Turbojet engine thrust controller based on full-coefficient adaptive control

Abstract

The utility model discloses a turbojet engine thrust controller based on full-coefficient adaptive control. The turbojet engine thrust controller comprises a power supply voltage module, a data transmission module, a data acquisition module, a controller processing unit module, a turbojet engine control module and a sensor assembly module, the data transmission module, the data acquisition module, the controller processing unit module, the turbojet engine control module and the sensor assembly module are all in communication connection with the power supply voltage module. The structure is reliable, a multi-channel redundant controller hardware architecture is constructed, high precision is innovatively integrated on a signal acquisition module, and the controller has extremely high adaptive capacity under different working conditions, so that an engine can still stably output required power under variable loads and working conditions; and accurate control can be continuously provided in an extreme working environment and under different load conditions, and the influence of the external environment on the performance of the engine controller is reduced to the maximum extent.

Description

Technical Field

[0001] This utility model relates to the field of turbojet engine technology, specifically to a turbojet engine thrust controller based on full-coefficient adaptive control. Background Technology

[0002] The hardware reliability and dynamic response characteristics of the turbojet engine thrust controller directly affect the thrust control accuracy. During flight conditions such as start-up, acceleration, and deceleration, engine intake and exhaust parameters exhibit strong nonlinear fluctuations, placing stringent demands on the controller's signal acquisition accuracy and the dynamic response of the actuators. Currently widely used thrust controllers suffer from the following hardware defects: insufficient sensor module sampling frequency leads to lag in dynamic parameter acquisition; low redundancy in the actuator drive circuit makes it difficult to compensate for transient errors during large gradient condition transitions; and weak anti-interference design of the controller core board makes it prone to signal distortion in complex electromagnetic environments. More significantly, traditional controllers employ a fixed gain adjustment mechanism, and their hardware architecture cannot adapt to the time-varying characteristics caused by engine performance degradation.

[0003] Existing thrust controller hardware platforms generally employ a single-channel signal processing architecture. When encountering sudden changes in operating conditions such as intake distortion, the control command generation unit is prone to processing delays due to data throughput bottlenecks. Their power drive modules often use linear amplifier circuits, which cannot meet the rapid response requirements of the actuators under highly nonlinear conditions. Furthermore, the controller housing suffers from insufficient thermal redundancy, and the performance degradation of electronic components during long-term operation in high-temperature and high-pressure environments exacerbates control parameter drift. These hardware limitations severely restrict the environmental adaptability of the thrust control system, making it difficult to guarantee the stability of engine thrust output under complex operating conditions. Utility Model Content

[0004] To address the aforementioned technical problems, this invention provides a turbojet engine thrust controller based on full-coefficient adaptive control.

[0005] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: a turbojet engine thrust controller based on full coefficient adaptive control, including a power supply voltage module, a data transmission module, a data acquisition module, a controller processing unit module, a turbojet engine control module, and a sensor component module;

[0006] The data transmission module, data acquisition module, controller processing unit module, turbojet engine control module, and sensor component module are all communicatively connected to the power supply voltage module. The data acquisition module is also communicatively connected to the controller processing unit module, turbojet engine control module, and sensor component module through the data transmission module.

[0007] Furthermore, the turbojet engine control module includes an oil pump motor drive module, a solenoid valve module, an igniter drive module, a starter motor module, and a main fuel valve module, which are communicatively connected to the data acquisition module via a data transmission module.

[0008] Furthermore, the data transmission module includes a wireless communication submodule and a wired communication submodule that are interconnected. The data acquisition module is connected to the sensor component module and the turbojet engine control module via the wired communication submodule.

[0009] Furthermore, the sensor component module includes a pressure sensor, a temperature sensor, a thermocouple, a speed sensor, a thrust sensor, and a flow sensor, which are respectively communicatively connected to the data acquisition module.

[0010] The pressure sensor is installed at the compressor outlet of the turbojet engine to measure the atmospheric pressure entering the combustion chamber of the turbojet engine; the temperature sensor is installed at the intake of the turbojet engine to measure the intake air temperature; the thermocouple is installed at the tail nozzle to measure the exhaust temperature; the speed sensor is installed at the turbine to measure the turbine speed; the thrust sensor is installed in the test bench to measure the thrust of the turbojet engine; and the flow sensor is installed at the fuel supply pipe of the turbojet engine to measure the amount of fuel entering the combustion chamber.

[0011] Furthermore, the power module includes a 12V power supply, a DC12V-DC5V sub-module, and a DC5V-DC3.3V sub-module connected in sequence.

[0012] Furthermore, the data acquisition module is an 8-channel synchronous DAQ122 data acquisition unit.

[0013] Furthermore, the controller processing unit module is an STM32F4ZGT6 main control chip.

[0014] Furthermore, the wired communication submodule is an RS232 serial port, and the wireless communication submodule is a Bluetooth wireless communication module.

[0015] This invention offers the following advantages: The turbojet engine thrust controller based on full-coefficient adaptive control provided by this invention has a reliable structure. Through the construction of a multi-channel redundant controller hardware architecture, it innovatively integrates high precision into the signal acquisition module and possesses extremely strong adaptive capabilities under different operating conditions. This allows the engine to stably output the required power under varying loads and operating conditions, and to continuously provide accurate control in extreme working environments and under different load conditions, minimizing the impact of the external environment on the engine controller's performance. Furthermore, this turbojet engine thrust controller has high integration; the designed controller program can be packaged and placed into the main control module of the corresponding control system, facilitating integration with existing engine control systems or simulation platform software and improving the overall system performance. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model;

[0017] Figure 2 This is a schematic diagram of the turbojet engine control module structure in this utility model;

[0018] Figures 1 to 2 The reference numerals in the attached figures represent: 1-Power supply voltage module, 2-Data transmission module, 3-Data acquisition module, 4-Controller processing unit module, 5-Turbojet engine control module, 50-Fuel pump motor drive module, 51-Solenoid valve module, 52-Ignition drive module, 53-Starter motor module, 54-Main fuel valve module, 20-Wireless communication submodule, 21-Wired communication submodule. Detailed Implementation

[0019] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0020] like Figures 1 to 2 As shown, a thrust controller for a turbojet engine based on full-coefficient adaptive control includes a power supply voltage module 1, a data transmission module 2, a data acquisition module 3, a controller processing unit module 4, a turbojet engine control module 5, and a sensor component module. The data transmission module 2, data acquisition module 3, controller processing unit module 4, turbojet engine control module 5, and sensor component module are all communicatively connected to the power supply voltage module 1. The data acquisition module 3 is also communicatively connected to the controller processing unit module 4, turbojet engine control module 5, and sensor component module via the data transmission module 2. The data acquisition module 3 is an 8-channel synchronous DAQ122 data acquisition unit. The controller processing unit module 4 is an STM32F4ZGT6 main control chip.

[0021] The power supply voltage module 1 includes a 12V power supply, a DC12V-DC5V sub-module, and a DC5V-DC3.3V sub-module connected in sequence. The 12V power supply is a 12V polymer lithium battery powered by an external interface. The power supply voltage module 1 adopts a stepped-down topology, where a 24V input power supply is converted into positive and negative voltage combinations via two-stage BUCK conversion modules and an LDO regulator module. The first-stage BUCK conversion module uses the LM2576 switching controller to achieve a 24V to 15V step-down conversion with a conversion efficiency ≥88%, and is equipped with overheat protection and output short-circuit protection circuits. The second-stage BUCK conversion module uses the TPS5450 synchronous rectification step-down controller to complete a secondary conversion from 15V to 5V, integrating overvoltage protection, temperature monitoring, and dynamic current limiting functions. The conversion efficiency is ≥90%; the subsequent configuration is a dual-channel LDO linear regulator unit, using the LM1117-3.3V regulator chip in parallel to convert 5V into a 3.3VA analog voltage and a 3.3VD digital voltage respectively. The two channels are isolated in the power domain through a π-type LC filter network, and the output ripple is controlled within 30mVpp; each voltage output terminal is equipped with an independent decoupling capacitor bank, and the power ground and signal ground adopt a star topology connection structure to ensure that the overall system conversion efficiency is improved by more than 12% and the electromagnetic compatibility index is better than the IEC61000-4-5 standard.

[0022] The turbojet engine control module 5 includes an oil pump motor drive module 50, a solenoid valve module 51, an igniter drive module 52, a starter motor module 53, and a main fuel valve module 54, all connected to the data acquisition module 3 via a data transmission module 2. The oil pump motor drive module 50 uses a half-bridge drive circuit to drive the MOSFETs and a TLE6240GP driver chip to drive the fuel pump motor. Voltage isolation between the drive circuit and the control chip is required to prevent damage to the control chip in case of a drive circuit failure. To reduce the complexity of the system power circuit, the solenoid valve module 51 uses 24V, 3W solenoid valves to drive the air valve and fuel valve. The solenoid valves are driven by commands from the host computer. When the solenoid valve is turned on, it provides the working medium required for engine starting. Since multiple solenoid valves need to be controlled, a solenoid valve driver chip is used to control the solenoid valves to reduce controller redundancy. Given the difference in operating power between the electric igniter and the air / fuel valves, the igniter drive module 52 needs to handle a larger operating current. Therefore, it employs an 1ED02I12 chip and an IGBT (Insulated Gate Bipolar Transistor) to control the opening and closing of the electric igniter. The starter motor module 53, during engine starting, needs to drive and control the starter actuator according to the engine's starting status, using an IRS2110 chip. This mainly includes the drive control of the engine air valve and fuel valve. The main fuel module includes an aviation kerosene tank, fuel valve, starter gas canister, fuel pump, and ignition device. The aviation kerosene tank stores aviation kerosene for use by the turbojet engine during operation; the fuel valve controls the flow of aviation kerosene; the starter gas canister stores high-pressure starter gas to drive the turbine rotation during turbojet engine startup; the starter gas valve controls the flow of starter gas; the fuel pump controls the amount of fuel injected by the turbojet engine; the starter motor drives the turbine rotation of the turbojet engine; the speed sensor collects the turbine speed signal of the turbojet engine; and the igniter controls the ignition of fuel or combustion gases.

[0023] The data transmission module 2 includes a wireless communication submodule 20 and a wired communication submodule 21 that are interconnected. The data acquisition module 3 is connected to the sensor component module and the turbojet engine control module 5 via the wired communication submodule 21. The wired communication submodule 21 is an RS232 serial port, and the wireless communication submodule 20 is a Bluetooth wireless communication module.

[0024] The sensor module includes a pressure sensor, a temperature sensor, a thermocouple, a speed sensor, a thrust sensor, and a flow sensor, all of which are communicatively connected to the data acquisition module 3. The pressure sensor is installed at the compressor outlet of the turbojet engine to measure the atmospheric pressure entering the combustion chamber. The temperature sensor is installed at the intake of the turbojet engine to measure the intake air temperature. The thermocouple is installed at the exhaust nozzle to measure the exhaust temperature. The speed sensor is installed at the turbine to measure the turbine speed. The thrust sensor is installed in the test bench to measure the thrust of the turbojet engine. The flow sensor is installed at the fuel supply pipe of the turbojet engine to measure the amount of fuel entering the combustion chamber.

[0025] The aforementioned sensor module is used to calculate the engine's real-time thrust, requiring the acquisition of real-time intake air temperature T1, intake air pressure P1, exhaust air temperature T2, exhaust air pressure T2, fuel flow rate WFM, and engine speed N1 during flight. Engine data acquisition module 3 receives data from the flow rate acquisition submodule, intake air pressure acquisition submodule, exhaust air acquisition submodule, intake air temperature acquisition submodule, exhaust air temperature acquisition submodule, and engine speed acquisition submodule. The signal acquired by the PT100 RTD is an analog signal, which is converted into a data signal recognizable by the microcontroller using an ADC (Analog-to-Digital Converter). Data acquired by measuring exhaust air temperature, intake and exhaust air pressure, and engine fuel injection quantity using armored thermocouples MAX6675, BME280 flow sensors, and LWGY flow sensors can be directly converted from analog signals to data signals by the internal chips of these sensors and sent to data acquisition module 3 via SPI serial port. The signal transmitted by the engine speed sensor is a frequency signal; the frequency capture function of a timer is used to calculate the acquired signal, and the result is transmitted to data acquisition module 3. Different connection methods are used between the display software and the control module, and between the control module and the data acquisition module 3, to ensure the accuracy of data transmission and make the acquired and transmitted data more accurate. Specifically, after this hardware device is used in the thrust calculation unit of the turbojet engine control module 5, the most accurate neural network model can be encapsulated in the calculation unit. Then, real-time parameters during startup are acquired. The data acquired and processed by the data acquisition module 3 is continuously converted into signals and then input into the core calculation unit to obtain the predicted real-time thrust. Finally, the real-time thrust is visualized and output through computer software.

[0026] In general, turbojet engine control is a closed-loop process. Its controller is a thrust controller integrating precision sensors and efficient actuators, with a control processing center at its core. This processing center controls the engine through a series of modules, including an oil pump motor drive module 50, a solenoid valve module 51, an igniter drive module 52, a starter motor module 53, and a main fuel valve module 54. The oil pump motor drive module 50 uses a half-bridge drive circuit and MOSFET technology to drive the fuel pump motor; the solenoid valve module 51 quickly switches channels to provide the working medium; the igniter drive module 52 uses IGBTs to control the igniter's on / off state; the starter motor module 53 precisely controls the actuators to start the engine; and the main fuel valve module 54 regulates fuel flow.

[0027] Specifically, when the engine is stopped, the entire thrust controller is in standby mode. When a start command is received from an external device or the start button, this command is captured by the control processing center. The control processing center then enters the start-up procedure, first activating the starter motor module 53 or the valve module to provide initial rotational power to the engine. At the same time, the igniter drive module 52 is also activated, and the igniter begins to work, providing the necessary ignition energy to the engine combustion chamber. At this point, the parameter initialization of the turbojet engine controller is completed.

[0028] As the engine starts, the control processing center continuously monitors the turbine speed. When the turbine speed reaches a preset first speed threshold, the control processing center determines that the engine has obtained sufficient thrust. At this point, it shuts off the starter motor or valve module to save energy and reduce mechanical wear. However, the igniter remains on to ensure the continuity of the combustion process.

[0029] During engine acceleration, the control processing center closely monitors changes in turbine speed. If, for any reason (such as insufficient fuel supply, poor ignition, or surge), the turbine speed unexpectedly drops below a preset second speed threshold, the control processing center will react immediately. At this time, the gas valve module will be activated to adjust the exhaust back pressure and attempt to restore turbine speed by increasing exhaust energy.

[0030] If the exhaust temperature fails to reach the preset standard within the specified time, the turbojet engine controller will report this to the turbojet engine control processing center module. The control processing center module will then dynamically adjust the turbojet engine's operating parameters based on the feedback and attempt a second ignition to try and restore normal combustion. If the second ignition also fails, the control processing center will determine that the engine cannot continue to operate safely and will immediately shut down all relevant valves and motor modules, safely stopping the engine.

[0031] Once the engine has successfully started and entered a stable operating state, the control task of the control processing center shifts to the continuous monitoring and precise control of engine parameters. High-precision sensors collect key parameters such as engine intake air temperature, exhaust air temperature, and engine speed in real time, and transmit this data to the data acquisition module 3 for processing and outputting thrust. The control module then compares the results with the preset thrust target value. If there is a deviation between the predicted result and the target value, the control module intelligently adjusts the actions of the actuators to correct the deviation.

[0032] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A thrust controller for a turbojet engine based on full-coefficient adaptive control, characterized in that, It includes a power supply voltage module (1), a data transmission module (2), a data acquisition module (3), a controller processing unit module (4), a turbojet engine control module (5), and a sensor component module; The data transmission module (2), data acquisition module (3), controller processing unit module (4), turbojet engine control module (5) and sensor component module are all connected to the power supply voltage module (1). The data acquisition module (3) is also connected to the controller processing unit module (4), turbojet engine control module (5) and sensor component module through the data transmission module (2). The turbojet engine control module (5) includes an oil pump motor drive module (50), a solenoid valve module (51), an igniter drive module (52), a starter motor module (53), and a main fuel valve module (54) that are connected to the data acquisition module (3) via a data transmission module (2).

2. The turbojet engine thrust controller based on full-coefficient adaptive control according to claim 1, characterized in that, The data transmission module (2) includes a wireless communication submodule (20) and a wired communication submodule (21) that are interconnected. The data acquisition module (3) is connected to the sensor component module and the turbojet engine control module (5) through the wired communication submodule (21).

3. The turbojet engine thrust controller based on full-coefficient adaptive control according to claim 1, characterized in that, The sensor assembly module includes a pressure sensor, a temperature sensor, a thermocouple, a speed sensor, a thrust sensor, and a flow sensor, which are respectively connected to the data acquisition module (3) in communication. The pressure sensor is installed at the compressor outlet of the turbojet engine to measure the atmospheric pressure entering the combustion chamber of the turbojet engine; the temperature sensor is installed at the intake of the turbojet engine to measure the intake air temperature; the thermocouple is installed at the tail nozzle to measure the exhaust temperature; the speed sensor is installed at the turbine to measure the turbine speed; the thrust sensor is installed in the test bench to measure the thrust of the turbojet engine; and the flow sensor is installed at the fuel supply pipe of the turbojet engine to measure the amount of fuel entering the combustion chamber.

4. The turbojet engine thrust controller based on full-coefficient adaptive control according to claim 1, characterized in that, The power supply voltage module (1) includes a 12V power supply, a DC12V-DC5V sub-module and a DC5V-DC3.3V sub-module connected in sequence.

5. The turbojet engine thrust controller based on full-coefficient adaptive control according to claim 1, characterized in that, The data acquisition module (3) is an 8-channel synchronous DAQ122 data acquisition unit.

6. The turbojet engine thrust controller based on full-coefficient adaptive control according to claim 1, characterized in that, The controller processing unit module (4) is an STM32F4ZGT6 main control chip.

7. The turbojet engine thrust controller based on full-coefficient adaptive control according to claim 2, characterized in that, The wired communication submodule (21) is an RS232 serial port, and the wireless communication submodule (20) is a Bluetooth wireless communication module.

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