CN111237062A - System and method for realizing automatic takeoff thrust control function of engine - Google Patents
System and method for realizing automatic takeoff thrust control function of engine Download PDFInfo
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- CN111237062A CN111237062A CN202010050362.7A CN202010050362A CN111237062A CN 111237062 A CN111237062 A CN 111237062A CN 202010050362 A CN202010050362 A CN 202010050362A CN 111237062 A CN111237062 A CN 111237062A
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- 238000013459 approach Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 7
- 238000002955 isolation Methods 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000011161 development Methods 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2270/00—Control
- F05D2270/01—Purpose of the control system
- F05D2270/05—Purpose of the control system to affect the output of the engine
- F05D2270/051—Thrust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2270/00—Control
- F05D2270/01—Purpose of the control system
- F05D2270/09—Purpose of the control system to cope with emergencies
- F05D2270/093—Purpose of the control system to cope with emergencies of one engine in a multi-engine system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2270/00—Control
- F05D2270/01—Purpose of the control system
- F05D2270/13—Purpose of the control system to control two or more engines simultaneously
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2270/00—Control
- F05D2270/30—Control parameters, e.g. input parameters
- F05D2270/304—Spool rotational speed
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention relates to a system for realizing the automatic takeoff thrust control function of an engine, which comprises: the system comprises a first engine FADEC, a second engine FADEC and an avionic system electrically connected to the first engine FADEC and the second engine FADEC, wherein the first engine FADEC and the second engine FADEC respectively send ATTCS trigger input values to the avionic system, the avionic system carries out ATTCS trigger logic judgment based on the ATTCS trigger input values to trigger ATTCS, and sends an instruction for adjusting engine thrust to the first engine FADEC or the second engine FADEC. The invention also relates to a method for realizing the automatic takeoff thrust control function of the engine, which comprises the following steps: the FADEC sends ATTCS trigger input values of the aircraft to an avionics system of the aircraft; exchanging ATTCS trigger input values sent by the FADEC in the avionic system; the avionics system judges whether an ATTCS function is triggered; the avionic system sends the judgment result to the FADEC; FADEC controls whether thrust is increased.
Description
Technical Field
The invention belongs to the field of control of aero-engines, and relates to a system and a method for realizing an Automatic takeoff Thrust control function of an engine, which are used for automatically increasing the Thrust of another engine when one engine fails in a takeoff or re-flight stage of an aircraft, and are suitable for the aircraft with an Automatic Take-off Thrust control system (ATTCS).
Background
The ATTCS is a control system which is equipped on an aircraft and is used for automatically increasing the thrust of a working engine when any engine fails, and the aim is to automatically increase the thrust when the engine fails or the data of another engine fails in the takeoff and missed flight phases of the aircraft so as to meet the thrust requirements of missed flight and takeoff.
For a twin aircraft, the conventional implementation method is that Engine Full Authority Digital Engine controllers (hereinafter abbreviated as FADECs) of two engines directly communicate with each other (as shown in fig. 1), and each Engine FADEC determines whether to trigger the ATTCS function according to a received signal of another Engine. Each FADEC includes A, B two channels, which are redundant to each other, and when the engine works normally, one channel is a main control channel and the other channel is a backup channel. Both channels of each FADEC send signals to both channels of the other FADEC over the bus. In the stage of taking off or re-flying, when the FADEC judges that the engine on the other side is invalid and is not enough to support continuous taking off or re-flying, the ATTCS function is automatically triggered to improve the thrust of the local engine.
The problems existing in the prior art are as follows: two engines FADEC are directly connected with each other, and the isolation is not high; due to the integration of the ATTCS trigger logic in the FADEC, aircraft manufacturers lack design autonomy; for the mature FADEC which does not have ATTCS function originally, an interface for mutual communication between the FADECs is not provided, if the FADEC is applied to a novel aircraft with ATTCS function, FADEC hardware needs to be changed, and the development period is prolonged and the cost is increased.
In order to overcome the defects of the prior art, a new system and a method for realizing the automatic takeoff thrust control function of the engine are needed.
Disclosure of Invention
According to one aspect of the invention, a system for realizing the automatic takeoff thrust control function of an engine is provided, and the system comprises: a first engine FADEC, a second engine FADEC, an avionics system electrically connected to the first engine FADEC and the second engine FADEC,
wherein the first engine FADEC receives a first ATTCS trigger input value, the second engine FADEC receives a second ATTCS trigger input value, and the first engine FADEC and the second engine FADEC send the received first ATTCS trigger input value and the second ATTCS trigger input value to the avionic system, and the avionic system can judge according to a preset ATTCS trigger logic based on the first ATTCS trigger input value and the second ATTCS trigger input value to trigger ATTCS and send an instruction for adjusting engine thrust to the first engine FADEC or the second engine FADEC.
According to an embodiment of the present invention, the first ATTCS trigger input value comprises a first engine throttle lever angle value and a first engine N1 speed value, and the second ATTCS trigger input value comprises a second engine throttle lever angle value and a second engine N1 speed value,
wherein the first engine Throttle Lever Angle value is a first engine Throttle Lever Angle (TLA) of a first engine of the aircraft sensed by a first Throttle Lever Angle sensor, the first engine Throttle Lever of the first engine being movable between: IDLE location, TO/GA location, and MAX location,
wherein the first engine N1 speed value is the N1 speed of the first engine of the aircraft as sensed by the first N1 speed sensor,
wherein the second engine throttle lever angle value is a second engine throttle lever angle of a second engine of the aircraft sensed by a second throttle lever angle sensor, the second engine throttle lever of the second engine being movable between: IDLE location, TO/GA location, and MAX location,
wherein the second engine N1 speed value is the N1 speed of the second engine of the aircraft as sensed by the second N1 speed sensor.
According to the invention, the avionics system triggers ATTCS when at least one of the following conditions occurs:
a) the aircraft is in a take-off or a missed approach mode;
and an engine throttle lever of one of the first and second engines is in the TO/GA position;
and the absolute value of the difference in the N1 speeds of the first and second engines is greater than 10% -30%, preferably greater than 16%, or the engine speed of the other of the first and second engines is lost or ineffective,
b) the aircraft is in a flexible takeoff mode;
and one of the first and second engines has an engine throttle lever angle greater than 40 ° -60 °, preferably 50 °;
and the absolute value of the difference in the N1 speeds of the first and second engines is greater than 10% -30%, preferably greater than 16%, or the engine speed of the other of the first and second engines is lost or ineffective,
c) the aircraft is in a takeoff or missed approach mode, or a flexible takeoff mode;
and the throttle lever of one of the first and second engines is in the MAX position.
According to another aspect of the invention, a method for realizing the automatic takeoff thrust control function of the engine is further provided, and the method can comprise the following steps:
step 1: the first engine FADEC and the second engine FADEC of the aircraft respectively transmit ATTCS trigger input values of the aircraft to an avionics system of the aircraft, such as: throttle lever angle value and N1 speed value signals;
step 2: the ATTCS trigger input values sent by the first engine FADEC and the second engine FADEC are exchanged inside the avionic system;
and 3, step 3: the avionics system judges whether an ATTCS function is triggered or not according to the ATTCS trigger input value;
and 4, step 4: the avionic system sends ATTCS commands to the first engine FADEC or the second engine FADEC respectively;
and 5, step 5: the first engine FADEC or the second engine FADEC respectively controls the first engine or the second engine of the aircraft to increase the thrust according to the received ATTCS command.
Therefore, the system and the method for realizing the automatic takeoff thrust control function of the engine have the advantages that:
1) FADECs of two engines are not directly communicated with each other, and the requirements of CCAR25.903(b)/FAR25.903(b) on mutual isolation of the engines are directly met;
2) the trigger logic of ATTCS is integrated in the avionics system of the aircraft, so that the aircraft manufacturer is given more design autonomy;
3) for the FADEC which does not have the ATTCS function originally, if the FADEC is installed on an aircraft which needs to have the ATTCS function, hardware modification is not needed, the research and development period is shortened, and the cost is reduced.
Thus, the present invention overcomes the deficiencies of the prior art and achieves the objects of the present invention.
Drawings
For further explanation of the system and method for implementing the thrust control function for automatic takeoff of an engine according to the present invention, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments, in which:
FIG. 1 is a schematic diagram showing a prior art system implementing an engine auto-takeoff thrust control function;
FIG. 2 is a schematic diagram of a system implementing an engine auto-takeoff thrust control function according to one embodiment of the present disclosure;
FIG. 3 is a schematic diagram of a system implementing an engine auto-takeoff thrust control function according to another embodiment of the present disclosure;
FIG. 4 is a flow chart of a method of implementing an engine auto-takeoff thrust control function according to the present disclosure;
FIG. 5 illustrates a schematic logic diagram for implementing the first engine ATTCS trigger in accordance with the present invention; and
FIG. 6 illustrates a schematic logic diagram for implementing the ATTCS triggering of the second engine in accordance with the present invention.
Detailed Description
The system and method for implementing the automatic takeoff thrust control function of the engine according to the present invention will be described in detail with reference to the accompanying drawings, wherein like elements are denoted by like reference numerals.
Referring to fig. 2 and 3, a system for implementing an automatic engine takeoff thrust control function according to the present invention may include: the system comprises a first engine, a second engine, a first engine FADEC 10, a second engine FADEC 20, an avionics system 30 electrically connected to the first engine FADEC and the second engine FADEC, a first engine throttle lever, a second engine throttle lever, a first throttle lever angle sensor, a second throttle lever angle sensor, a first N1 rotational speed sensor, and a second N1 rotational speed sensor.
The components described above are known in the prior art and are mounted on an aircraft in a known manner, and therefore, for the sake of brevity, the present invention does not show their structure and connections in detail.
Wherein the first engine throttle lever and the second engine throttle lever are each movable between: IDLE location, TO/GA location, and MAX location. The IDLE position is a slow parking space, the TO/GA position is a takeoff/fly-back position, and the MAX position is a maximum thrust position (gear).
Wherein the first throttle lever angle sensor is configured to sense a first engine Throttle Lever Angle (TLA) and transmit a sensed first engine throttle lever angle value 11 to the first engine FADEC 10; and a first N1 speed sensor is used to sense the first engine N1 speed and send the sensed first engine N1 speed value 12 to the first engine FADEC 10.
Wherein the second throttle lever angle sensor is configured to sense a second engine throttle lever angle and send a sensed second engine throttle lever angle value 21 to the second engine FADEC 20; and a second N1 speed sensor is used to sense a second engine N1 speed and send the sensed second engine N1 speed value 22 to the second engine FADEC 20.
The first engine FADEC 10 sends a first ATTCS trigger input value including a first engine throttle lever angle value 11 and a first engine N1 speed value 12 to the avionics system 30, while the second engine FADEC 20 sends a second ATTCS trigger input value including a second engine throttle lever angle value 21 and a second engine N1 speed value 22 to the avionics system 30, the avionics system 30 being capable of making ATTCS trigger logic decisions based on the ATTCS trigger input values to trigger ATTCS and send instructions to the first engine FADEC 10 or the second engine FADEC 20 to adjust engine thrust, and the first engine FADEC 10 or the second engine FADEC 20 then adjusting the thrust of the first engine or the second engine.
It should be understood that while various embodiments of the present invention show ATTCS trigger inputs as the engine throttle angle value and the engine N1 speed value, the present invention is not so limited and encompasses any other flight signal/parameter that can be used to determine that an abnormality has occurred in one of the engines, such as a corresponding signal/parameter from an engine vibration sensor, gyroscope/level, smoke sensor or warning device on the aircraft, etc.
Likewise, although various embodiments of the present invention show examples having two engines, the present invention is equally applicable to aircraft having more than two engines, such as four or six engines.
According to an embodiment of the present invention, each engine FADEC may include A, B two channels, where the two channels are redundant to each other, and when the engine works normally, one channel is a main control channel and one channel is a backup channel. The ATTCS trigger input values may be independently transmitted to the avionics system 30 via the A, B channels.
Examples of control modules according to the present invention are shown in detail in fig. 2 and 3.
In particular, an embodiment for an aircraft employing the ARINC 429 bus is shown in fig. 2. As shown in FIG. 2, the A, B channel of the first engine FADEC transmits TLA, N1 speed, etc. signals to the DCU-1 via the ARINC 429 bus. As used herein, a DCU refers to a Data Concentrator Unit (Data Concentrator Unit) for concentrating Data of each system of an aircraft and transmitting information required for the Data to other systems, and has a logical operation function. The A, B channel ARINC 429 bus of the second engine FADEC transmits TLA, N1 speed, etc. signals to the DCU-2. Information interaction is carried out between the DCU-1 and the DCU-2 through XTALK, so that the DCU-1 obtains information of the second engine and the DCU-2 obtains information of the first engine.
The DCU-1 judges whether to trigger the ATTCS function according to TLA, N1 rotating speed and other signals of the first engine and the second engine and the flight stage, and sends a calculation result to the first engine FADEC 10 through an ARINC 429 bus, and the first engine FADEC 10 judges whether to increase the thrust according to a received instruction. And the DCU-2 judges whether to trigger the ATTCS function according to TLA, N1 rotating speed and other signals of the first engine and the second engine and the flight stage, and sends the calculation result to the second engine FADEC 20, and the second engine judges whether to increase the thrust according to the instruction.
An embodiment for an aircraft employing an AFDX network is shown in fig. 3. As shown in fig. 3, the A, B paths of the first and second engine FADECs are connected to the AFDX network of the aircraft, respectively, through which the first and second engine FADECs simultaneously transmit signals of TLA, N1 speed, etc. to the ECSA1 and ECSA2 integrated in the IMA. As used herein, ECSA refers to Engine Control System software (Engine Control System Application). The ECSA1 judges whether to trigger the ATTCS function of the first engine according to the received engine signal and the flight phase, transmits an instruction to the first engine FADEC 10 through the AFDX network, and the first engine FADEC 10 judges whether to increase the thrust according to the received instruction; the ECSA2 determines whether to trigger the ATTCS function of the second engine based on the received engine signal and the flight phase and transmits instructions to the second engine FADEC 20 via the AFDX network, and the second engine FADEC 20 determines whether to increase thrust based on the received instructions.
FIG. 4 is a flow chart of a method of implementing an engine auto-takeoff thrust control function in accordance with the present invention. According to one embodiment of the invention, the method may comprise the steps of:
step 1: the FADEC sends ATTCS trigger input values of the aircraft to the avionics system of the aircraft, such as: throttle lever angle value and N1 speed value signals;
step 2: ATTCS trigger input values sent by the avionics system internal switching FADEC, such as: throttle lever angle value and N1 speed value;
and 3, step 3: the avionics system judges whether an ATTCS function is triggered;
and 4, step 4: the avionic system sends the judgment result to the FADEC;
and 5, step 5: FADEC controls whether thrust is increased.
It should be understood that the method according to the invention can be used not only in conjunction with the system according to the invention for implementing the automatic takeoff thrust control function of the engine, but equally to all similar systems for implementing the automatic takeoff thrust control function of the engine, in order to implement the desired automatic takeoff thrust control of the engine.
Fig. 5 shows a schematic logic diagram for implementing the first engine ATTCS trigger according to the present invention. For purposes of illustration, in the view of fig. 5, the first engine is labeled as engine number 1, and correspondingly, the second engine is labeled as engine number 2.
As shown in fig. 5, the conditions for triggering the ATTCS function for engine No. 1 may include:
if logical condition 52 is satisfied: when the aircraft is in a take-off or fly-back mode and the throttle lever of the engine No. 1 is at the TO/GA position, the absolute value of the difference between the N1 rotating speeds of the engine No. 1 and the engine No. 2 is more than 10% -30%, preferably or more than 16%, or the rotating speed of the engine No. 2 is lost or ineffective, the ATTCS function of the engine No. 1 is triggered; or
If logical condition 53 is satisfied: the aircraft is in a flexible takeoff mode, the throttle lever angle of the engine No. 1 is more than 40-60 degrees, preferably or preferably more than 50 degrees, the absolute value of the difference between the N1 rotating speeds of the engine No. 1 and the engine No. 2 is more than 10-30 percent, preferably or preferably more than 16 percent, or the rotating speed of the engine No. 2 is lost or ineffective, the ATTCS function of the engine No. 1 is triggered; or
If the logic condition 51 is satisfied: when the aircraft is in a take-off or fly-back mode or a flexible take-off mode and the throttle lever of the engine No. 1 is in the MAX position, the ATTCS function of the engine No. 1 is triggered.
Here, when the absolute value of the difference between the N1 rotation speeds of engine No. 1 and engine No. 2 may refer to: i1 engine N1 rotating speed-2 engine N1 rotating speed I.
FIG. 6 illustrates a schematic logic diagram for implementing the ATTCS triggering of the second engine in accordance with the present invention. Likewise, for purposes of illustration, in the view of fig. 6, the first engine is labeled as engine No. 1, and correspondingly, the second engine is labeled as engine No. 2.
As shown in FIG. 6, conditions for triggering ATTCS function for engine # 2 may include:
if the logic condition 62 is satisfied: when the aircraft is in a take-off or fly-back mode and the throttle lever of the engine No. 2 is at a TO/GA position, the absolute value of the difference between the N1 rotating speeds of the engine No. 1 and the engine No. 2 is more than 10% -30%, preferably or more than 16%, or the rotating speed of the engine No. 1 is lost or ineffective, the ATTCS function of the engine No. 2 is triggered; or
If logical condition 63 is satisfied: the aircraft is in a flexible takeoff mode, the accelerator lever angle of the No. 2 engine is more than 40-60 degrees, preferably or preferably more than 50 degrees, the absolute value of the difference between the N1 rotating speeds of the No. 1 engine and the No. 2 engine is more than 10-30 percent, preferably or preferably more than 16 percent, or the rotating speed of the No. 1 engine is lost or ineffective, the ATTCS function of the No. 2 engine is triggered; or
If the logic condition 61 is satisfied: when the aircraft is in a take-off or fly-back mode or a flexible take-off mode and the throttle lever of the engine No. 2 is in the MAX position, the ATTCS function of the engine No. 2 is triggered.
Here, when the absolute value of the difference between the N1 rotation speeds of engine No. 1 and engine No. 2 may refer to: i1 engine N1 rotating speed-2 engine N1 rotating speed I.
It should be understood that "number 1" and "number 2" are described herein merely for convenience of distinction and not by way of limitation, for example, although the first engine is labeled as engine number 1, the first engine may also be the "number 2" engine, or in an aircraft having more than two engines, the "number 3", "4", "5" or "6" engine, not shown, while the second engine refers to another engine of the aircraft than the first engine.
By utilizing the system and the method for realizing the automatic takeoff thrust control function of the engines, FADECs of two engines are not directly communicated, so that the isolation requirement is better met, the system safety is improved, and the requirement of CCAR25.903(b)/FAR25.903(b) on mutual isolation among the engines is directly met; and the trigger logic of ATTCS is integrated in the avionics system of the aircraft, so that the aircraft manufacturer is given more design autonomy, and hardware change is not needed if the FADEC which does not have ATTCS function originally is installed on the aircraft which needs ATTCS function. The development and debugging time can be remarkably reduced, and the equipment and labor cost can be remarkably reduced.
Although the system and method for implementing the thrust control function for automatic engine takeoff of the present invention has been described in connection with the preferred embodiments, those skilled in the art will recognize that the foregoing examples are illustrative only and are not to be construed as limiting the present invention. Therefore, modifications and variations of the present invention may be made within the true spirit and scope of the claims, and these modifications and variations are intended to fall within the scope of the claims of the present invention.
Claims (10)
1. A system for realizing the automatic takeoff thrust control function of an engine is characterized by comprising: a first engine FADEC, a second engine FADEC, and an avionics system electrically connected to the first engine FADEC and the second engine FADEC,
wherein the first engine FADEC receives a first ATTCS trigger input value and the second engine FADEC receives a second ATTCS trigger input value, and the first engine FADEC and the second engine FADEC send the received first ATTCS trigger input value and the second ATTCS trigger input value to the avionics system, which is capable of making a decision according to a predetermined ATTCS trigger logic based on the first ATTCS trigger input value and the second ATTCS trigger input value to trigger ATTCS and issuing an instruction to adjust engine thrust to the first engine FADEC or the second engine FADEC.
2. The system of claim 1 wherein the first ATTCS trigger input value comprises a first engine throttle angle value and a first engine N1 speed value and the second ATTCS trigger input value comprises a second engine throttle angle value and a second engine N1 speed value,
wherein the first engine throttle lever angle value is a first engine throttle lever angle of a first engine of the aircraft sensed by a first throttle lever angle sensor, the first engine throttle lever of the engine being movable between: IDLE location, TO/GA location, and MAX location,
wherein the first engine N1 speed value is the N1 speed of the first engine of the aircraft as sensed by a first N1 speed sensor,
wherein the second engine throttle lever angle value is a second engine throttle lever angle of a second engine of the aircraft sensed by a second throttle lever angle sensor, the second engine throttle lever of the engine being movable between: IDLE location, TO/GA location, and MAX location,
wherein the second engine N1 speed value is the N1 speed of the second engine of the aircraft sensed by a second N1 speed sensor.
3. The system of claim 2, wherein the avionics system triggers ATTCS when at least one of the following conditions occurs:
a) the aircraft is in a take-off or a missed approach mode;
and an engine throttle lever of one of the first and second engines is in the TO/GA position;
and the absolute value of the N1 speed difference between the first engine and the second engine is greater than a speed difference threshold, or the engine speed of the other of the first engine and the second engine is lost or ineffective,
b) the aircraft is in a agile takeoff mode;
and an engine throttle lever angle of one of the first and second engines is greater than a throttle lever angle threshold;
and the absolute value of the N1 speed difference between the first and second engines is greater than the speed difference threshold, or the engine speed of the other of the first and second engines is lost or ineffective,
c) the aircraft is in a take-off or fly-back mode, or a flexible take-off mode;
and a throttle lever of one of the first and second engines is in the MAX position.
4. A system according to claim 3, wherein the throttle lever angle threshold is 40 ° -60 °, preferably 50 °.
5. A system according to claim 3, wherein the speed difference threshold is 10% to 30%, preferably 16%.
6. The system of claim 1, wherein the first engine FADEC and the second engine FADEC each include two channels that are redundant of each other, the ATTCS trigger input value being sent to the avionics system via each of the two channels.
7. The system of claim 1, wherein the avionics system comprises a control module that makes an ATTCS trigger determination in accordance with predetermined ATTCS trigger control logic based on the first ATTCS trigger input value and the second ATTCS trigger input value.
8. The system of claim 7, wherein the control module is a DCU or an ECSA integrated in IMA.
9. A method for realizing the automatic takeoff thrust control function of an engine is characterized by comprising the following steps:
1) a first engine FADEC of an aircraft sends a first ATTCS trigger input value of the aircraft to an avionics system of the aircraft, and a second engine FADEC sends a second ATTCS trigger input value of the aircraft to the avionics system of the aircraft;
2) the avionics system internally exchanges the first ATTCS trigger input value sent by the first engine FADEC and the second ATTCS trigger input value sent by the second engine FADEC;
3) the avionic system judges whether an ATTCS function is triggered according to the first ATTCS trigger input value and the second ATTCS trigger input value;
4) the avionic system sends ATTCS commands to the first engine FADEC or the second engine FADEC respectively;
5) and the first engine FADEC or the second engine FADEC respectively controls the first engine or the second engine of the aircraft to increase the thrust according to the received ATTCS command.
10. The method of claim 9,
the first ATTCS trigger input value comprises a first engine throttle lever angle value and a first engine N1 speed value, and the second ATTCS trigger input value comprises a second engine throttle lever angle value and a second engine N1 speed value,
wherein the first engine throttle lever angle value is a first engine throttle lever angle of a first engine of the aircraft sensed by a first throttle lever angle sensor,
wherein the first engine N1 speed value is the N1 speed of the first engine of the aircraft as sensed by a first N1 speed sensor,
wherein the second engine throttle lever angle value is a second engine throttle lever angle of a second engine of the aircraft sensed by a second throttle lever angle sensor,
wherein the second engine N1 speed value is the N1 speed of the second engine of the aircraft sensed by a second N1 speed sensor.
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| CN202010050362.7A CN111237062B (en) | 2020-01-16 | 2020-01-16 | System and method for realizing automatic takeoff thrust control function of engine |
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| CN202010050362.7A CN111237062B (en) | 2020-01-16 | 2020-01-16 | System and method for realizing automatic takeoff thrust control function of engine |
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Cited By (1)
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| CN111846250A (en) * | 2020-07-23 | 2020-10-30 | 中国商用飞机有限责任公司 | Method and system for controlling speed and attitude modes of an aircraft |
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| CN111846250A (en) * | 2020-07-23 | 2020-10-30 | 中国商用飞机有限责任公司 | Method and system for controlling speed and attitude modes of an aircraft |
| CN111846250B (en) * | 2020-07-23 | 2022-02-22 | 中国商用飞机有限责任公司 | Method and system for controlling speed and attitude modes of an aircraft |
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| CN111237062B (en) | 2021-08-17 |
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