycle is calculated based on the engine speed error using a variable gain PID control algorithm. The change in oil quantity is superimposed with the output oil quantity of the previous cycle to obtain the control oil quantity for the current control cycle.

3. The control method according to claim 1, wherein, The generation of controlled fuel quantity adopts different control strategies according to different operating stages of the engine.

4. The control method according to claim 3, further comprising, during engine operation, receiving a power change command or detecting a load change, the following: Feedforward control is performed based on a preset power-fuel-speed model. The load fuel quantity is calculated using this model and used as a correction amount for the control fuel quantity.

5. The control method according to claim 1, wherein, The output oil quantity obtained by fusing the control oil quantity and the protection oil quantity is determined in the following way: Take the smaller of the control oil quantity and the protection oil quantity; Alternatively, a nonlinear weighting function based on safety margin can be used for selection.

6. The control method according to claim 5, wherein, When the output oil quantity is selected using a nonlinear weighting function based on a safety margin, the weights are dynamically adjusted according to the degree to which the restricted parameter approaches the limit and the rate of change.

7. The control method according to claim 5, wherein, The weights are adjusted using a preset linear function, piecewise function, or nonlinear function.

8. The control method according to claim 1, further comprising, throughout the entire operating cycle of the engine: Extended control is achieved by combining limit protection strategies, fault handling strategies, and parking control strategies. The limit protection strategy is used to calculate the amount of protective oil based on the remaining margin and rate of change of the limit parameters; Fault handling strategies are used to correct the control process in the event of sensor malfunction or operational abnormality; The parking control strategy is used to execute normal parking or emergency parking control when a parking instruction is received or an anomaly is detected.

9. A computer-readable storage medium storing computer-executable instructions for performing the control method of the vortex-electric aero-engine according to any one of claims 1-8.

10. A computer device comprising a memory and a processor, wherein, The memory stores the following instructions that can be executed by a processor: steps for performing the control method of the eddy electric aero-engine according to any one of claims 1-8.

11. A control system for a vortex-electric aero-engine, characterized in that, include: The system comprises a data acquisition module, a first processing module, a second processing module, a fusion processing module, and a control module; among which, The acquisition module is used to acquire engine operating status parameters during engine operation. The engine operating status parameters include engine speed and at least one restricted parameter for limit protection. The first processing module is used to generate control fuel quantity based on the speed error between engine speed and target speed, and the control fuel quantity is used as the output of the control path. The second processing module is used to calculate the protection oil quantity based on the margin between the limited parameter and the corresponding limit value and the rate of change of the limited parameter. The protection oil quantity is calculated independently of the control oil quantity. The fusion processing module is used to dynamically determine the weight between the control oil quantity and the protection oil quantity based on the remaining margin and the rate of change, and to fuse the control oil quantity and the protection oil quantity to obtain the output oil quantity. The control module is used to control the engine fuel supply based on the output fuel quantity, so as to achieve stable regulation of engine speed and coordinated control of limit protection.

12. The control system according to claim 11, wherein, The control system of the vortex-electric aero-engine is deployed in the engine electronic control unit (ECU).

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