CN110850788A - Multi-electric distributed control system architecture for aircraft engine - Google Patents
Multi-electric distributed control system architecture for aircraft engine Download PDFInfo
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Abstract
The invention relates to a control system architecture, in particular to a multi-electric distributed control system architecture for an aero-engine, and belongs to the technical field of aero-engine control systems. According to the technical scheme provided by the invention, the multi-electric distributed control system architecture for the aircraft engine comprises a central controller node, a data concentrator node and a servo control node, wherein the data concentrator node and the servo control node are connected with the central controller node through a time-triggered high-speed bus, and the servo control node is in communication connection with a multi-electric fuel oil and an actuating node through a universal low-speed bus. The invention can realize multi-electrification driving, framework distribution and design modularization of the control system, thereby achieving the aims of cable weight reduction, performance improvement and cost reduction.
Description
Technical Field
The invention relates to a control system architecture, in particular to a multi-electric distributed control system architecture for an aero-engine, and belongs to the technical field of aero-engine control systems.
Background
The current dual-channel Full Authority Digital electronic control system (FADEC) is a control system with a mechanical hydraulic transmission and a centralized architecture, and an electronic Controller (EEC) is connected with a sensor and an actuating mechanism through a simulated point-to-point wiring harness. The sensor data acquisition, signal processing conversion and control law calculation are all carried out in an electronic controller, and the execution of action instructions is realized through various electric and liquid servo mechanisms.
With the increasing demand of people on aero-engines, the engine control system increasingly faces the challenges of weight reduction, performance improvement and cost saving, and the centralized control structure also becomes an important factor limiting the technical development. The current centralized engine control system limiting factors include the following:
1) the wire harness is more, the weight is reduced difficultly: with the development of engine control technology and the improvement of health management technology, the number of control variables and sensors is increasing. Because of the sensors and actuators distributed at different locations on the engine and the redundancy of hardware, this "point-to-point" connection makes the weight of the wiring harness about 15% -30% of the total weight of the system; the space available for threading on the engine is limited, and numerous wiring harnesses also easily bring potential safety hazards.
2) EEC heavy load, large volume, complex interface: in a centralized control architecture, approximately 50% of the EEC is used to process analog signals, occupying processor resources of the controller. As control algorithms become more complex and the requirements for fault tolerant control increase, the workload on the controller increases. At the same time, the EEC increases in volume and weight due to cooling and vibration damping considerations. Different sensors correspond to specific signal processing circuits, so that the interface design of the EEC becomes complicated and faults are easy to occur.
3) And system upgrading difficulty: at present, the rapid development of digital electronic technology, new sensors and micro-electromechanical systems are in a wide range, and once the integrated control architecture EEC is designed and formed, components are difficult to change, replace and upgrade.
4) Development difficulty and high cost: the centralized engine control system is a highly customized system that is specialized for long-term development and experimental validation. The development cost of the current centralized control system accounts for 15% -20% of the total cost of the aircraft engine.
5) The traditional FADEC control system control component has the bottlenecks of coupling of pump rotating speed and engine rotating speed, coupling of fuel and an actuating mechanism control loop, low energy utilization rate, poor high temperature resistance, poor pollution resistance, high full life cycle cost and the like.
Meanwhile, multivariate control, active control and advanced health management technologies based on model control and diagnosis have become the development trend of advanced control technologies in the future. Current centralized control architectures are hardly adaptable to active control up to the upper khz bandwidth. Therefore, a new engine control system architecture needs to be designed to meet the requirements of future engines on the control system.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a multi-electric distributed control system framework for an aeroengine, which can realize multi-electrification driving, framework distribution and design modularization of the control system, thereby achieving the aims of cable weight reduction, performance improvement and cost reduction.
According to the technical scheme provided by the invention, the multi-electric distributed control system architecture for the aircraft engine comprises a central controller node, a data concentrator node and a servo control node, wherein the data concentrator node and the servo control node are connected with the central controller node through a time-triggered high-speed bus, and the servo control node is in communication connection with a multi-electric fuel oil and an actuating node through a universal low-speed bus.
The time-triggered high-speed bus comprises a TTP/C bus, and the universal low-speed bus comprises a CAN bus.
The servo control node comprises a compressor control node, a main fuel control node, a boosting fuel control node and a nozzle control node, the compressor control node, the main fuel control node, the boosting fuel control node and the nozzle control node are electrically connected with a required sensor and an actuating mechanism, and the multi-electric fuel and the actuating node are in communication connection with the compressor control node, the main fuel control node, the boosting fuel control node and/or the nozzle control node through a general low-speed bus.
The central controller node comprises two control node channels which are mutually redundant, each control node channel comprises a control node high-speed bus communication module, a control node power supply conversion module, a control node calculation control module and an avionic ground detection communication module, the control node high-speed bus communication module is connected with a time-triggered high-speed bus, the control node power supply conversion module is used for providing a working power supply, the control node calculation control module is connected with the control node high-speed bus communication module, the avionic ground detection communication module is connected with the control node calculation control module, and redundant management is achieved between the two control node channels through CCDL communication of the control node calculation control.
The data concentrator node comprises two data concentrator node channels which are mutually redundant, the data concentrator node channels comprise a data concentrator node signal processing and converting module for connecting a sensor, a signal diagnosis redundancy management module connected with the data concentrator node signal processing and converting module, a data concentrator high-speed bus communication module connected with the signal diagnosis redundancy management module and a data concentrator power supply converting module for providing a working power supply required by the data concentrator node, the signal diagnosis redundancy management module can be connected with a time-triggered high-speed bus in a matching mode through the data concentrator high-speed bus communication module, and redundancy management is achieved between the two data concentrator node channels through CCDL communication of the signal diagnosis redundancy management module.
The servo control node comprises two mutually redundant servo control node channels, wherein each servo control node channel comprises a servo control signal processing and converting module for connecting a sensor, a servo control computing control module connected with the servo control signal processing and converting module, a servo control high-speed bus communication module connected with the servo control computing control module, a servo control output driving module connected with the servo control computing control module, a servo control low-speed bus interface connected with the servo control computing control module and a servo control power supply converting module for providing a working power supply;
the servo control calculation control module can be in adaptive connection with the time-triggered high-speed bus through a servo control high-speed bus communication module, can be electrically connected with the actuating mechanism through a servo control output driving module, and can be electrically connected with the multi-electric fuel oil and the actuating node through a servo control low-speed bus interface and a universal low-speed bus; the two servo control node channels realize redundancy management through CCDL communication of the servo control calculation control module.
Many fuel oil and actuating node include that two are each other redundant to actuate the node passageway, actuate the node passageway including be used for connecting the sensor actuate node signal processing conversion module, with actuate node signal processing conversion module connection actuate node calculation control module, with actuate the low-speed bus communication module that node calculation control module connects and with actuate node calculation control module connection actuate node output drive module, output drive module is connected with the engine through actuating the part, actuate node calculation control module and pass through low-speed bus communication module and general low-speed bus connection, two actuate the node passageway and realize redundant management through the CCDL communication that actuates node calculation control module.
The invention has the advantages that:
1) A/D (D/A) conversion and signal processing functions in the existing central controller node are distributed to the data concentrator and the servo control node, so that the local fault detection capability and the health management level of each node are improved, the complexity and the calculation burden of the central controller node are simplified, and more advanced control and diagnosis can be realized.
2) The multi-fuel oil and the actuating node replace the conventional fuel oil actuating system, so that the system coupling is reduced, the anti-pollution capacity of the system is improved, and the maintenance guarantee is improved. The executing mechanism realizes the local closed-loop function through multiple electric fuel oil and actuating nodes, and provides a foundation for realizing the future high-bandwidth active control.
3) And the digital serial bus in the multi-electric distributed control system replaces point-to-point simulation wire harness connection in the traditional centralized control system, so that the wire harness connection is simplified, and the weight of the system is reduced.
4) And the standardized bus interface realizes the modularization of the system, simplifies the design, test and integration of the distributed system, is convenient for the maintenance, upgrade and expansion of the system and reduces the cost of the whole life cycle.
5) And the main network of the control node adopts high-speed bus communication based on a time trigger protocol, for example, a TTP/C bus adopts a time division multiplexing access mode and node signal transmission is planned according to time slots. The data transmission is predictable, and the protocol has a fault-tolerant redundancy management function, so that the reliability of the data stream is improved.
6) The sub-networks of the multi-electric fuel oil and the actuating nodes adopt mature general low-speed bus interfaces, such as CAN buses, so that the bus bandwidth utilization rate is improved, and the system cost is reduced. The low-speed bus hardware has lower requirements on the working environment, and the execution mechanism can adopt a control perception integrated design, thereby being convenient for the integration of a multi-supplier system.
Drawings
Fig. 1 is a schematic diagram of the overall architecture of the multi-electric distributed control system of the present invention.
FIG. 2 is a schematic diagram of a central controller node according to the present invention.
Fig. 3 is a schematic diagram of a data concentrator node according to the present invention.
FIG. 4 is a diagram of a servo control node according to the present invention.
FIG. 5 is a schematic diagram of a multi-fuel and actuation node according to the present invention.
Description of reference numerals: 1-central controller node, 2-data concentrator node, 3-servo control node, 4-sensor, 5-actuator, 6-time trigger high speed bus, 7-universal low speed bus, 8-multi-electric fuel oil and actuating node, 9-airplane ground inspection equipment, 10-compressor control node, 11-boost fuel oil control node, 12-nozzle control node, 13-control node channel, 14-avionic ground inspection communication module, 15-control node high speed bus communication module, 16-control node power conversion module, 17-control node calculation control module, 18-signal diagnosis redundancy management module, 20-data concentration power conversion module, 21-data concentration high speed bus communication module, 22-signal diagnosis redundancy management module, 22-servo control node, 23-servo control node channel, 24-servo control signal processing and converting module, 25-servo control power supply converting module, 26-servo control high-speed bus communication module, 27-servo control calculation control module, 28-servo control low-speed bus interface, 29-actuating node channel, 30-actuating node signal processing and converting module, 31-actuating node power supply converting module, 32-low-speed bus communication module, 33-actuating node calculation control module, 34-actuating node output driving module, 35-actuating part, 36-engine, 37-main fuel control node and 38-servo control output driving module.
Detailed Description
The invention is further illustrated by the following specific figures and examples.
As shown in fig. 1: in order to realize multi-electrification driving, framework distribution and design modularization of a control system, and achieve the aims of cable weight reduction, performance improvement and cost reduction, the multi-electrification type multi-power-supply cable control system comprises a central controller node 1, a data concentrator node 2 and a servo control node 3, wherein the data concentrator node 2 and the servo control node 3 are connected with the central controller node 1 through a time-triggered high-speed bus 6, and the servo control node 3 is in communication connection with a multi-electric fuel oil and actuating node 8 through a general low-speed bus 7.
Specifically, the central controller node 1 can be interconnected with the data concentrator node 2 and the servo control node 3 through the time-triggered high-speed bus 6, and can realize interconnection of the multi-electric fuel oil and the actuating node 8 with the servo control node 3 through the universal low-speed bus 7, so that information transmission among system architectures can be realized. In the embodiment of the present invention, the time-triggered high-speed bus 6 includes a TTP/C bus, and the general low-speed bus 7 includes a CAN bus. Of course, in specific implementation, the time-triggered high-speed bus 6 and the general low-speed bus 7 may also adopt other bus forms, and may be specifically selected according to needs, and a specific selection process is well known to those skilled in the art and will not be described herein again. The central controller node 1 realizes the functions of calculation of control rules, health management, communication with avionics and ground detection devices and the like, namely the central controller node 1 can be connected with the airplane ground detection equipment 9. The specific type of the ground detection device 9 may be a conventional one, and the specific matching form between the ground detection device 9 and the central controller node 1 is well known to those skilled in the art, and will not be described herein again.
Furthermore, the servo control node 3 comprises a compressor control node 10, a main fuel control node 37, an afterburning fuel control node 11 and a nozzle control node 12, the compressor control node 10, the main fuel control node 37, the afterburning fuel control node 11 and the nozzle control node 12 are electrically connected with a required sensor 4 and an actuating mechanism 5, and the multi-electric fuel and actuating node 8 is in communication connection with the compressor control node 10, the main fuel control node 37, the afterburning fuel control node 11 and/or the nozzle control node 12 through a general low-speed bus 7.
In the embodiment of the invention, the servo control node 3 receives an instruction from the central controller node 1 through the time-triggered high-speed bus 6, acquires servo control related signals, processes and converts the signals, and sends a control instruction to the multi-electric fuel oil and actuating node 8 through closed-loop calculation to realize a local servo control function. The servo control node 3 has a fault diagnosis and redundancy management function.
The servo control node 3 comprises a compressor control node 10, a main fuel control node 37, an afterburning fuel control node 11 and a nozzle control node 12, and the functions of the nodes are described as follows:
the compressor (LPC) control node 10 mainly realizes the servo control function of the angle of a compressor blade and the opening EMA of an air bleeding valve, and the output of switching values such as a mode conversion switch. The Main Fuel (MF) control node 37 essentially performs the fuel servo control functions of the electric booster pump and the main electric fuel pump, as well as the switching values such as the ignition signal, the output of the parking solenoid valve. The boost fuel (AF) control node 11 mainly realizes the servo control functions of a boost electric fuel pump and a three-way boost fuel main pipe, and the switching value such as boost connection and the output of a jet ignition solenoid valve. The orifice (A8) control node 12 primarily performs the servo control functions of the orifice area and vector deflection EHA. The specific functions and functions of the compressor control node 10, the main fuel control node 37, the boost fuel control node 11 and the nozzle control node 12 are the same as those of the prior art, and the specific working principles and the like are well known to those skilled in the art and are not described herein again.
As shown in fig. 2, the central controller node 1 includes two redundant control node channels 13, the control node channels 13 include a control node high-speed bus communication module 15 for connecting with the time-triggered high-speed bus 6, a control node power conversion module 16 for providing a working power supply, a control node calculation control module 17 connected with the control node high-speed bus communication module 15, and an avionic inspection communication module 14 connected with the control node calculation control module 17, and redundancy management is implemented between the two control node channels 13 through ccdl (cross Channel Data link) communication of the control node calculation control module 17.
In the embodiment of the present invention, the type of the control node high-speed bus communication module 15 is adapted to the type of the time-triggered high-speed bus 6, so that the control node calculation control module 17 can be adapted to the time-triggered high-speed bus 6 through the control node high-speed bus communication module 15. The control node calculation control module 17 may adopt the existing commonly used calculation control form, for example, a micro-processing chip such as a single chip microcomputer and an FPGA is adopted, and the specific type may be selected according to the actual need, which is not described herein again. The two control node channels 13 adopt the same structural form, the control node power supply conversion module 16 can provide working power supply required by the whole central controller node 1, and the control node calculation control module 17 can be in adaptive connection with the airplane ground inspection equipment 9 through the avionic ground inspection communication module 14.
As shown in fig. 3, the data concentrator node 2 includes two data concentrator node channels 18 that are redundant to each other, the data concentrator node channel 18 includes a data concentrator node signal processing and converting module 19 for connecting the sensor 4, a signal diagnosis redundancy management module 22 connected to the data concentrator node signal processing and converting module 19, a data concentrator high-speed bus communication module 21 connected to the signal diagnosis redundancy management module 22, and a data concentrator power supply converting module 20 for providing a working power supply required by the data concentrator node 2, the signal diagnosis redundancy management module 22 can be connected to the time-triggered high-speed bus 6 in a matching manner through the data concentrator high-speed bus communication module 21, and the two data concentrator node channels 18 implement redundancy management through CCDL communication of the signal diagnosis redundancy management module 19.
In the embodiment of the invention, the data concentrator node 2 realizes the functions of signal acquisition, processing and conversion, acquires analog quantity, frequency quantity and discrete quantity signals from an engine, performs conditioning, filtering and other processing, converts the signals into digital signals, sends the digital signals to the time-triggered high-speed bus 6, and provides excitation power for the sensor 4 needing excitation. The two data concentration node channels 18 have the same structural form, the data concentration node signal processing and converting module 19, the signal diagnosis redundancy management module 22, the data concentration high-speed bus communication module 21 and the data concentration power supply converting module 20 can all adopt the existing common form, and the specific working principle and process are well known to those skilled in the art, and are not described herein again.
As shown in fig. 4, the servo control node 3 includes two redundant servo control node channels 23, where the servo control node channel 23 includes a servo control signal processing and converting module 24 for connecting the sensor 4, a servo control computing and controlling module 27 connected to the servo control signal processing and converting module 24, a servo control high-speed bus communication module 26 connected to the servo control computing and controlling module 27, a servo control output driving module 38 connected to the servo control computing and controlling module 27, a servo control low-speed bus interface 28 connected to the servo control computing and controlling module 27, and a servo control power converting module 25 for providing a working power;
the servo control calculation control module 27 can be in adaptive connection with the time-triggered high-speed bus 6 through the servo control high-speed bus communication module 26, the servo control calculation control module 27 can be electrically connected with the executing mechanism 5 through the servo control output driving module 38, and the servo control calculation control module 27 can be electrically connected with the multi-electric fuel oil and the actuating node 8 through the servo control low-speed bus interface 28 and the universal low-speed bus 7; the two servo control node channels 23 implement redundancy management through CCDL communication of the servo control computation control module 27.
In the embodiment of the present invention, the two servo control node channels 23 have completely the same structural form, and when the servo control node 3 is the compressor control node 10, the main fuel control node 37, the boost fuel control node 11, or the nozzle control node 12, the compressor control node 10, the main fuel control node 37, the boost fuel control node 11, or the nozzle control node 12 adopts the completely same architecture, and the adaptive adjustment is performed according to the specific function, which is known to those skilled in the art and will not be described herein again.
As shown in fig. 5, the multi-electric fuel oil and actuation node 8 includes two actuation node channels 29 which are redundant with each other, the actuation node channels 29 include an actuation node signal processing and converting module 30 for connecting the sensor 4, an actuation node calculation control module 33 connected with the actuation node signal processing and converting module 30, a low-speed bus communication module 32 connected with the actuation node calculation control module 33, and an actuation node output driving module 34 connected with the actuation node calculation control module 33, the actuation node output driving module 34 is connected with the engine 36 through an actuation member 35, the actuation node calculation control module 33 is connected with the general low-speed bus 7 through the low-speed bus communication module 32, and the two actuation node channels 29 implement redundancy management through CCDL communication of the actuation node calculation control module 33.
In the embodiment of the invention, the multi-electric fuel oil and actuating node 8 adopts a control sensing integrated design, receives an instruction from the servo control node 3 through the universal low-speed bus 7, and mainly realizes the motor rotating speed and actuating related control of multi-electric mechanisms such as an electric fuel pump, an EMA (Electro-mechanical actuator), an EHA (Electro-hydraulic actuator) and the like. Certainly, the system further includes an actuation node power conversion module 31 for providing power, an actuation node signal processing and conversion module 30, a low-speed bus communication module 32, an actuation node calculation and control module 33, an actuation node output driving module 34, an actuation part 35 and an engine 36, which all may adopt a form commonly used in the art, and the specific coordination and working process are well known to those skilled in the art and are not described herein again.
In specific implementation, the sensor 4 is divided into a plurality of types according to signal types, for example, a thermocouple and a thermal resistor are generally used for temperature signals, and a piezoresistive type is generally used for pressure signals. The actuator 5 is generally an electromagnetic valve for switching value output, an electro-hydraulic servo valve for analog value output and the like. The analog output adopts a multi-electric actuator, such as an electric actuator, an electro-hydrostatic actuator and the like, and can be selected according to actual needs, which is not described herein again.
Claims (7)
1. A multi-electric distributed control system architecture for an aircraft engine is characterized in that: the multi-power-supply actuating node comprises a central controller node (1), a data concentrator node (2) and a servo control node (3), wherein the data concentrator node and the servo control node are connected with the central controller node (1) through a time-triggered high-speed bus (6), and the servo control node (3) is in communication connection with a multi-power-supply fuel oil and actuating node (8.
2. The architecture of claim 1, wherein: the time-triggered high-speed bus (6) comprises a TTP/C bus, and the universal low-speed bus (7) comprises a CAN bus.
3. The architecture of claim 1, wherein: the servo control node (3) comprises a gas compressor control node (10), a main fuel oil control node (37), a boosting fuel oil control node (11) and a nozzle control node (12), the gas compressor control node (10), the main fuel oil control node (37), the boosting fuel oil control node (11) and the nozzle control node (12) are electrically connected with a required sensor (4) and an actuating mechanism (5), and the multi-electric fuel oil and the actuating node (8) are in communication connection with the gas compressor control node (10), the main fuel oil control node (37), the boosting fuel oil control node (11) and/or the nozzle control node (12) through a universal low-speed bus (7).
4. A multi-electrical distributed control system architecture for an aircraft engine according to claim 1, 2 or 3, characterized in that: the central controller node (1) comprises two control node channels (13) which are redundant with each other, each control node channel (13) comprises a control node high-speed bus communication module (15) connected with a time-triggered high-speed bus (6), a control node power conversion module (16) used for providing a working power supply, a control node calculation control module (17) connected with the control node high-speed bus communication module (15) and an avionic detection communication module (14) connected with the control node calculation control module (17), and redundancy management is achieved through CCDL communication of the control node calculation control module (17) between the two control node channels (13).
5. The architecture of claim 3 for a multi-electrical distributed control system for an aircraft engine, wherein: the data concentrator node (2) comprises two mutually redundant data concentrator node channels (18), the data concentration node channel (18) comprises a data concentration node signal processing and converting module (19) used for being connected with a sensor (4), a signal diagnosis redundancy management module (22) connected with the data concentration node signal processing and converting module (19), a data concentration high-speed bus communication module (21) connected with the signal diagnosis redundancy management module (22) and a data concentration power supply converting module (20) used for providing a working power supply required by the data concentrator node (2), the signal diagnosis redundancy management module (22) can be connected with the time-triggered high-speed bus (6) in a matching mode through the data concentration high-speed bus communication module (21), and redundancy management is achieved between the two data concentration node channels (18) through CCDL communication of the signal diagnosis redundancy management module (19).
6. The architecture of claim 3 for a multi-electrical distributed control system for an aircraft engine, wherein: the servo control node (3) comprises two redundant servo control node channels (23), wherein each servo control node channel (23) comprises a servo control signal processing and converting module (24) used for connecting a sensor (4), a servo control computing control module (27) connected with the servo control signal processing and converting module (24), a servo control high-speed bus communication module (26) connected with the servo control computing control module (27), a servo control output driving module (38) connected with the servo control computing control module (27), a servo control low-speed bus interface (28) connected with the servo control computing control module (27) and a servo control power supply converting module (25) used for providing a working power supply;
the servo control calculation control module (27) can be in adaptive connection with the time-triggered high-speed bus (6) through a servo control high-speed bus communication module (26), the servo control calculation control module (27) can be electrically connected with the execution mechanism (5) through a servo control output driving module (38), and the servo control calculation control module (27) can be electrically connected with the multi-electric fuel oil and the actuating node (8) through a servo control low-speed bus interface (28) and a universal low-speed bus (7); the two servo control node channels (23) realize redundancy management through CCDL communication of the servo control computing control module (27).
7. The architecture of claim 3 for a multi-electrical distributed control system for an aircraft engine, wherein: the multi-electric fuel oil and the actuating node (8) comprise two mutually redundant actuating node channels (29), the actuating node channel (29) comprises an actuating node signal processing and converting module (30) connected with the sensor (4), an actuating node computing and controlling module (33) connected with the actuating node signal processing and converting module (30), a low-speed bus communication module (32) connected with the actuating node computing and controlling module (33) and an actuating node output driving module (34) connected with the actuating node computing and controlling module (33), the actuating node output driving module (34) is connected with an engine (36) through an actuating part (35), the actuating node calculation control module (33) is connected with the universal low-speed bus (7) through a low-speed bus communication module (32), and the two actuating node channels (29) realize redundancy management through CCDL communication of the actuating node calculation control module (33).
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| CN113759727A (en) * | 2021-09-30 | 2021-12-07 | 中国航发控制系统研究所 | Comprehensive optimization design method for multiple variable controllers of aircraft engine |
| CN114718737A (en) * | 2022-04-11 | 2022-07-08 | 中国航发控制系统研究所 | Open-loop control method for flow of electric fuel pump |
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| CN113759727B (en) * | 2021-09-30 | 2023-08-29 | 中国航发控制系统研究所 | Comprehensive optimization design method for multi-variable controller of aero-engine |
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