CN113202629A - Dual-redundancy control system of aircraft engine - Google Patents
Dual-redundancy control system of aircraft engine Download PDFInfo
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- CN113202629A CN113202629A CN202110630067.3A CN202110630067A CN113202629A CN 113202629 A CN113202629 A CN 113202629A CN 202110630067 A CN202110630067 A CN 202110630067A CN 113202629 A CN113202629 A CN 113202629A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating or supervising devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating or supervising devices
- F02B77/085—Safety, indicating or supervising devices with sensors measuring combustion processes, e.g. knocking, pressure, ionization, combustion flame
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
Abstract
The invention is suitable for the field of engine control, and provides hardware and software design of a dual-redundancy control system of an aircraft engine, which comprises the following steps: the redundant power supply module is used for supplying power to the whole control system; the redundant acquisition and conditioning interface unit is used for filtering, conditioning and amplifying parameter signals of various sensors of the engine; the redundant control unit is used for calculating and analyzing the parameters acquired by the redundant parameter acquisition unit, judging the working condition of the engine and outputting a control signal; and the redundant execution unit executes corresponding actions such as ignition, oil injection, air injection and the like according to the output signal of the control unit. By adopting the technical scheme, the redundancy of each part ensures that the aircraft engine can still run under the condition of failure. A layered architecture and a redundancy control strategy in the control unit ensure that the control unit can work safely under the condition of normally or slightly reducing the control indexes when the aeroengine breaks down on the premise of meeting the control targets and indexes of a general control system.
Description
Technical Field
The invention relates to the technical field of control of aero-engines, in particular to a dual-redundancy control system of an aero-engine.
Background
The working conditions of the aero-engine are high temperature, high pressure, high speed and strong vibration, so that the aero-engine has higher reliability requirements on a control system, and whether the aero-engine normally operates or not is directly related to the personal safety of a driver. In addition to high reliability requirements for various components and parts, a set of redundancy system needs to be designed for important parts, so that the operation of the aircraft engine can be guaranteed under the condition that some parts are damaged.
At present, fault tolerance or redundancy design is more and more emphasized, in the field of aeroengines, redundancy designs aiming at certain systems such as a redundancy CAN bus, a redundancy digital controller and the like are provided, and besides, active fault tolerance simulation research aiming at the aeroengines is provided. However, the control system should include several parts such as a power module, a parameter acquisition, control unit and an execution module, sensors such as a crankshaft speed sensor and an oil injector and actuators work under severe conditions, signals of the important sensors are more prone to distortion, and the power module is also directly related to normal operation of the whole control system. In addition, the software architecture and dual redundancy control strategy for the entire control system are also issues to be urgently explored in the field.
How to solve the technical problems is the problem to be solved by the technical personnel in the field at present.
Disclosure of Invention
In order to solve the technical problem, the invention provides a dual-redundancy control system for an aircraft engine.
An aircraft engine dual redundant control system comprising:
the redundant acquisition and conditioning interface unit is used for acquiring various sensor signals of the engine and filtering, conditioning and amplifying the parameter signals;
the redundant control unit is connected with the redundant acquisition and conditioning interface unit so as to calculate and analyze the parameters acquired by the redundant parameter acquisition unit, judge the working condition of the engine and output a control signal;
the redundant execution unit is connected with the redundant control unit and used for executing corresponding actions such as ignition, oil injection, air injection and the like according to the output signal of the control unit;
and the redundant power supply module is respectively connected with the redundant acquisition conditioning interface unit, the redundant control unit and the redundant execution unit and is used for supplying power to the whole control system.
Furthermore, the redundant power supply module comprises a main power supply conversion circuit, an A signal power supply conversion circuit, a B signal power supply conversion circuit, an A rotating speed sensor power supply circuit and a B rotating speed sensor power supply circuit;
the main power supply conversion circuit uses a voltage conversion chip to convert the voltage of the vehicle-mounted power supply into the available power supply voltage of the whole control system, including the 5V power supply voltage of the control system and the 12V power supply voltage of the driving chip, and the circuit is a main power supply circuit;
the A signal power supply conversion circuit and the B signal power supply conversion circuit use voltage conversion chips to convert 12V power supply voltage into 5V voltage to independently supply power to the A group signal sensor and the B group signal sensor, so that an important sensor can have a redundant power supply circuit;
the power circuit of the A rotating speed sensor and the power circuit of the B rotating speed sensor convert 5V voltage into two paths of +/-5V voltage, and are independently the power supply circuits of the crankshaft rotating speed sensors in the A group and the B group, so that the redundancy of the power supply of the crankshaft rotating speed sensors is ensured.
Furthermore, the redundant acquisition conditioning interface unit comprises a group A sensor conditioning circuit, a group B sensor conditioning circuit and an AB shared signal circuit;
including A group sensor conditioning circuit, B group sensor conditioning circuit, AB shares signal circuit:
group A and B sensor conditioning circuit, including the important sensor conditioning circuit who gathers engine running state, wherein the sensor that group A conditioning circuit includes has: an air inlet pressure sensor, a pressure sensor after pressurization or engine oil pressure sensor, a throttle position sensor, an air inlet temperature sensor, an exhaust temperature sensor I, an exhaust temperature sensor II, a cooling water temperature sensor, an oxygen sensor, a crankshaft rotation speed sensor and the like; the B group conditioning circuit comprises the following sensors: an air inlet pressure sensor, a post-pressurization pressure or engine oil pressure sensor, a throttle position sensor, an air inlet temperature sensor, an exhaust temperature sensor I, an exhaust temperature sensor II, a cooling water temperature sensor, a pressurization deflation valve position sensor, a crankshaft rotation speed sensor and the like;
the sensor and circuit involved by the signals for AB combination includes: the system comprises a camshaft rotation speed sensor, a fuel pressure sensor I, a fuel pressure sensor II, an environmental pressure sensor, an environmental temperature sensor, a knock sensor, a temperature sensor in an ECU, a preheating relay circuit, a starting switch circuit, an ignition switch circuit and the like.
Further, the redundant control unit includes a control board; and the control unit judges the operation condition of the engine after receiving the sensor signal processed by the acquisition and conditioning unit and outputs a control signal to the redundancy execution unit.
Furthermore, the redundant control unit comprises a single chip microcomputer, a peripheral circuit and an OR gate circuit, and after receiving the operating parameters of the engine, the redundant control unit performs operation and analysis and then sends an instruction to the execution unit;
the singlechip and the peripheral circuit comprise a singlechip A, a singlechip B and a peripheral circuit thereof, wherein the peripheral circuit comprises a singlechip signal input/output, a related bus communication circuit and the like, the singlechip A is connected with the group A signal conditioning circuit and the group AB shared signal, and the singlechip B is connected with the group B signal conditioning circuit and the group AB shared signal;
two input ports of the peripheral circuit and the OR gate circuit are respectively connected with an execution signal output port of the single chip microcomputer, and the output port is connected with a drive chip control port of the execution unit.
Further, the redundant execution unit comprises redundant booster valve control, EGR control, throttle valve control, redundant ignition control and redundant oil injection and air injection control, wherein the oil injection control comprises in-cylinder oil injection control and air passage oil injection control:
the redundant booster valve control, the EGR control and the throttle valve control are performed, the actuating mechanisms belong to direct current motors and are driven by an H-bridge circuit, the actuating system comprises an A-H bridge driving circuit and a B-H bridge driving circuit, the A-H bridge driving circuit is connected with the single chip microcomputer A, and the B-H bridge driving circuit is connected with the single chip microcomputer B;
the redundant ignition control consists of two parts of driving chips and peripheral circuits thereof, comprising A, B two paths of ignition signals, and two spark plugs are arranged on each cylinder, and the redundancy of the two spark plugs adopts a hot backup design. The control ports of the two driving chips are connected with an output port of an OR gate, the output signal of the ignition driving chip is connected with ignition coils, and each ignition coil is connected with spark plugs of two different cylinders;
the redundant oil injection and air injection control adopt a cold backup design and are divided into in-cylinder oil injection control and air passage oil injection control, wherein the characteristics of the fuel of the aero-engine are considered, and an 'oil-gas mixing' injection mode is adopted during in-cylinder injection:
the in-cylinder oil injection control comprises an oil injection electromagnetic valve and an air injection electromagnetic valve, and is similar to a redundant ignition control system, the in-cylinder oil injection control system consists of two driving circuits, control ports of A, B two driving chips are connected with output ports of related OR gates, and two output signals are connected with the oil injection electromagnetic valve and the air injection electromagnetic valve through the OR gates;
the air passage oil injection control is a redundant mode of in-cylinder oil injection control, and when the in-cylinder oil injection control fails, oil injection is changed into air passage injection. A control chip for port injection may be used in combination with in-cylinder injection.
Compared with the related art, the dual-redundancy control system of the aircraft engine provided by the invention has the following beneficial effects:
in the invention, the power module, the acquisition conditioning interface unit, the control unit and the execution unit all adopt redundant design, thereby effectively ensuring the reliability of the aircraft engine in the operation process. The power module provides voltage conversion for an important sensor conditioning circuit, the acquisition conditioning interface unit provides two-way signal conditioning for an important sensor, the control unit uses two sets of central processing units, and A, B sets of driving chips of the execution unit are respectively designed and connected with the execution mechanism through an OR gate, so that the aero-engine can still continue to operate when a part of the part breaks down.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed for the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic diagram of a connection between an acquisition conditioning interface unit and a control unit according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a connection between a control unit and an execution unit according to an embodiment of the present invention;
FIG. 3 is an ignition control map provided by an embodiment of the present invention;
fig. 4 is a control diagram of a fuel injection system according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions 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 some, but not all, embodiments of the present invention. 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.
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
Example 1
As shown in fig. 1, an aircraft engine dual redundancy control system includes:
the redundant acquisition unit is used for sensing the working condition (rotating speed and load) information of the engine and various state information such as temperature, pressure and the like so as to monitor the running state of the engine;
the redundant control unit is connected with the redundant acquisition unit and used for receiving the state information acquired by the acquisition unit so as to judge the operating condition and the operating state of the engine and output an ignition control signal;
and the redundant execution unit is connected with the redundant control unit and is used for carrying out ignition control on the engine under the action of the ignition control signal.
A first aspect of an embodiment of the present invention provides an aircraft engine dual redundancy control system, including:
the redundant acquisition and conditioning interface unit is used for acquiring parameter signals of various sensors of the engine, and filtering, conditioning and amplifying the parameter signals;
the redundant control unit is connected with the redundant acquisition and conditioning interface unit so as to calculate and analyze the parameters acquired by the redundant parameter acquisition unit, judge the working condition of the engine and output a control signal;
the redundant execution unit is connected with the redundant control unit and used for executing corresponding actions such as ignition, oil injection, air injection and the like according to the output signal of the control unit;
and the redundant power supply module is respectively connected with the redundant acquisition conditioning interface unit, the redundant control unit and the redundant execution unit and is used for supplying power to the whole control system.
The redundancy of the power module, the acquisition conditioning interface unit, the control unit and the execution unit ensures that the aircraft engine can still continue to work when a certain part fails.
The redundant power supply module mainly supplies power for other redundant units, comprises a circuit board, converts vehicle-mounted power supply voltage into usable voltage of each module by using a voltage conversion chip, and mainly comprises a main power supply conversion circuit, an A signal power supply conversion circuit, a B signal power supply conversion circuit, an A rotating speed sensor power supply circuit and a B rotating speed sensor power supply circuit;
it should be noted that the redundant modules include, but are not limited to, these parts, and that the sensors, control units, actuators, which are relatively important, should be designed with redundant power supplies when the type and operating environment of the aircraft engine change.
The redundant acquisition and conditioning unit is mainly used for eliminating jitter, filtering, protecting, level converting, amplifying, isolating, modulating and demodulating signals of a sensor on an aircraft engine, has the functions of the acquisition and conditioning unit, including but not limited to the functions, and converts the signals of the sensor into signals which can be identified and analyzed by the control unit during the main function.
The collecting and conditioning unit is divided into three parts, and as shown in fig. 1, a schematic connection diagram of the collecting and conditioning unit and the control unit is shown. A. The two parts B are acquisition conditioning circuits of important sensors in the operation process of the aircraft engine, the sensors are directly related to the judgment of the control unit on the operation state of the aircraft engine, and the sensors comprise but are not limited to the following sensors: an intake pressure sensor, a post-supercharging pressure or engine oil pressure sensor, a throttle position sensor, an intake temperature sensor, an exhaust temperature sensor, a cooling water temperature sensor, an oxygen sensor, a supercharging deflation valve position sensor, a crankshaft rotation speed sensor and the like; the AB share signals are engine running signals, ambient signals and auxiliary operating signals required by other control units, and should include, but are not limited to, the following sensors: the system comprises a camshaft rotation speed sensor, a fuel pressure sensor, an environmental temperature sensor, a knock sensor, a temperature sensor in the ECU, a preheating relay circuit, a starting switch circuit, an ignition switch circuit and the like.
The redundant control unit comprises a control panel, and a control program is arranged on the control panel.
And the control board outputs an execution signal to the actuator after receiving the sensor signal processed by the acquisition and conditioning unit.
The control panel is respectively and electrically connected with the acquisition conditioning unit and the execution unit. After the control unit receives the engine operation parameter signals processed by the acquisition and conditioning unit, the control unit judges the engine operation condition at the moment through a control algorithm in a control program and outputs the control signals to the execution unit.
The control program also adopts a software redundancy strategy, the singlechip A and the singlechip B respectively receive A, B two paths of signals and simultaneously receive an AB shared signal, and the two sets of control units simultaneously output control signals to the execution unit and are connected with the execution unit through an OR gate.
The control program adopts the engine control program in the prior art, the single chip microcomputer refers to one of the MCUs used in the redundant control unit, and can also be other types of central processing units capable of completing the functions.
The redundant execution units can be divided into three parts: the redundant booster valve control, EGR control, throttle control, redundant ignition system and redundant fuel injection and air injection system are connected with the control unit and the execution unit schematically as shown in FIG. 2.
Redundant booster valve control, EGR control and throttle valve control are all driven by an H bridge, but the redundant booster valve control, EGR control and throttle valve control belong to actuating mechanisms except ignition and injection of an aircraft engine, and when the type or the working requirement of the aircraft engine changes, the requirement of a corresponding actuator also changes, and the embodiment only takes the booster valve control, the EGR control and the throttle valve control as an example for explanation; the redundant booster valve control, the EGR control and the throttle valve control all adopt driving chips, and input ports of the driving chips are connected with output ports of an OR gate behind the control unit. Each pressure increasing valve, the EGR valve and the throttle valve are controlled by two driving chips, and output ports of the driving chips are connected with the actuating mechanisms through OR gates.
The redundant ignition system is the key for ensuring the normal work of the aero-engine, two spark plugs are arranged in each cylinder, the two spark plugs are an upper spark plug and a lower spark plug respectively, and the ignition moments of the two spark plugs are different in a certain phase. The upper spark plug and the lower spark plug of each cylinder are connected to the same ignition coil, the part of the ignition coil for controlling the ignition of the upper spark plug is controlled by one driving chip, and the part of the ignition coil for controlling the ignition of the lower spark plug is controlled by the other driving chip. Therefore, for the ignition signal, the driving circuit adopts a hot backup design, and when one part of the two parts of driving chips can work normally, the ignition can be performed normally.
The redundant oil injection and air injection system is a dual-system redundancy measure of in-cylinder injection and air passage injection, namely two sets of complete in-cylinder injection control systems and air passage injection control systems are adopted simultaneously, and an arbitrator is adopted in the middle for control coordination. In consideration of the characteristics of fuel of an aircraft engine, in-cylinder injection mainly comprises oil injection and air injection, and in normal operation, air entrainment injection is adopted as a main injection scheme. Fig. 4 shows a control diagram of the fuel injection system. When the fault occurs, the control unit arbitrates the fault and uses air passage injection to replace an air entrainment injection control strategy;
in the jar injection and air flue injection all have a set of complete control system, and the executor is oil spout solenoid valve and jet solenoid valve, for guaranteeing the reliable work of aeroengine, the drive circuit of solenoid valve also adopts redundant design, for this reason, adopts the drive of integrated form → diagnosis → protection module. Meanwhile, each driving chip is responsible for driving in-cylinder injection and air passage injection of different cylinders, and redundancy of an oil injection system can be guaranteed under the condition that output port resources of the driving chips are used as much as possible.
A second aspect of an embodiment of the present invention provides a dual redundant control hierarchical software architecture for an aircraft engine:
the layered software architecture refers to a set of engine ECU software development method supporting distributed and function-driven and a software architecture standardization scheme on an electronic control unit. The scheme is convenient to be applied to an unmanned power system platform, improves software compiling efficiency and reduces development cost. The problem of complexity and diversity of unmanned driving system ECU software is solved. The software layering divides the control program into four layers: a driver layer, an abstraction layer, a system service layer, and an application layer. The layered software architecture can be improved based on various microcontrollers.
The driving layer is positioned at the bottom layer of the driving program and mainly comprises internal module driving functions provided by a microcontroller manufacturer, and the driving functions operate the registers of the microcontroller. The driver layer provides an interface for operating registers of each module of the microcontroller for an upper abstraction layer, and the driver layer comprises a microcontroller driver module, a communication driver module, a storage driver module, an IO driver module, a complex device driver and the like.
The abstract layer is based on a driver of each hardware module provided by a hardware developer, the driver layer codes are called in the abstract layer to configure the hardware modules, the functions of the hardware modules are abstracted into concrete functions, and the hardware of the microcontroller is isolated from the control system, so that the engine control logic of the upper layer does not depend on the concrete hardware type. The abstract layer comprises the processing and packaging of the driver layer module. In order to realize the serialization of the controller, the abstraction layer should provide a configurable interface, and the configuration of the hardware module related to the concrete machine type is given in the form of a function interface, and mainly comprises a microcontroller abstraction module, a storage abstraction module, a communication abstraction module, an IO abstraction module and the like.
The system service layer is the highest layer of the basic software layer and consists of an operating system module, a communication service module, a storage service module and a mathematical operation service module; the function is to extract information from the microprocessor and ECU hardware and provide the most basic service for the application layer; the system mainly comprises an operating system, a storage service, a communication service, a function library service, a systematized configuration service and the like.
The application layer executes an engine control strategy based on standardized information provided by the base software layer. The application layer software component is completely independent from the controller hardware through lower abstraction and encapsulation, and has strong portability. By designing the control software application layer, the modules of the application layer are reasonably divided and recombined, and each control function is mapped to the task module of the operating system, so that the corresponding control function is completed under the scheduling of the operating system. The application layer design should include the functions required for the operation of the aircraft engine, including but not limited to the following: the device comprises a rotating speed calculation function, a data acquisition and processing function, a working condition judgment function, an oil quantity calculation function, a fault diagnosis function, a communication function and the like.
A third aspect of an embodiment of the present invention provides a dual redundant control software control strategy for an aircraft engine:
the high reliability of the digital system of the aircraft engine is the basic guarantee of the normal work of the aircraft engine. Errors of a sensor information channel in the control system can cause misoperation of the control system, so that the engine works abnormally; the calculation errors and mechanical faults of the controller and the actuator can also cause the abnormal operation of the engine so as to influence the normal operation of the engine, so that the fault diagnosis in an engine control system is very important. The invention adopts double hardware redundancy and software redundancy strategies.
Aiming at an ignition system, a redundant design is carried out by adopting double spark plugs of each cylinder, an ignition driving circuit also adopts two integrated driving-diagnosing-protecting modules for carrying out the redundant design, and the two integrated driving-diagnosing-protecting modules are respectively used for controlling the spark plugs at the upper part and the lower part of all cylinders. When a certain driving chip or a certain path of ignition driving circuit breaks down, the control signal output by the control unit can still be output by another integrated driving module to output an ignition control signal, so as to drive another spark plug of each cylinder to ignite.
Aiming at a fuel injection system, the invention adopts a dual-system redundancy measure of air passage injection and in-cylinder injection, namely two sets of complete in-cylinder injection control systems and air passage injection control systems are adopted at the same time, and an arbitrator is adopted in the middle for control coordination. In normal operation, in-cylinder injection is used as the main injection scheme. When a fault occurs, the control arbitration uses the air passage injection instead of the in-cylinder injection control strategy. In-cylinder injection takes the form of "fuel injection + jet" in consideration of the fuel characteristics of the aircraft engine.
Dividing the fault countermeasure program of the control system into three categories according to the fault property, switching the redundancy for the common fault (a non-control sensor and a sensor fault lamp in double redundancy), and giving a prompt; for important faults, the control law is changed, the performance of the engine is reduced, the functions are reduced, and fault signal lamps are flickered; and for serious faults, the channel is converted into a backup channel. The key to ensure the control system to be switched safely and smoothly in various working states is redundancy switching. The control system adopts the working state of hot backup and receives the working information of the main control channel, so that the backup channel always follows the main control channel, and the control system is ensured to be stably switched;
design methods of the fault-tolerant controller are divided into two categories, namely a hardware redundancy method and an analytic redundancy method. The hardware redundancy design adopts a simultaneous redundancy mode of an air passage injection complete system and an air entrainment injection complete system;
in the aspect of software, a redundancy control algorithm is designed, namely when a system fault is diagnosed, the purpose of fault-tolerant control is achieved by switching to a backup component or by active fault-tolerant control. The active fault-tolerant control is to redesign a control system according to the required performance after a fault occurs, and the control system can work safely and stably. The performance of the new control system may be reduced from the previous system. Active fault-tolerant control is generally based on a priori knowledge of known failure modes, or a fault diagnosis system exists to diagnose and isolate faults;
when a control system fails, the fault tolerant control system compensates for the negative effects of the failure at the expense of some of the control performance indicators. The degree of degradation of the performance index is related to the redundancy of the control system. When the engine system has enough redundancy of an actuating mechanism and a sensor and the redundancy is close to an actual value, a reasonable fault-tolerant control design is adopted, so that the control system can normally work according to designed performance indexes under the condition of failure.
The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (9)
1. An aircraft engine dual redundant control system, comprising:
the redundant acquisition and conditioning interface unit is used for acquiring various sensor signals of the engine and filtering, conditioning and amplifying the parameter signals;
the redundant control unit is connected with the redundant acquisition and conditioning interface unit so as to calculate and analyze the parameters acquired by the redundant parameter acquisition unit, judge the working condition of the engine and output a control signal;
the redundant execution unit is connected with the redundant control unit and used for executing corresponding actions such as ignition, oil injection, air injection and the like according to the output signal of the control unit;
and the redundant power supply module is respectively connected with the redundant acquisition conditioning interface unit, the redundant control unit and the redundant execution unit and is used for supplying power to the whole control system.
2. The dual-redundancy control system of the aircraft engine according to claim 1, wherein the redundant power supply module comprises a main power supply conversion circuit, an A signal power supply conversion circuit, a B signal power supply conversion circuit, an A rotation speed sensor power supply circuit and a B rotation speed sensor power supply circuit;
the main power supply conversion circuit converts the vehicle-mounted power supply into the voltage available for the control system by using a voltage conversion chip;
the signal power supply switching circuit A and the signal power supply switching circuit B respectively and independently supply power to the A, B two-path acquisition interface unit;
and the power circuit of the rotation speed sensor A and the power circuit of the rotation speed sensor B respectively and independently supply power for the acquisition conditioning circuit of the rotation speed sensor.
3. The dual-redundancy control system of an aircraft engine according to claim 2, wherein the redundant acquisition conditioning interface unit comprises a group a sensor conditioning circuit, a group B sensor conditioning circuit and an AB share signal circuit;
the A, B sensor conditioning circuits refer to signal conditioning circuits of sensors for measuring important running state parameters of the engine;
the AB shared signal refers to a signal conditioning circuit of other sensors or an auxiliary circuit for working of the engine.
4. An aircraft engine dual redundant control system according to claim 1, wherein said redundant control unit comprises a control panel; and the control unit judges the operation condition of the engine after receiving the sensor signal processed by the acquisition and conditioning unit and outputs a control signal to the redundancy execution unit.
5. The dual redundant control system for an aircraft engine of claim 1, wherein the redundant execution units comprise redundant boost valve control, EGR control, throttle control, redundant ignition control, fuel injection and jet control;
the redundant ignition control is that two spark plugs are arranged in each cylinder and are divided into an upper spark plug and a lower spark plug;
the oil injection and air injection control is an oil injection electromagnetic valve and an air injection electromagnetic valve.
6. The dual redundant control system of an aircraft engine according to claim 1, wherein the redundant power supply module comprises a main power supply module, a main sensor signal processing circuit power supply module, a crankshaft speed sensor signal processing circuit power supply module;
the main power supply module converts the voltage of a vehicle-mounted power supply into 12V voltage and 5V voltage;
the power supply module of the main sensor signal processing circuit converts 12V voltage into 5V voltage;
the crankshaft speed sensor signal processing circuit power supply module converts 5V voltage into +/-5V voltage;
the main power supply module, the main sensor signal processing circuit power supply module and the crankshaft speed sensor signal processing circuit power supply module adopt a redundancy design, and when one part cannot work normally, other parts can still supply power to the control system.
7. The dual-redundancy control system of the aircraft engine according to claim 6, wherein the collection and conditioning interface unit is designed to be two parts of a signal processing circuit of an important sensor on the engine, and when any one of the two parts fails to work normally, the control system ECU can still obtain the engine state information from the other part.
8. The dual-redundancy control system of the aircraft engine according to claim 3, wherein the control unit comprises two sets of MCU and peripheral circuits thereof, the A, B two sets of sensor conditioning circuits are respectively electrically connected with the two sets of MCU, the two sets of MCU are respectively connected with the execution unit, after the two sets of MCU judge the engine working condition by receiving signals, the two sets of MCU output control signals at the same time, the two sets of control signals are connected with the execution unit by an OR gate circuit, and when any one set of MCU of the control unit fails, the execution unit can still receive the control signals output by the control unit.
9. The dual-redundancy control system of the aircraft engine according to claim 8, wherein the two groups of control units are respectively connected with A, B two groups of driving chips, the driving signals output by the driving chips are connected with actuating mechanisms such as a booster valve, an EGR valve and a throttle valve through an OR gate circuit, and when any one of the two groups of driving chips fails, the actuating mechanisms can still work normally according to the other driving signal;
the upper spark plug and the lower spark plug are connected to different ignition coils, the two spark plugs have a certain phase difference at the ignition time, and signals for controlling different spark plugs on each ignition coil are respectively sent out by two groups of ignition driving chips so as to ensure that the interior of the cylinder can be normally ignited when any one spark plug of each cylinder or any one driving chip cannot normally work;
the fuel injection and air injection control comprises in-cylinder injection and air passage injection, and in-cylinder injection specifically adopts an air-entrainment injection mode in consideration of fuel characteristics of an aircraft engine, and the in-cylinder injection and the air passage injection both have complete injection systems.
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