EP2376760B1 - Engine control system for an aircraft diesel engine - Google Patents

Engine control system for an aircraft diesel engine Download PDF

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Publication number
EP2376760B1
EP2376760B1 EP09781579.9A EP09781579A EP2376760B1 EP 2376760 B1 EP2376760 B1 EP 2376760B1 EP 09781579 A EP09781579 A EP 09781579A EP 2376760 B1 EP2376760 B1 EP 2376760B1
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EP
European Patent Office
Prior art keywords
engine control
engine
control unit
control system
actuators
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EP09781579.9A
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German (de)
French (fr)
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EP2376760A1 (en
Inventor
Bodo Metzdorf
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Technify Motors GmbH
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Thielert Aircraft Engines Vertr D D Insolvenzverwalter Dr Bruno M Kuebler GmbH
Thielert Aircraft Engines Vertr D D Insolvenzverwalter Dr Bruno M Kuebler GmbH
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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers

Definitions

  • the invention relates to an engine control system for a jet engine for propeller aircraft for controlling actuated by actuators injection, boost pressure, Commonrailtik- and propeller control valves comprising a plurality of sensors and a control device connected to these and the actuators.
  • the invention is therefore based on the object to provide a simple design, redundant control for the non-redundant actuators of the control valves of aircraft diesel engines, which ensures a reliable function of the engine even when errors occur.
  • an engine control system for a propeller aircraft diesel engine for controlling the injection, boost pressure, common rail pressure and propeller control valves operated by non-redundant actuators comprising a plurality of sensors and a control device connected thereto and the actuators, two are connected to the sensors and respectively to a first and a second power supply connected - first and second - engine controller provided, which are connected to each other via a serial bus and - with the first engine controller powered with voltage - relays are selectively connectable to the actuators, the two engine controls each have a diagnostic function to calculate the health levels (A and B) determined by the detected faults, which are interchangeable over the serial bus and compared with each other.
  • a and B health levels
  • the power supply to the relay is interrupted, so that the second engine controller is automatically connected via the fallen relay to the actuators and thus a redundant Engine control system for a jet diesel engine is present.
  • the essence of the invention lies in the automatically switchable connection of the two engine controllers communicating with each other via relays as a function of the calculated health level. If the power supply of the first engine governor fails or the first engine governor fails, the second engine governor is automatically activated. An error at the output of one engine governor will not affect the other engine governor as they are never directly connected. In addition, a failure results in most failure modes a relay does not cause a complete engine failure.
  • the relay in question turns off at one turn and the output concerned is driven by the other engine controller. If a relay contact is high-impedance, it will probably be a contact of the normally active first engine controller. Then the control can still be done via the second engine controller.
  • the aircraft diesel engine important, redundant sensors and less important, not redundant sensors are assigned.
  • the relays are connected via a manually operable switch, wherein the switching to the second engine controller by the pilot by manual interruption of the power supply is feasible. That is, the pilot can also force a switch to the second engine governor because of the non-100% fault detection by the engine control system.
  • a warning lamp for signaling a non-maximum health level is connected to both engine controller.
  • the intended for communication between the two engine controllers serial bus is preferably a CAN bus.
  • the diagnostic function of the first and second engine controllers includes detecting errors and calculating the health level based on the transmitted errors, the errors being weighted differently according to their importance to engine operation.
  • the health-level errors typically include short circuits, faulty sensors, over-voltage, over-speed, over-high or low-level Rail or boost pressure, missing serial communication or the like ..
  • the engine control system comprises two aviation engines known as FADEC (Full Authority Digital Engine Control) and therefore not described in detail herein fully digital - first and second - engine governor 1 (FADEC A) and 2 (FADEC B), via a connecting plate. 3 are connected to each other and with a jet diesel engine 4 and which are each connected to a power supply 21, 22.
  • the aircraft diesel engine has four injection valves 5 to 8 and a wastegate 9, a rail pressure control valve 10 and a propeller control valve 11, which are each assigned to operate non-redundant actuators 5 'to 11'.
  • the aircraft diesel engine 4 furthermore has a plurality of sensors 12 which are important for engine operation and therefore redundant (for example speed, power specification and the like) and less important and therefore not redundant sensors 13.
  • the terminals 12 'and 13' of the redundant and non-redundant Sensors 12, 13 are connected to respective terminals 12 ", 13" of the two engine controllers 1 and 2 (FADEC A and FADEC B).
  • the actuators 5 'to 11' provided for valve adjustment are each connected via a control line to a relay 14 to 20 on the connecting plate 3.
  • the relay '14 to 20 are connected via a manually operable switch 23 to the engine controller 1.
  • each control valve connections 5 '' to 8 'to control the actuators 5' to 8 ' the injection valves 5 to 8 via the relay 14 to 17 and control valve connections 9 "to 11 '' for controlling the actuators 9 'to 11' of the wastegate 9, the rail pressure regulating valve 10 and the propeller control valve 11 via the relay 18, 19 and 20.
  • each engine controller 1 or 2 has in each case two connections 21 'and 22' to the power supply 21 or 22 and one connection 24 ', 25' to a warning lamp 24 or 25.
  • a relay connection 23 ' is still present on the engine controller 1. for the connection via the switch 23 with the relays 14 to 20.
  • the injection valve and control valve connections 5 '' to 11 '' of the first engine controller 1 (FADEC A) or the second engine controller 2 ( FADEC B) are connected to the actuators 5 'to 11' of the injection valves 5 to 8 or the respective control valve 9 to 11.
  • a serial bus 26 here a CAN bus, and corresponding bus connections at the respective engine controller 1 and 2.
  • FADEC A and FADEC B are present, which can communicate with each other via the serial bus 26 and of which one is active and the relays 14-20 on the connecting plate 3 with the actuators 5 'to 11' for arranged on the aircraft diesel engine 4 valves (5 to 11) is connected to control these.
  • the two engine controls 1 and 2 have internal diagnostic functions that include, for example, short circuit detection at the outputs (ports), overvoltage detection, faulty sensors, overspeed, over or under boost or rail pressure, missing serial communication, and other faults.
  • the diagnostic functions calculate one each so-called health level A or B, in which the possible errors are weighted differently. This means that, for example, the failure of a less important sensor leads to a smaller drop in the respective health level than the failure of an important sensor or the occurrence of a short circuit.
  • the two engine controllers 1 and 2 communicate with each other via the serial bus 26.
  • Engine Governor 1 also includes a comparator that compares the two calculated Health Levels A and B.
  • the engine controller 1 turns on the relays on the connection plate 3 and thus has control over the actuators 5 'to 11'.
  • the health level B of the engine controller 2 FADEC B
  • the relays 14 to 20 are turned off, so that - as shown in the drawing - the engine controller 2 (FADEC B) the Control over the actuators 5 'to 11' has.
  • failure to reach the maximum health level A or B is signaled.
  • the pilot Since a 100% error detection is virtually impossible, the pilot has the switch 23 also has the ability to interrupt the connection of the relay 14 to 20 with the engine controller 1 and thus manually switch the relay 14 to 20 to the engine controller 2.
  • the relays 14 to 20 fall off and the engine controller 2 is automatically activated. Even with a defect of the engine controller 1, the engine controller 2 is automatically active due to the relay is not turned on.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

Die Erfindung betrifft ein Motorsteuerungssystem für einen Flugdieselmotor für Propellerflugzeuge zur Steuerung der von Aktoren betätigten Einspritz-, Ladedruck-, Commonraildruck- und Propellerregelventile das eine Mehrzahl Sensoren und eine mit diesen und den Aktoren verbundene Regelvorrichtung umfasst.The invention relates to an engine control system for a jet engine for propeller aircraft for controlling actuated by actuators injection, boost pressure, Commonraildruck- and propeller control valves comprising a plurality of sensors and a control device connected to these and the actuators.

Es ist bekannt, mit Flugzeugkraftstoff (Kerosin) betriebene Kraftfahrzeug-Dieselmotoren zum Antrieb von Propellerflugzeugen einzusetzen. Derartige Flugdieselmotoren werden mit Turboladern zur Erzielung eines bestimmten Ladedrucks sowie mit einer Common-Rail-Einspritzung betrieben und verfügen dementsprechend über Einspritzventile sowie Ladedruck-, Raildruck- und Propellerregelventile, die von - den Ventilen zugeordneten - Aktoren betätigt werden. Die Steuerung der nicht redundanten Aktoren erfolgt - ausgehend von den von Sensoren erzeugten Sensorsignalen - mittels einer Motorsteuerung. Bei einer Störung in der Motorsteuerung ist jedoch die zuverlässige Funktion des Dieselmotors nicht mehr gewährleistet, und zwar mit im Falle des Einsatzes als Flugdieselmotor nicht vertretbaren Folgen. Ein Biespiel ist aus der US 2005/268890 bekannt.It is known to use motor vehicle diesel engines powered by aircraft fuel (kerosene) to drive propeller aircraft. Such aircraft diesel engines are operated with turbochargers to achieve a certain boost pressure and with a common rail injection and accordingly have injection valves and boost pressure, rail pressure and propeller control valves, which are actuated by - the valves associated - actuators. The control of the non-redundant actuators takes place - based on the sensor signals generated by sensors - by means of a motor control. In a fault in the engine control, however, the reliable operation of the diesel engine is no longer guaranteed, and with unacceptable consequences in the case of use as a jet engine. A Biespiel is from the US 2005/268890 known.

Der Erfindung liegt daher die Aufgabe zugrunde, eine einfach ausgebildete, redundante Steuerung für die nicht redundanten Aktoren der Regelventile von Flugdieselmotoren anzugeben, die auch beim Auftreten von Fehlern eine sichere Funktion des Motors gewährleistet.The invention is therefore based on the object to provide a simple design, redundant control for the non-redundant actuators of the control valves of aircraft diesel engines, which ensures a reliable function of the engine even when errors occur.

Erfindungsgemäß wird die Aufgabe mit einem gemäß den Merkmalen des Patentanspruchs 1 ausgebildeten Motorsteuerungssystem gelöst. Zweckmäßige Ausgestaltungen der Erfindung sind Gegenstand der Unteransprüche.According to the invention, the object is achieved with a motor control system designed according to the features of patent claim 1 solved. Advantageous embodiments of the invention are the subject of the dependent claims.

Bei einem Motorsteuerungssystem für einen Flugdieselmotor für Propellerflugzeuge zur Steuerung der von nicht redundanten Aktoren betätigten Einspritz-, Ladedruck-, Commonraildruck- und Propellerregelventile, das eine Mehrzahl Sensoren und eine mit diesen und den Aktoren verbundene Regelvorrichtung umfasst, sind zwei mit den Sensoren verbundene und jeweils an eine erste und an eine zweite Stromversorgung angeschlossene - erste und zweite - Triebwerksregler vorgesehen, die über einen seriellen Bus miteinander verbunden sind und über - mit dem ersten Triebwerksregler mit Spannung versorgte - Relais wahlweise an die Aktoren anschließbar sind, wobei die beiden Triebwerksregler jeweils über eine Diagnosefunktion zur Berechnung des durch die erfassten Fehler bestimmten jeweiligen Health-Levels (A und B) verfügen, die über den seriellen Bus austauschbar sind und die miteinander verglichen werden. Bei einem unter dem Health-Level (B) des zweiten Triebwerksreglers liegenden Health-Level (A) des ersten Triebwerksreglers wird die Stromzufuhr zu den Relais unterbrochen, so dass der zweite Triebwerksregler über die abgefallenen Relais automatisch mit den Aktoren verbunden ist und mithin ein redundantes Motorsteuerungssystem für einen Flugdieselmotor vorliegt. Der Kern der Erfindung liegt in der automatisch umschaltbaren Verbindung der beiden miteinander kommunizierenden Triebwerksregler über Relais in Abhängigkeit von dem errechneten Health-Level. Wenn die Spannungsversorgung des ersten Triebwerksreglers ausfällt oder der erste Triebwerksregler defekt ist, wird der zweite Triebwerksregler automatisch aktiviert. Durch einen Fehler am Ausgang des einen Triebwerksreglers wird der andere Triebwerksregler nicht beeinflusst, da beide nie direkt miteinander verbunden sind. Zudem führt in den meisten Fehlermodi ein Ausfall eines Relais nicht zu einem vollständigen Motorausfall. Beispielsweise fällt das betreffende Relais bei einem Windungsschluss ab und der betreffende Ausgang wird von dem anderen Triebwerksregler angesteuert. Ist ein Relaiskontakt hochohmig, so wird es wahrscheinlich ein Kontakt des in der Regel aktiven ersten Triebwerksreglers sein. Dann kann die Steuerung immer noch über den zweiten Triebwerksregler erfolgen.In an engine control system for a propeller aircraft diesel engine for controlling the injection, boost pressure, common rail pressure and propeller control valves operated by non-redundant actuators, comprising a plurality of sensors and a control device connected thereto and the actuators, two are connected to the sensors and respectively to a first and a second power supply connected - first and second - engine controller provided, which are connected to each other via a serial bus and - with the first engine controller powered with voltage - relays are selectively connectable to the actuators, the two engine controls each have a diagnostic function to calculate the health levels (A and B) determined by the detected faults, which are interchangeable over the serial bus and compared with each other. At a below the health level (B) of the second engine controller health level (A) of the first engine controller, the power supply to the relay is interrupted, so that the second engine controller is automatically connected via the fallen relay to the actuators and thus a redundant Engine control system for a jet diesel engine is present. The essence of the invention lies in the automatically switchable connection of the two engine controllers communicating with each other via relays as a function of the calculated health level. If the power supply of the first engine governor fails or the first engine governor fails, the second engine governor is automatically activated. An error at the output of one engine governor will not affect the other engine governor as they are never directly connected. In addition, a failure results in most failure modes a relay does not cause a complete engine failure. For example, the relay in question turns off at one turn and the output concerned is driven by the other engine controller. If a relay contact is high-impedance, it will probably be a contact of the normally active first engine controller. Then the control can still be done via the second engine controller.

In weiterer Ausbildung der Erfindung sind dem Flugdieselmotor wichtige, redundante Sensoren und weniger wichtige, nicht redundante Sensoren zugeordnet.In a further embodiment of the invention, the aircraft diesel engine important, redundant sensors and less important, not redundant sensors are assigned.

Gemäß einem noch anderen Merkmal der Erfindung sind die Relais über einen manuell betätigbaren Schalter angeschlossen, wobei die Umschaltung auf den zweiten Triebwerksregler vom Piloten durch manuelle Unterbrechung der Spannungsversorgung durchführbar ist. Das heißt, der Pilot kann wegen der nicht 100%-igen Fehlererkennung durch das Motorsteuerungssystem auch ein Umschalten auf den zweiten Triebwerksregler erzwingen.According to yet another feature of the invention, the relays are connected via a manually operable switch, wherein the switching to the second engine controller by the pilot by manual interruption of the power supply is feasible. That is, the pilot can also force a switch to the second engine governor because of the non-100% fault detection by the engine control system.

In zweckmäßiger Ausgestaltung der Erfindung ist an beide Triebwerksregler eine Warnlampe zur Signalisierung eines nicht maximalen Health-Levels (A, B) angeschlossen. Der zur Kommunikation zwischen den beiden Triebwerksreglern vorgesehene serielle Bus ist vorzugsweise ein CAN-Bus.In an advantageous embodiment of the invention, a warning lamp for signaling a non-maximum health level (A, B) is connected to both engine controller. The intended for communication between the two engine controllers serial bus is preferably a CAN bus.

Die Diagnosefunktion des ersten und zweiten Triebwerksreglers beinhaltet das Erfassen von Fehlern und die Berechnung des Health-Levels auf der Grundlage der übermittelten Fehler, wobei die Fehler entsprechend ihrer Bedeutung für den Motorbetrieb unterschiedlich gewichtet werden. Die in den Health-Level eingehende Fehler umfassen im Wesentlichen Kurzschlüsse, defekte Sensoren, Überspannungen, Überdrehzahlen, einen zu hohen oder zu niedrigen Rail- oder Ladedruck, fehlende serielle Kommunikation oder dgl..The diagnostic function of the first and second engine controllers includes detecting errors and calculating the health level based on the transmitted errors, the errors being weighted differently according to their importance to engine operation. The health-level errors typically include short circuits, faulty sensors, over-voltage, over-speed, over-high or low-level Rail or boost pressure, missing serial communication or the like ..

Ein Ausführungsbeispiel eines erfindungsgemäßen redundanten Motorsteuerungssystems wird anhand der Zeichnung, in der ein Schaltschema der Verknüpfung von zwei Motorsteuerungen mit einem Flugdieselmotor dargestellt ist, näher erläutert.An embodiment of a redundant engine control system according to the invention will be explained in more detail with reference to the drawing, in which a circuit diagram of the combination of two engine controls is shown with a jet diesel engine.

Das Motorsteuerungssystem umfasst zwei aus der Luftfahrt unter der Bezeichnung FADEC (Full Authority Digital Engine Control) bekannte und daher hier nicht näher beschriebene voll digitale - erste und zweite - Triebwerksregler 1 (FADEC A) und 2 (FADEC B), die über eine Verbindungsplatte 3 miteinander und mit einem Flugdieselmotor 4 verbunden sind und die jeweils an eine Spannungsversorgung 21, 22 angeschlossen sind. Der Flugdieselmotor weist vier Einspritzventile 5 bis 8 sowie ein Ladedruckregelventil 9, ein Raildruckregelventil 10 und ein Propellerregelventil 11 auf, denen zur Betätigung jeweils nicht redundante Aktoren 5' bis 11' zugeordnet sind. Der Flugdieselmotor 4 verfügt des Weiteren über eine Mehrzahl für den Motorbetrieb wichtiger und daher redundanter Sensoren 12 (zum Beispiel Drehzahl, Leistungsvorgabe und dgl.) sowie weniger wichtiger und daher nicht redundanter Sensoren 13. Die Anschlüsse 12' und 13' der redundanten und nicht redundanten Sensoren 12, 13 sind mit entsprechenden Anschlüssen 12", 13" der beiden Triebwerksregler 1 und 2 (FADEC A und FADEC B) verbunden. Andererseits sind die zur Ventileinstellung vorgesehenen Aktoren 5' bis 11' jeweils über eine Steuerleitung mit einem Relais 14 bis 20 auf der Verbindungsplatte 3 verbunden. Die Relais' 14 bis 20 sind über einen manuell betätigbaren Schalter 23 an den Triebwerksregler 1 angeschlossen. An den beiden Triebwerksreglern 1 und 2 sind jeweils Regelventilanschlüsse 5'' bis 8" zur Steuerung der Aktoren 5' bis 8' der Einspritzventile 5 bis 8 über die Relais 14 bis 17 und Regelventilanschlüsse 9" bis 11'' zur Steuerung der Aktoren 9' bis 11' des Ladedruckregelventils 9, des Raildruckregelventils 10 und des Propellerregelventils 11 über die Relais 18, 19 und 20 vorgesehen. Darüber hinaus weist jeder Triebwerksregler 1 bzw. 2 jeweils zwei Anschlüsse 21' und 22' zur Spannungsversorgung 21 bzw. 22 sowie jeweils einen Anschluss 24', 25' zu einer Warnlampe 24 bzw. 25 auf. Schließlich ist am Triebwerksregler 1 noch ein Relaisanschluss 23' für die Verbindung über den Schalter 23 mit den Relais 14 bis 20 vorgesehen. Jeweils über eines der Relais 14 bis 20 sind die Einspritzventil- und Regelventilanschlüsse 5'' bis 11'' des ersten Triebwerksreglers 1 (FADEC A) oder des zweiten Triebwerksreglers 2 (FADEC B) mit den Aktoren 5' bis 11' der Einspritzventile 5 bis 8 bzw. dem jeweiligen Regelventil 9 bis 11 verbunden. Zur seriellen Kommunikation zwischen den beiden Triebwerksreglern 1 und 2 (FADEC A und FADEC B) sind diese über einen seriellen Bus 26, hier einen CAN-Bus, und entsprechende Bus-Anschlüsse am jeweiligen Triebwerksregler 1 und 2 miteinander verbunden. Somit sind zwei identische Motorsteuerungen (FADEC A und FADEC B) vorhanden, die über den seriellen Bus 26 miteinander kommunizieren können und von denen jeweils eine aktiv ist und über die Relais 14 - 20 auf der Verbindungsplatte 3 mit den Aktoren 5' bis 11' für die am Flugdieselmotor 4 angeordneten Ventile (5 bis 11) verbunden ist, um diese anzusteuern.The engine control system comprises two aviation engines known as FADEC (Full Authority Digital Engine Control) and therefore not described in detail herein fully digital - first and second - engine governor 1 (FADEC A) and 2 (FADEC B), via a connecting plate. 3 are connected to each other and with a jet diesel engine 4 and which are each connected to a power supply 21, 22. The aircraft diesel engine has four injection valves 5 to 8 and a wastegate 9, a rail pressure control valve 10 and a propeller control valve 11, which are each assigned to operate non-redundant actuators 5 'to 11'. The aircraft diesel engine 4 furthermore has a plurality of sensors 12 which are important for engine operation and therefore redundant (for example speed, power specification and the like) and less important and therefore not redundant sensors 13. The terminals 12 'and 13' of the redundant and non-redundant Sensors 12, 13 are connected to respective terminals 12 ", 13" of the two engine controllers 1 and 2 (FADEC A and FADEC B). On the other hand, the actuators 5 'to 11' provided for valve adjustment are each connected via a control line to a relay 14 to 20 on the connecting plate 3. The relay '14 to 20 are connected via a manually operable switch 23 to the engine controller 1. At the two engine controls 1 and 2 are each control valve connections 5 '' to 8 'to control the actuators 5' to 8 ' the injection valves 5 to 8 via the relay 14 to 17 and control valve connections 9 "to 11 '' for controlling the actuators 9 'to 11' of the wastegate 9, the rail pressure regulating valve 10 and the propeller control valve 11 via the relay 18, 19 and 20. Über In addition, each engine controller 1 or 2 has in each case two connections 21 'and 22' to the power supply 21 or 22 and one connection 24 ', 25' to a warning lamp 24 or 25. Finally, a relay connection 23 'is still present on the engine controller 1. for the connection via the switch 23 with the relays 14 to 20. In each case via one of the relays 14 to 20, the injection valve and control valve connections 5 '' to 11 '' of the first engine controller 1 (FADEC A) or the second engine controller 2 ( FADEC B) are connected to the actuators 5 'to 11' of the injection valves 5 to 8 or the respective control valve 9 to 11. For serial communication between the two engine controllers 1 and 2 (FADEC A u nd FADEC B) these are connected to one another via a serial bus 26, here a CAN bus, and corresponding bus connections at the respective engine controller 1 and 2. Thus, two identical motor controls (FADEC A and FADEC B) are present, which can communicate with each other via the serial bus 26 and of which one is active and the relays 14-20 on the connecting plate 3 with the actuators 5 'to 11' for arranged on the aircraft diesel engine 4 valves (5 to 11) is connected to control these.

Die beiden Triebwerksregler 1 und 2 haben interne Diagnosefunktionen, die beispielsweise die Kurzschlusserkennung an den Ausgängen (Anschlüssen), die Erkennung von Überspannungen, defekten Sensoren, Überdrehzahlen, eines zu hohen oder zu niedrigen Ladedrucks oder Raildrucks, einer fehlenden seriellen Kommunikation und anderer Fehler umfassen. Die Diagnosefunktionen berechnen jeweils einen sogenannten Health-Level A bzw. B, in dem die möglichen Fehler unterschiedlich stark gewichtet werden. Das heißt, dass beispielsweise der Ausfall eines weniger wichtigen Sensors zu einem kleineren Abfall des jeweiligen Health-Levels führt als der Ausfall eines wichtigen Sensors oder das Auftreten eines Kurzschlusses. Die beiden Triebwerksregler 1 und 2 kommunizieren über den seriellen Bus 26 miteinander. Der Triebwerksregler 1 (FADEC A) umfasst zudem einen Vergleicher, der die beiden berechneten Health-Level A und B miteinander vergleicht. Wenn beide Health-Level gleich sind (A = B) oder der Health-Level des Triebwerksreglers 1 größer als der des Triebwerksreglers 2 ist (A > B), schaltet der Triebwerksregler 1 die Relais auf der Verbindungsplatte 3 ein und hat somit die Kontrolle über die Aktoren 5' bis 11'. Wenn jedoch der Health-Level B des Triebwerksreglers 2 (FADEC B) einen höheren Wert als der Health-Level A hat, werden die Relais 14 bis 20 abgeschaltet, so dass - wie in der Zeichnung dargestellt - der Triebwerksregler 2 (FADEC B) die Kontrolle über die Aktoren 5' bis 11' hat. Mit der an jeden Triebwerksregler 1 und 2 angeschlossenen Warnlampe 24 bzw. 25 wird außerdem das Nichterreichen des maximalen Health-Levels A oder B signalisiert.The two engine controls 1 and 2 have internal diagnostic functions that include, for example, short circuit detection at the outputs (ports), overvoltage detection, faulty sensors, overspeed, over or under boost or rail pressure, missing serial communication, and other faults. The diagnostic functions calculate one each so-called health level A or B, in which the possible errors are weighted differently. This means that, for example, the failure of a less important sensor leads to a smaller drop in the respective health level than the failure of an important sensor or the occurrence of a short circuit. The two engine controllers 1 and 2 communicate with each other via the serial bus 26. Engine Governor 1 (FADEC A) also includes a comparator that compares the two calculated Health Levels A and B. If both health levels are equal (A = B) or the health level of the engine controller 1 is greater than that of the engine controller 2 (A> B), the engine controller 1 turns on the relays on the connection plate 3 and thus has control over the actuators 5 'to 11'. However, if the health level B of the engine controller 2 (FADEC B) has a higher value than the health level A, the relays 14 to 20 are turned off, so that - as shown in the drawing - the engine controller 2 (FADEC B) the Control over the actuators 5 'to 11' has. In addition, with the warning lamp 24 or 25 connected to each engine controller 1 and 2, failure to reach the maximum health level A or B is signaled.

Da eine 100%-ige Fehlererkennung praktisch nicht möglich ist, hat der Pilot über den Schalter 23 außerdem die Möglichkeit, die Verbindung der Relais 14 bis 20 mit dem Triebwerksregler 1 zu unterbrechen und damit die Relais 14 bis 20 manuell auf den Triebwerksregler 2 umzuschalten. Bei einem Ausfall der Spannungsversorgung 21 des Triebwerksreglers A fallen die Relais 14 bis 20 ab und der Triebwerksregler 2 wird automatisch aktiv. Auch bei einem Defekt des Triebwerksreglers 1 ist der Triebwerksregler 2 aufgrund der nicht eingeschalteten Relais automatisch aktiv.Since a 100% error detection is virtually impossible, the pilot has the switch 23 also has the ability to interrupt the connection of the relay 14 to 20 with the engine controller 1 and thus manually switch the relay 14 to 20 to the engine controller 2. In case of failure of the power supply 21 of the engine controller A, the relays 14 to 20 fall off and the engine controller 2 is automatically activated. Even with a defect of the engine controller 1, the engine controller 2 is automatically active due to the relay is not turned on.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11 erster Triebwerksregler (FADEC A)first engine controller (FADEC A) 22 zweiter Triebwerksregler (FADEC B)second engine controller (FADEC B) 33 Verbindungsplatteconnecting plate 44 FlugdieselmotorFlight diesel engine 5 - 85 - 8 EinspritzventileInjectors 99 LadedruckregelventilWastegate 1010 RaildruckregelventilRail pressure control valve 1111 PropellerregelventilPropeller control valve 5' - 11'5 '- 11' Aktoren v. 5 - 11Actuators v. 5 - 11 5'' - 11''5 '' - 11 '' Einspritz-/Regelventilanschlüsse von 1, 2Injection / control valve connections of 1, 2 1212 redundante Sensoren v. 4redundant sensors v. 4 1313 nicht redundante Sensoren v. 4non-redundant sensors v. 4 12', 13'12 ', 13' Sensoranschlüsse an 4Sensor connections on 4 12'', 13''12 '', 13 '' Sensoranschlüsse an 1, 2Sensor connections to 1, 2 14 - 2014 - 20 Relais auf 3Relay on 3 21, 2221, 22 Spannungsversorgung v. 1, 2Power supply v. 1, 2 2323 manueller Schaltermanual switch 23'23 ' Relaisanschluss v. 1Relay connection v. 1 24, 2524, 25 Warnlampe v. 1, 2Warning lamp v. 1, 2 2626 serieller Busserial bus 26'26 ' Busanschluss an 1, 2Bus connection to 1, 2

Claims (6)

  1. An engine control system for an aircraft diesel engine (4) for propeller-driven aircraft for purposes of controlling the injection valves, charge pressure control valves, common rail pressure control valves and propeller control valves (5 to 11) actuated by actuators (5' to 11') of non-redundant design, comprising a plurality of sensors (12, 13) and a first engine control unit (1) connected with the latter and with the actuators and having a diagnostics function and being switchable automatically to a second engine control unit (2) having a diagnostics function in case of faulty values, characterised in that the first and second engine control unit (1, 2) are in each case connected to a first and a second power supply (21, 22) and connected with one another via a serial bus (26) and are connectable optionally to the actuators (5' to 11') via relays (14 to 20) - that are supplied with power from the first engine control unit (1) - , wherein health levels (A and B) of the two engine control units (1, 2) calculated via the diagnostics function on the basis of faults registrated and differently weighted according to their importance for the operation of the engine are interchangeable via the serial bus (26) and are compared with one another, and in the event of the health level (A) of the first engine control unit (1) lying below the health level (B) of the second engine control unit (2), the power supply to the relays (14 to 20) is interrupted, and the second engine control unit (2) is automatically connected to the actuators (5' to 11') via the relays (14 to 20) that have dropped out.
  2. The engine control system in accordance with Claim 1, characterised in that important sensors (12) of redundant design and less important sensors (13) of non-redundant design are assigned to the aircraft diesel engine (4).
  3. The engine control system in accordance with Claim 1, characterised in that the relays (14 to 20) are connected via a switch (23) that is manually operable, and the switch-over to the second engine control unit (2) is realisable by the pilot by means of a manual interruption of the power supply.
  4. The engine control system in accordance with Claim 1, characterised in that a warning lamp (24, 25) is connected to both engine control units (1, 2) for purposes of signalling a non-maximum health level (A, B).
  5. The engine control system in accordance with Claim 1, characterised in that the serial bus (26) is a CAN-bus.
  6. The engine control system in accordance with Claim 1, characterised in that the faults entering into the health level essentially comprise short-circuits, defective sensors, excess voltages, excess rotational speeds, a too high or too low rail pressure or charge pressure, a lack of serial communication, or similar.
EP09781579.9A 2008-12-12 2009-08-06 Engine control system for an aircraft diesel engine Not-in-force EP2376760B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008054589A DE102008054589B3 (en) 2008-12-12 2008-12-12 Engine control system for a jet diesel engine
PCT/EP2009/060236 WO2010066477A1 (en) 2008-12-12 2009-08-06 Engine control system for an aircraft diesel engine

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EP2376760A1 EP2376760A1 (en) 2011-10-19
EP2376760B1 true EP2376760B1 (en) 2013-05-29

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US (1) US20110239992A1 (en)
EP (1) EP2376760B1 (en)
CN (1) CN102245877A (en)
CA (1) CA2746454A1 (en)
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WO (1) WO2010066477A1 (en)

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DE102008054589B3 (en) 2010-08-19
WO2010066477A1 (en) 2010-06-17
US20110239992A1 (en) 2011-10-06
CN102245877A (en) 2011-11-16
EP2376760A1 (en) 2011-10-19

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