CN112666871B - Data transmission system of layered distributed control system of aircraft engine - Google Patents
Data transmission system of layered distributed control system of aircraft engine Download PDFInfo
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Abstract
The invention relates to the field of design of an aircraft engine control system, and particularly discloses a data transmission system of a hierarchical distributed control system of an aircraft engine, wherein the data transmission system comprises: the industrial personal computer is in communication connection with the control system and is used for monitoring and maintaining the control system; the control system comprises a primary bus and a secondary bus, wherein the primary bus and the secondary bus are connected with a plurality of nodes in a distributed manner; when the working mode of the control system is a synchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both time triggering; and when the working mode of the control system is an asynchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both event triggering. The data transmission system of the layered distributed control system of the aircraft engine can realize bus communication and loading of layered distributed control software.
Description
Technical Field
The invention relates to the field of design of aero-engine control systems, in particular to a data transmission system of an aero-engine layered distributed control system.
Background
The current dual-channel Full Authority Digital Engine Control (FADEC) is a Control system with a centralized architecture, and with the continuous improvement of the requirements of people on the aircraft Engine, 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 for limiting the technical development. More and more, the development direction of the aviation industry is being changed by more and more, and the traditional engine control system architecture is also being changed to the more and more distributed system architecture.
In the multi-electric distributed control system of the aircraft engine, the computing resources of the control system are divided into a plurality of intelligent nodes, and the nodes are connected in series through a communication bus. The control system design needs to consider the bandwidth, safety, certainty and environmental adaptability of a bus, so that a layered distributed system architecture is developed, a primary node adopts a high-speed bus to realize the calculation of main control tasks of an engine, and a secondary node adopts a low-speed bus to consider the environmental influences of high temperature and the like, so that the actuation of a multi-electric execution mechanism is realized.
The transmission mode of data needs to be designed in the distributed control system, and the transmission mode comprises control data communication and monitoring in a working mode and control software data packet downloading and maintenance in a maintenance mode. The two-level bus architecture and the distribution of a plurality of computing nodes bring about the difficult problem of bus communication scheduling, and the communication time sequence scheduling design of each node needs to be considered. Due to the decentralization of computing resources, control software correspondingly needs distributed design, and the traditional point-to-point software loading maintenance of a single computing node is not adapted any more, so that a layered distributed control software bus communication and loading method needs to be designed.
Disclosure of Invention
The invention provides a data transmission system of a layered distributed control system of an aircraft engine, which solves the problem that a bus communication and loading method of layered distributed control software is lacked in the related technology.
As an aspect of the present invention, there is provided an aircraft engine layered distributed control system data transmission system, including:
the industrial personal computer is in communication connection with the control system and is used for monitoring and maintaining the control system;
the control system comprises a primary bus and a secondary bus, wherein the primary bus and the secondary bus are connected with a plurality of nodes in a distributed manner;
when the working mode of the control system is a synchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both time triggering;
and when the working mode of the control system is an asynchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both event triggering.
Further, the primary bus comprises a TTP/C bus and the secondary bus comprises a CAN bus.
Furthermore, the nodes connected with the primary bus comprise a central controller node, a data concentrator node and a servo control node, and the nodes connected with the secondary bus comprise the servo control node and a multi-electric actuator.
Furthermore, the servo control node comprises a gas compressor control node, a main fuel oil control node and a thrust augmentation nozzle control node.
Further, the multi-electric actuator includes:
the guide vane and air bleeding valve electric actuator is connected with the compressor control node through the CAN bus;
the booster electric pump and the main fuel oil electric pump are connected with the main fuel oil control node through the CAN bus;
and the boosting fuel oil rotating direct drive valve, the boosting pump motor and the nozzle electro-hydrostatic actuator are connected with the boosting nozzle control node through the CAN bus.
Further, the industrial computer includes:
the monitoring upper computer is in communication connection with the central controller node through Ethernet;
and the maintenance upper computer is in communication connection with the central controller node through an RS485 download line.
Further, when the working mode of the control system is a synchronous mode, the central controller node acquires control data of each node through a primary bus and a secondary bus, and communicates with the monitoring upper computer through the Ethernet to realize data monitoring of the industrial personal computer;
when the working mode of the control system is an asynchronous mode, the central controller node receives a downloading instruction and a control software data packet of the maintenance upper computer through the RS485 downloading line, and loading of node control software and adjustable parameters connected with the primary bus is realized;
and when the working mode of the control system is an asynchronous mode, the node connected with the secondary bus receives the download instruction and the control software data packet of the primary bus through the secondary bus, so that the loading of the control software and the adjustable parameters of the node connected with the secondary bus is realized.
Further, the central controller node can monitor the software loading process of each node connected with the primary bus and each node connected with the secondary bus in the software loading process of each node, and can feed back indication information of success or failure of loading of the central controller node and other nodes to the maintenance upper computer.
Further, the servo control node can monitor the software loading process of each node connected with the secondary bus in the software loading process of each node connected with the secondary bus, and can feed back indication information of the servo control node, control software of each node connected with the secondary bus and loading success or failure of adjustable parameters to the central controller node.
According to the data transmission system of the layered distributed control system of the aircraft engine, a time trigger bus communication scheduling method is designed, so that the communication safety certainty of the system is improved; based on the layered distributed bus architecture, the loading of control software and adjustable parameters is realized through the switching of synchronous and asynchronous working modes, and the use and maintenance cost of a control system is reduced. In addition, because a two-stage layered bus architecture is adopted, the requirements of node communication and environmental adaptability are considered; in a synchronous working mode, the sending time slot of each node is planned through the MEDL table design of the TTP/C, so that the time certainty of communication is improved, and the communication time delay is bounded and stable; in the synchronous working mode, the primary node is used as a time master node, so that the time synchronization of all nodes of the secondary CAN bus is realized, and the safety of the system is improved. The central controller is used as a management and monitoring node of all nodes of the control system and is communicated with the maintenance upper computer and the monitoring upper computer, so that the interface design of other nodes in the system is simplified.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention.
Fig. 1 is a schematic structural diagram of a data transmission system of a hierarchical distributed control system of an aircraft engine provided by the invention.
FIG. 2 is a schematic diagram of a TTP/C bus TDMA cluster cycle provided by the present invention.
FIG. 3 is a schematic diagram of a design of a level one node TTP/C bus MEDL table provided by the present invention.
Fig. 4 is a schematic diagram of the time synchronization of the second-level node CAN bus provided by the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged under appropriate circumstances in order to facilitate the description of the embodiments of the invention herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In this embodiment, a data transmission system of a hierarchical distributed control system for an aircraft engine is provided, and fig. 1 is a schematic structural diagram of a data transmission system of a hierarchical distributed control system for an aircraft engine provided according to an embodiment of the present invention, as shown in fig. 1, including:
the industrial personal computer is in communication connection with the control system and is used for monitoring and maintaining the control system;
specifically, the industrial computer includes:
the monitoring upper computer is in communication connection with the central controller node through an Ethernet 7;
and the maintenance upper computer is in communication connection with the central controller node through an RS485 download line 8.
The control system comprises a primary bus 4 and a secondary bus 5, wherein a plurality of nodes are connected to the primary bus 4 and the secondary bus 5 in a distributed manner;
in some embodiments, the primary bus 4 comprises a TTP/C bus and the secondary bus 5 comprises a CAN bus.
It should be noted that the two-level bus of the control system has two operation modes: synchronous mode and asynchronous mode.
When the working mode of the control system is a synchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both time triggering;
and when the working mode of the control system is an asynchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both event triggering.
In the embodiment of the invention, the control system adopts a layered distributed two-level bus architecture, wherein the first-level bus adopts a TTP/C bus, and the second-level bus adopts a CAN bus. In a synchronous mode, the primary bus and the secondary bus realize time trigger communication of each node of the control system through time synchronization, and the central controller uploads control system monitoring data to a monitoring upper computer through the Ethernet. And in an asynchronous mode, the first-level node and the second-level node control software downloading and maintenance are realized through bus loading.
In consideration of communication real-time performance and safety, a control system primary bus adopts a TTP/C bus which is a high-speed, mainframe-free, dual-redundancy, distributed, multi-point serial and hard real-time fault-tolerant bus specification defined based on TTA (time triggered architecture), and a TTP/C protocol provides a high-reliability general computing platform convenient for integration for distributed application. The TTP/C bus adopts a TDMA (time division multiple access) bus access strategy, the bus bandwidth is 10M, and an RS485 physical layer is adopted.
Considering the universality and the environmental adaptability, the secondary bus of the control system adopts a CAN bus which is a mature automobile control system and an embedded industrial local area network standard bus, based on an event trigger mechanism, the CAN bus adopts a CAMA/CD (Carrier sense multiple Access/Conflict detection) bus access strategy, the bus bandwidth is 1M, and a shielded twisted pair physical layer is adopted.
In the synchronous operating mode, the TTP/C bus of the primary bus employs a TDMA bus access mechanism, as shown in fig. 2, the TTP/C bus needs to divide time slots for each node of the system, each node uses its own unique time slot to transmit data in one TDMA cycle (also called Round) to avoid communication collision, and all TDMA cycles form a cluster cycle.
In a synchronous working mode, the secondary bus CAN bus uses the attached primary node as a time master node, periodically sends a time synchronization reference message Ref through the time master node to realize time synchronization among the nodes, the secondary node carries out time trigger communication according to a time schedule planned in advance after receiving the reference message of the time master node, and carries out data transmission after the local clock reaches the time slot of the local node. The communication period of the secondary node is 5ms, taking the CAN network of the force application nozzle control node as an example, the designed time trigger programming table is shown in fig. 4.
In some embodiments, the nodes connected to the primary bus include a central controller node (EEC) 1, a data concentrator node (DC) 2, and a servo control node 3.
In some embodiments, the nodes connected to the secondary bus 5 include a servo control node 3 and a multi-electric actuator 6.
Specifically, the servo control node 3 includes a compressor control node (LPC node), a main fuel control node (MF node), and a boost nozzle control node (AFN node).
Specifically, the nodes connected with the TTP/C bus comprise a central controller node, a data concentrator node, a gas compressor controller node, a main fuel controller node and a boost nozzle controller node. Each node is divided to communicate according to tasks, and the communication period of the central controller node and the data concentrator node is 20 ms; the servo control node comprises a compressor controller, a main fuel controller and a stress application nozzle controller, and the node communication period is 5 ms; the primary node implements TDMA communication according to the implemented MEDL table, as shown in fig. 3, each controller of the primary node is configured with dual redundancy, so that a time slot needs to be divided for each controller channel, and in addition, each Round reserves a 1ms idle time slot for system expansion and standby.
Further specifically, the multiple electric actuator 6 includes:
a guide vane (EMA 1) and a bleeder valve electric actuator (EMA 2) connected to the compressor control node (LPC node) via the CAN bus;
a booster electric pump (AP) and a main fuel electric pump (FMU) connected with the main fuel control node (MF node) through the CAN bus;
and the boosting fuel oil Rotating Direct Drive Valve (RDDV), the boosting pump motor (AFP) and the nozzle electro-hydrostatic actuator (EHA) are connected with the boosting nozzle control node (AFN node) through the CAN bus.
It should be understood that the control system secondary bus communication node mainly realizes the local servo control function of the multi-electric actuator under the primary node, such as guide vane EMA motor control, boost fuel RDDV control and the like, and the secondary node is hung under the primary node to form a CAN network.
It should be understood that the aircraft engine control system belongs to a safety critical system, and a time trigger bus scheduling mechanism is required to be adopted in normal operation. Under the synchronous working mode, the TTP/C bus controller hardware ensures the global time synchronization of each node of the primary bus, designs MEDL (message description list), and plans the sending time slot and period of each node to provide scheduling for the communication of each node. The CAN bus CAN be used as a time main node through the attached primary node, and the time synchronization of each node of the secondary bus is realized by using application layer software.
Under the synchronous working mode, aiming at the characteristics of more nodes and large data volume of the distributed control system of the aero-engine, the central controller collects monitoring data of all nodes on the bus and sends the data to the monitoring upper computer through the high-speed Ethernet, so that real-time monitoring of the data in the operation of the whole control system is realized.
And in an asynchronous working mode, a two-stage bus architecture is fully utilized, and the loading and maintenance of the control software of the aero-engine are realized through a bus network. The central controller is used as a control software and an adjustable parameter loading management node of each node to realize the distribution of the control software of each node.
Specifically, when the working mode of the control system is a synchronous mode, the central controller node acquires control data of each node through a primary bus and a secondary bus, and communicates with the monitoring upper computer through the ethernet to realize data monitoring of the industrial personal computer;
when the working mode of the control system is an asynchronous mode, the central controller node receives a downloading instruction and a control software data packet of the maintenance upper computer through the RS485 downloading line, and loading of node control software and adjustable parameters connected with the primary bus is realized;
and when the working mode of the control system is an asynchronous mode, the node connected with the secondary bus receives the download instruction and the control software data packet of the primary bus through the secondary bus, so that the loading of the control software and the adjustable parameters of the node connected with the secondary bus is realized.
In some embodiments, the central controller node may be configured to monitor the software loading process of each node connected to the primary bus and each node connected to the secondary bus during the software loading process of each node, and may be configured to feed back, to the maintenance host computer, information indicating success or failure in loading of the central controller node and other nodes.
In some embodiments, the servo control node can monitor the software loading process of each node connected with the secondary bus during the software loading process of each node connected with the secondary bus, and can feed back indication information of the loading success or failure of the servo control node and the control software and adjustable parameters of each node connected with the secondary bus to the central controller node.
In the embodiment of the invention, when the software is loaded, the primary bus TTP/C of the control system works in an asynchronous mode. The industrial personal computer is connected to a communication channel a of a central controller TTP/C bus through an RS485 download line (a communication channel b of the TTP/C bus is reserved as a bus controller MEDL table program download and update channel). And after receiving a control software package of a node needing to be loaded by the upper computer, the central controller distributes the software to each level-one node in an RS485 communication mode through a communication channel a of the TTP/C.
And the control system primary node receives the control software package distributed by the central controller to realize the loading of the control software and the adjustable parameters of the node. The first-level node simultaneously judges whether second-level node control software and adjustable parameter loading are needed, a second-level bus CAN is an event trigger mechanism, the first-level node realizes distribution of the second-level node control software through a CAN network, and each second-level node receives the node control software to realize loading of the node control software and the adjustable parameter.
The above can be understood that, when software loading is required, the central controller node receives a software downloading instruction from the maintenance upper computer through the RS485 physical layer a communication channel of the TTP/C, and enters an asynchronous working mode. And the central controller node judges whether other nodes need to be loaded or not and sends the downloading instruction to other nodes needing to be loaded on the primary bus. And the primary bus loading node receives the loading instruction, enters a software downloading mode, and sends a downloading instruction through the CAN bus so that the secondary node needing to be loaded also enters the software downloading mode.
And waiting for the nodes needing to be loaded in the system in the downloading mode. The central controller receives and maintains the control software package sent by the upper computer for analysis, stores the control software of the node in the controller programmer, and forwards the control software packages of other loading nodes. The first-level loading node receives the control software package sent by the central controller, stores the control software of the node in the controller programmer, and judges whether the control software package of the second-level node needs to be forwarded or not. And the secondary loading node receives the control software package sent by the primary node and stores the control software of the node in the controller programmer.
After software loading is finished, a secondary loading node in the system sends a loading success indication to a primary node through a CAN bus and forwards the loading success indication to a central controller; the first-level loading node sends a loading success indication of the node to the central controller through an RS485 physical layer bus of the TTP/C; and the central controller sends a system loading success indication to the maintenance upper computer. If a certain node in the system fails to load, sending a loading failure indication, resetting the controller to exit the loading mode, and feeding the loading failure indication back to the maintenance upper computer by the central control; when the central controller does not receive the loading success or failure indication of a certain node all the time, a loading overtime indication of the certain node is sent out, and power-on reset is carried out again after other nodes of the system finish loading.
In conclusion, the data transmission system of the hierarchical distributed control system of the aircraft engine, provided by the invention, is designed with a time-triggered bus communication scheduling method, so that the communication safety certainty of the system is improved; based on the layered distributed bus architecture, the loading of control software and adjustable parameters is realized through the switching of synchronous and asynchronous working modes, and the use and maintenance cost of a control system is reduced. In addition, because a two-stage layered bus architecture is adopted, the requirements of node communication and environmental adaptability are considered; in a synchronous working mode, the sending time slot of each node is planned through the MEDL table design of the TTP/C, so that the time certainty of communication is improved, and the communication time delay is bounded and stable; in the synchronous working mode, the primary node is used as a time master node, so that the time synchronization of all nodes of the secondary CAN bus is realized, and the safety of the system is improved. The central controller is used as a management and monitoring node of all nodes of the control system and is communicated with the maintenance upper computer and the monitoring upper computer, so that the interface design of other nodes in the system is simplified.
It will be understood that the above embodiments are merely exemplary embodiments taken to illustrate the principles of the present invention, which is not limited thereto. It will be apparent to those skilled in the art that various modifications and improvements can be made without departing from the spirit and substance of the invention, and these modifications and improvements are also considered to be within the scope of the invention.
Claims (7)
1. An aircraft engine layered distributed control system data transmission system, comprising:
the industrial personal computer is in communication connection with the control system and is used for monitoring and maintaining the control system;
the control system comprises a primary bus and a secondary bus, wherein the primary bus and the secondary bus are connected with a plurality of nodes in a distributed manner;
when the working mode of the control system is a synchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are both time triggering;
when the working mode of the control system is an asynchronous mode, the triggering mechanisms of the data transmission of the primary bus and the secondary bus are event triggering;
the nodes connected with the primary bus comprise a central controller node, a data concentrator node and a servo control node, and the nodes connected with the secondary bus comprise the servo control node and a multi-electric actuating mechanism;
the industrial computer comprises:
the monitoring upper computer is in communication connection with the central controller node through Ethernet;
the maintenance upper computer is in communication connection with the central controller node through an RS485 download line;
when the working mode of the control system is a synchronous mode, the central controller node acquires control data of each node through a primary bus and a secondary bus, and communicates with the monitoring upper computer through the Ethernet to realize data monitoring of the industrial personal computer;
when the working mode of the control system is an asynchronous mode, the central controller node receives a downloading instruction and a control software data packet of the maintenance upper computer through the RS485 downloading line, and loading of node control software and adjustable parameters connected with the primary bus is realized;
and when the working mode of the control system is an asynchronous mode, the node connected with the secondary bus receives the download instruction and the control software data packet of the primary bus through the secondary bus, so that the loading of the control software and the adjustable parameters of the node connected with the secondary bus is realized.
2. The aircraft engine layered distributed control system data transmission system of claim 1, wherein said primary bus comprises a TTP/C bus and said secondary bus comprises a CAN bus.
3. The aircraft engine layered distributed control system data transmission system of claim 2 wherein the nodes connected to said secondary bus comprise servo control nodes and multi-electric actuators.
4. The aircraft engine layered distributed control system data transmission system of claim 3, wherein said servo control nodes comprise a compressor control node, a main fuel control node and a boost jet control node.
5. The aircraft engine layered distributed control system data transmission system of claim 4, wherein said multi-electric actuator comprises:
the guide vane and air bleeding valve electric actuator is connected with the compressor control node through the CAN bus;
the booster electric pump and the main fuel oil electric pump are connected with the main fuel oil control node through the CAN bus;
and the boosting fuel oil rotating direct drive valve, the boosting pump motor and the nozzle electro-hydrostatic actuator are connected with the boosting nozzle control node through the CAN bus.
6. The hierarchical distributed control system for aircraft engines data transmission system of claim 1,
the central controller node can monitor the software loading process of each node connected with the primary bus and each node connected with the secondary bus in the software loading process of each node, and can feed back indication information of successful or failed loading of the central controller node and other nodes to the maintenance upper computer.
7. The hierarchical distributed control system for aircraft engines data transmission system of claim 1,
the servo control node can monitor the software loading process of each node connected with the secondary bus in the software loading process of each node connected with the secondary bus, and can feed back indication information of success or failure in loading of the servo control node, the servo control node and control software and adjustable parameters of each node connected with the secondary bus to the central controller node.
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