RU33169U1 - Aircraft engine control system with speed, temperature, pressure and traction control - Google Patents

Description

Aircraft engine control system with speed, temperature, pressure and traction control

The proposed utility model relates to instrumentation and can be used to control an aircraft engine.

Known on-board monitoring system of a gas turbine aircraft engine (GTE), containing sensors of the fuel parameters of the gas turbine engine: RTOPL pressure and flow rate The fuel fuel supplied to the engine, the outputs of which are connected to the inputs of the engine parameter conversion unit. Aircraft engine control system. Application 2272783, UK, MKI F02C9 / 46; Rolls-Royce pic., No. 9224330.2, publ. 05/25/94.

The disadvantage of this system is the poor efficiency of aircraft engine control. This drawback is caused by the fact that, firstly, a rather narrow group of monitored parameters of the aircraft engine is used - fuel parameters, and secondly, the fact that when controlling the gas turbine engine does not take into account the events when the controlled parameters of the aircraft engine exceed the limits set for them.

This drawback is deprived of the well-known aircraft engine control system. Aviation GTE control system. Application 2262623, UK, MKI F02C9 / 26; Rolls-Royce pic., No. 9126781, publ. 06/23/93.

The known system contains, in addition to sensors for the fuel parameters of the aircraft engine, also sensors for non-fuel parameters: rotational speeds Pv and Pkvd5, respectively, rotors of the fan and compressor of high pressure, gas temperature t t and t k, respectively, behind the turbine and behind the compressor, angle arud

Z003f10131

MKI F02C9 / 26, 9/28, 9/46

the position of the engine control handle, etc., the outputs of which are connected to the inputs of the on-board computer containing the module of limit values, which allows taking into account the effect on the actual operating time of the aircraft engine of events consisting in the output of individual controlled parameters of the aircraft engine beyond the limits of limit values.

Limit values limit the allowable changes in the parameters of the aircraft engine in the intermittent mode of its operation. When the aircraft engine is operating in an emergency mode, the values of individual parameters of the aircraft engine can go beyond the boundaries of undetermined quantities, without reaching the dangerous values established for these parameters.

The identification of events when the current values of the controlled parameters of the aircraft engine go beyond the limit values is important, since the consequence of such events is a significant increase in wear and tear and an increase in the actual operating time of the aircraft engine. Therefore, to assess the real technical condition of the aircraft engine during its emergency operation, it is necessary to take into account not the actually measured operating time (operating time) of the aircraft engine, but the effective operating time (effective operating time) of the aircraft engine in abnormal mode, i.e. time increased compared to the measured value. At the same time, the actual operating time of an aircraft engine operating in both abnormal and abnormal modes should be determined as the sum of the operating time and effective operating time of the aircraft engine.

However, the well-known system solves the problem of determining the effective operating time is very costly, because in its calculator, the current values of the controlled parameters of the aircraft engine are compared with constants

values of the limit values stored in the memory of the module of limit values. Moreover, in the known system ie, the circumstance that the limiting values themselves are functions of the current values of the parameters of the aircraft engine, i.e. not constant, but “reference values, and therefore, an accurate determination of the actual operating time of the aircraft engine during its emergency operation should be based on monitoring the parameters of the aircraft engine over floating limits. However, such control is not provided by the known system.

The drawback closest to the proposed and adopted as a prototype onboard control system for the aircraft PS-90A gas turbine engine V.A. Brewers. Diagnostics of aircraft and aircraft engines. M., MGTUGA, 1995, as well as the “Manual for the technical operation of the on-board engine control system BSKD-90. Ed. JSC Techpribor, St. Petersburg, 1994.

The known system comprises a multiplexing unit, designed to normalize and multiplex the signals of the sensors of the controlled parameters of the aircraft engine, the outputs of which are connected to the inputs of this unit, an on-board computer, the input of which is connected to the output of the multiplexing unit, and the output is designed to provide information to the on-board information system, and a command unit whose inputs are connected to the outputs of the sensors of the so-called limiting parameters of the aircraft engine, i.e. those controlled parameters, the current values of which can go beyond the boundaries of the current values of the limiting values, and the output is intended for the issuance of information to the emergency information system of the aircraft; onboard

 I c

the computer of the known system includes a processor and a limit algorithm module connected to its input, the command block includes a controller and a limit setting module connected to its input, the on-board computer processor and command block controller connected by a bi-directional information bus.

The command unit of the known system is necessary to perform limiting operations, i.e. operations with limit values and with those of the controlled parameters of the aircraft engine, the current values of which can go beyond the limits of limit values, i.e. be greater than the maximum or less than the minimum value of the limit value. In this case, both the maximum and minimum values of the limiting values are floating, i.e. depend on the current values of the parameters of the aircraft engine.

Limit operations are performed in a command unit that is autonomous with respect to the on-board computer in order to save information characterizing the abnormal operation mode of the aircraft engine in case of an on-board computer failure.

During the operation of the known system, mathematical expressions of algorithms are introduced into the memory of the limit module module of the on-board computer to calculate the current values of the limit values, as well as the effective and actual operating time of the aircraft engine, the numerical values of the parametric settings necessary for calculation of limit values, in the on-board computer using data obtained from the command unit, based on mathematical expressions stored in memory

module of limit algorithms, current values of limit values are calculated and transmitted to the command block. The signals of the sensors of the monitored parameters of the aircraft engine are normalized, multiplexed in the multiplexing unit and fed to the input of the on-board computer, the signals of the current values of the limiting parameters of the aircraft engine are sent to the input of the command unit from the outputs of the corresponding sensors, in the command unit using the data received from the on-board computer, the current values are compared each of the limit parameters with the corresponding current value of the limit value.

If the current value of the parameter goes beyond the limits of the current value of the limit value, a limit command is generated and transmitted to the on-board computer and to the emergency information systems of the aircraft, and on-board computer, taking into account the presence of limit commands and the time of the aircraft engine operating in non-standard and non-standard modes, the effective and actual operating times are calculated aircraft engines and are transmitted to the on-board information system for registration and indication on call.

As a result of the listed actions of the known system, the determination of the actual operating time of the aircraft engine obtained by summing the operating time and effective operating time is made quite accurately.

The disadvantage of this system is a biased assessment of the actual operating time and technical condition of the aircraft engine during its operation in a special mode, such as, for example, a special regime for the interrupted take-off of a twin-engine aircraft.

A special interrupted take-off mode occurs when one of the

engines of a take-off aircraft equipped with two engines. Because termination of takeoff in such a case can lead to a flight accident and is prohibited by flight regulations, the aircraft must continue to take off on one engine operating in a special boosted mode with increased thrust, then perform pre-landing maneuvers and then land. However, if during operation of the aircraft engine in a special forced mode, at least one of the controlled parameters of the aircraft engine goes beyond the dangerous value set for this parameter, further flight operation of the aircraft engine is not allowed.

In order to maintain the airworthiness of the aircraft engine after its operation in a special mode with exceeding the dangerous value of the controlled parameter and to ensure the possibility of further continuation of flights using the aforementioned aircraft engine, flight regulatory documents allow us to consider the special mode not as an emergency mode, but as one of the allowed short-term modes of operation of the aircraft engine when subject to the mandatory fulfillment of regulatory requirements to limit the operating time of an aircraft engine on a special mode, as well as to limit the aircraft engine’s engine life after its operation with the release of one or more current values of the controlled parameters beyond the boundaries of a dangerous value. Therefore, to maintain the airworthiness of the aircraft engine, to determine its effective operating time during operation in a special forced mode with increased thrust (special operating time) and residual engine life, the technical state of the aircraft engine during its operation in a special mode is monitored

it must be carried out taking into account the parametric and time restrictions provided for by this flight regulations, which is not provided by the known system, and therefore does not allow the use of an aircraft engine that provided an interrupted take-off of the aircraft for further flight operation.

The objective of the proposed utility model is to ensure effective on-board control, to calculate the special operating time and residual engine life of the aircraft engine, designed to operate in a special mode, for example, forced mode with increased thrust.

To solve this problem, a timer and a module of dangerous algorithms are additionally introduced into the on-board computer of the known system, a module of dangerous settings is introduced into the command unit, and the on-board computer is supplemented with an input for receiving a signal about a special aircraft engine mode. When controlling an aircraft engine in the command unit of the proposed system, the current values of the hazardous parameters are compared with the current values of the hazardous quantities, events of the exit of the hazardous parameters beyond the boundaries of the hazardous quantities are detected, the corresponding dangerous commands are generated and taking into account the presence of these commands and the special time values entered into the timer in the on-board computer special operating time and residual engine life of the aircraft engine during its operation in a special mode are determined.

To this end, in an aircraft engine control system containing an on-board computer, which includes a processor and a module of limit algorithms connected to one of its inputs, a command unit containing a controller and a module connected to one of its inputs

limit settings, the multiplexing unit, the inputs of which are connected to the sensors outputs of the controlled parameters of the aircraft engine, and the output - to the parametric input of the on-board computer, the processor of which is connected by bi-directional information communication with the controller of the command unit, the parametric inputs of which are connected to the outputs of the sensors of the controlled parameters of the aircraft engine, is new the fact that the on-board computer has additionally introduced a timer and a module of dangerous algorithms, the output of each of which connected to one of the additional inputs of the processor, and the hazardous algorithms module includes a microprocessor and the hazardous speed algorithm, pressure, traction and temperature cells connected to its inputs, the command unit is additionally equipped with a dangerous settings module connected to an additional controller input, and This module includes a microcontroller and micromodules connected to its inputs of hazardous settings for speed, pressure, traction and temperature, and the on-board computer is equipped with a special an input for receiving a signal about a special aircraft engine mode.

For a more complete disclosure of the essence of the utility model in FIG. 1 is a functional diagram of the claimed system, and FIG. 2 functional diagram of its two modules.

The aircraft engine control system contains a multiplexing unit 1, an onboard computer 2, which includes a processor 3, a limit algorithm module 4, a timer 5 and a dangerous algorithm module 6, a command unit 7, which includes a controller 8, a limit setting module 9, and a module 10 dangerous settings.

The on-board monitoring system interacts with the on-board information system, which includes a comprehensive indicator 11 and the flight data recorder 12, as well as with the aircraft emergency information system, which includes an alarm board 13 and a protected on-board information storage 14.

Module 6 of hazardous algorithms comprises a microprocessor 15, cell 16 of hazardous speed algorithms, cell 17 of hazardous temperature algorithms, cell 18 of hazardous pressure algorithms and cell 19 of hazardous traction algorithms.

The dangerous settings module 10 contains a microcontroller 20, a micromodule 21 dangerous speed settings, a micromodule 22 dangerous temperature settings, a micromodule 23 dangerous pressure settings and a micromodule 24 dangerous setpoints.

Inputs Вх QM, Вх Пв, Вх Пквд,, Вх, ..., Вх arud, multiplexing unit 1, intended for receiving, normalizing and multiplexing signals about the current values of the monitored parameters QM, Пв, Пквд,, ..., arud of the aircraft engine connected to the outputs of the corresponding

sensors controlled parameters of the aircraft engine (in Fig.1 sensors are not shown).

The output of block 1 is connected to the parametric input of the calculator 2, which at the same time is the first input of the processor 3, which is part of this calculator. Special Entrance Вх С.Р. calculator 2, designed to receive the signal "Special mode (S.R.), connected to the second input of the processor 3; the third input of processor 3 is connected to the output of timer 5. Module 4

limit algorithms and module 6 of dangerous algorithms of the calculator 2 are each connected to the processor 3, respectively, the first and second bi-directional buses. The calculator 2 is connected to block 7 by a third bi-directional bus, connecting it; the processor 3 of the calculator 2 with the controller 8 of block 7.

The output of the Output 1 of the calculator 2, which is also the output of the processor 3, is designed to provide information to the interacting on-board information system. The bus inputs of the microprocessor 15, which is part of module 6 of the dangerous algorithms of the calculator 2, each connected to the bus output of one of the cells 16, 17, 18, and 19 dangerous algorithms.

The parametric inputs Vkh Pv, Vkh Pkvd, Vkh, ..., Vkh R / of the command unit 7 are intended for receiving current values of limit and hazardous parameters Pv, Pkvd, ..., / of the aircraft engine. These inputs are connected to the outputs of the sensors of the corresponding parameters of the aircraft engine (in Fig.1, the sensors are not shown).

The parametric inputs of the command unit 7 are simultaneously the parametric inputs of the controller 8, which is part of this unit. The remaining unidirectional inputs of controller 8 are connected one to the output of module 9 of the limit settings, the other to the output of module 10 of dangerous settings.

The output of Output 2 of block 7, which simultaneously serves as the output of controller 8, is designed to provide information to the aircraft emergency information system.

The inputs of the microcontroller 20, which is part of the module 10 of the dangerous settings of block 7, are each connected to the output of one of the micromodules 21, 22, 23 and 24 of the dangerous settings.

When preparing an on-board monitoring system for operation

analyzes the technical parameters of the aircraft engine, usually used to control its technical condition in various operating modes provided for by the flight operation regulations: regular, emergency and special modes, and a list of the minimum possible number of monitored parameters necessary and sufficient for effective control of the aircraft engine in all of the listed modes is formed:

1VM) r) t K5 J TOPPL) TOPL STV) t VX) SSrud. (i)

For the monitored parameters (1) of the aircraft engine, a list of limit values is established, and a list of dangerous quantities is allocated from it. In addition, for the special mode (S.R.), a list of special time values is also set:

{ATI, At2, t, Tnazn}, where. (2)

ATI is the value of the information delay time in the SR mode, At2 is the extension time of the information output in the SR mode, t is the allowed value of the aircraft engine operating time in the C .. mode, Tnazn is the assigned engine life of the aircraft engine.

From the parameters of the list (1), the limiting parameters are distinguished:

| Pv, Pkvd, lf, J TOPPL fuel) STV-g in f)

the current value of each of which can go beyond the boundaries of the current value of the corresponding limit value, but does not go beyond the boundaries of the current value of a dangerous value, and dangerous parameters are, in turn, allocated from the limit parameters:

  I t) STV 5 t BX IJ

the current value of each of which can go beyond the boundaries of the current value of the corresponding dangerous value.

When the aircraft engine is idle, special time values (2) are entered in the memory of timer 5 of the on-board calculator, and mathematical expressions of limit algorithms are used in the memory of module 4 of the on-board calculator 2, designed to calculate the current values of the limit values, limiting the maximum allowable changes in the current values of the controlled values from above or below aircraft engine parameters.

Expressions for limit values:

 max 5 max 5 cx min 5 t - in min / (.)

They are polynomials of two types, depending on the operation mode of the aircraft engine and on the current values of the controlled parameters. Polynomials of the first kind are nonlinear binomials of the type

Zi max aiif ii (x) f i2 (y) + Cii, (6)

where Zj max - the current value of the limit value in the function of the parameters x, the aircraft engine,

ail - dimensional coefficient,

f ii (x) and f i2 (y) are the experimental dependences of the service functions f ii and f i2 on the current values of the controlled parameters x and the aircraft engine in an abnormal mode of operation,

Cji - additive constant (parametric setting) characterizing abnormal operation of the engine.

Polynomials of the second kind are linear trinomials of the type Zjmin aji (x + bji) + aj2 (y + bj2) + Cji, (7)

where Zj min is the current value of the limit value in the function of the parameters x, y

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aircraft engine

aji - dimensional coefficient,

X and y are the current values of the controlled parameters of the aircraft engine, bjb bj2 are additive constants that clarify the form of expression (7) in the abnormal mode of operation of the aircraft engine,

Cji - additive constant (parametric setting), characterizing the abnormal mode of operation of the aircraft engine.

Mathematical expressions of dangerous algorithms are introduced into the memory of cells 16, 17, 18, and 19 of module 6 of dangerous algorithms on-board calculator 2, designed to calculate the current values of dangerous quantities, limiting dangerous changes from the top or bottom of the current values of the dangerous parameters (4) of the aircraft engine.

Expressions for dangerous quantities:

 max) t max. st min L- t BxJ min Iv ° J

also represent nonlinear and linear polynomials.

In the memory of cell 16 of module 6 of calculator 2, an expression is introduced to calculate the upper limit of the dangerous rotation speed of the high-pressure compressor rotor shaft Pkvd

GP 1st. p / Q4

 KBflJ max n -tBxmin

where C j7min is the smaller of the two values of the service functions C, (1вх) and (), а (), and the dependency graphs, (teO, C B xorp (р) and Ср ™ (рвх) are established experimentally during bench tests of the engine in a special mode.

ai 1 - dimensional coefficient,

C - additive constant (parametric setting), characterizing the special mode of engine operation.

In the memory of cell 18 of module 6 of calculator 2, an expression is introduced to calculate the lower boundary of the dangerous gas pressure min behind the fan flaps

, „- k„ (t. + BJ + k „(p. + B„) + b, s, (10)

where k 1 and ki2 are dimensional coefficients,

 - full air temperature at the engine inlet,

R I - the total air pressure at the inlet to the engine,

and the values of the additive constants (parametric settings) bn, bi2 and b are set according to the results of bench tests of the aircraft engine in a special mode.

In the memory of cell 19 of module 6 of calculator 2, an expression is introduced to calculate the lower boundary of the dangerous pressure ratio / min characterizing the minimum allowable thrust of an aircraft engine

p / p bx ™ in-k2.Kyl-b2,) + k ,, (b ,, - t o + bзз, (и)

where bji, b22 and b23 are additive constants (parametric settings), and the values of dimensional coefficients kn and ki2 are set based on the results of bench tests of the aircraft engine in a special mode depending on the ratio of arud and t input values, for example:

kn ki2- О at С 15 ° С, arud 73 °,

kn 0.01; at 15 ° C, 55 ° arud 73 °.

In addition, mathematical expressions of algorithms are introduced into the memory of the on-board calculator 2 to calculate the effective, special, and actual operating time of the aircraft engine and residual engine life.

To calculate the effective Teff operating time of the aircraft engine in an emergency mode, the sum of the form

T, ff 1Tgde (12)

Tzff. (Ta, -T,) (1 + b, + b, + ... + bn) (13)

- private effective operating time of the aircraft engine,

m is an integer equal to the number of partial sub-modes of the contingency

aircraft engine mode, differing in names

or the number of monitored parameters that went beyond the boundaries

limit values

tij, T2J, respectively, is the start time and end time of the aircraft engine

in private mode

bj is the constant characterizing the effect on the private effective operating time TDff of the event consisting in the output of the i-th parameter of the aircraft engine beyond the limits of the limiting value, n is the number of exit events characterizing the particular operation submode

aircraft engine.

To calculate the special operating time Tspets, an expression of the type (13) is used, in which instead of the value Teff m the value Tspets m is taken. we scream

 . (2j - r,) (1 + a, b, + a, b, + ... + a „b„), (14)

where ai is the coefficient characterizing the degree of tightening of the private emergency

T UTG15)

special - special m /

The actual operating time of the Tfao aircraft engine is found as the sum of the operating time T, the effective operating time of the TDff and the special operating time of the special engine:

Tfa. T +, „,„ + T, ff, (16)

and the residual motor resource T of the aircraft engine is defined as the difference between the assigned motor resource T аз azn and the actual operating time:

, „. (17)

In the memory of module 9 of the command unit 7, the numerical values of the parametric settings Cin, Cj, necessary for calculating the limit values in accordance with expressions (6) and (7), are entered, and in the memory of module 10, the numerical values of the parametric settings necessary for calculating the dangerous values; in this case, the setpoint Cc is entered into the memory of the micromodule 21 of the dangerous settings of the frequency of the archery, the settings bc, b and b into the memory of the micromodule of 23 dangerous pressure settings and the settings of b2b and b2z into the memory of the micromodule 24 dangerous setpoints of thrust.

The values of the settings entered into the memory of modules 9 and 10 are transferred to the controller 8 and, then, are transmitted via the third bi-directional bus to the processor 3 of the on-board calculator 2. In the processor 3 of the on-board calculator 2, the current values of the limit values are calculated:

{Pvp1ax (t;), Pkvdtakh (t), ..., / min (C)} (18)

And the current values of dangerous quantities: the sub-mode of the aircraft engine when switching to a special mode. way, ЗМ) 1Щ

(t) ,, ax (t), ..., fm (t)} (19)

And relayed on the third bi-directional bus to the controller 8 of the command unit 7.

When the aircraft engine is running, the inputs of the multiplexing unit 1 receive signals about the current values of the monitored parameters (1) of the aircraft engine formed by the corresponding sensors; in block 1, these signals are normalized, multiplexed, transmitted to the parametric input of the on-board computer 2, and then to the first input of the processor 3.

In processor 3, based on mathematical expressions (6), (7), which enter processor 3 via the first bidirectional bus from module 4 of limit algorithms, using the values of limit settings that enter processor 3 from module 9 of limit settings through controller 8 the third bidirectional bus, the current values (18) of the limiting values are calculated, and the third bidirectional bus is transferred from the processor 3 of the on-board calculator 2 to the controller 8 of the command unit 7. In addition, in the processor 3 based on mathematical expressions (9), (10) and (11), arriving at processor 3 via a second bi-directional bus from module 6 of hazardous algorithms, using the values of dangerous settings nostuning into processor 3 from module 10 of hazardous settings through controller 8 via a third bi-directional bus, are calculated the current values (19) of dangerous quantities and along the third bidirectional bus are transmitted from the processor 3 of the on-board calculator 2 to the controller 8 of the command unit 7.

The signals about the current values of the limit (3) and hazardous (4) parameters of the aircraft engine come directly from the outputs of the respective sensors

to the inputs of the command unit 7, and further, to the parametric inputs of the controller 8, in which, taking into account the information on the current values of the limit and dangerous quantities received from the processor 3 of the on-board calculator 2, the current values of the limit (3) and dangerous (4) are compared parameters, respectively, with the current values of the limit (18) and dangerous (19) quantities in order to identify events when the current values of the specified parameters go beyond the boundaries of the current values of the mentioned values and the formation of limit and dangerous commands.

When the aircraft engine is operating in the normal mode, characterized by the absence of events when the controlled parameters of the aircraft engine exceed the limits of dangerous and dangerous values, the on-board computer 2 determines the operating time T of the aircraft engine in normal mode as the measured time of the aircraft engine in this mode and from the output 1 of the calculator 2, the T value transmitted to the interacting on-board information system.

When the aircraft engine is operating in an emergency mode, in the event of occurrence of events when the controlled parameters of the aircraft engine exceed the limits and there are no events when the controlled parameters of the aircraft engine exceed the limits of dangerous quantities, limit commands are generated in the controller 8 of the command unit 7 and transmitted from the output of the Exit 2 of the command unit 7 to the aircraft emergency information system, as well as via the third bi-directional bus, to the processor 3 of the on-board computer 2. In the on-board computer 2, taking into account the presence of limit commands It is calculated in accordance with expressions (13) and (12) the effective Taff and in accordance with the expression (16) - the actual value of the operating time TFACT aircraft engine; the calculated values are transmitted from the output of Output 1 of the on-board calculator 2 to the on-board information system.

When the aircraft engine operates in a special mode, characterized by the presence of events when the current values of the parameters go beyond the set limits, to the on-board computer 2 through its input Vkh S.R. and, further, a special signal is received at the moment of time i at the second input of processor 3 and the aircraft engine enters special mode and is transmitted to controller 8 of command unit 7 via a third bi-directional bus. From timer 5, values of special time settings LT are transmitted to the third input of processor 3 and Лт2, are transmitted via the third bi-directional bus to the controller 8 of the command unit 7 and, in the presence of events when the current values of the hazardous parameters (4) go beyond the boundaries of the current values of the dangerous quantities (19), dangerous signals are generated in the command block 7 fired teams. Taking into account the settings Axi and At2, the issuance of the generated commands is delayed by the time Axi of the delay in the issuance of information from the moment TI of the signal C.P .; after the ATI delay has elapsed, the opaspy commands from the output of Exit 2 of the command unit 7 are transmitted to the emergency information system of the aircraft for registration and notification of the crew, and also via the third bi-directional bus to the processor 3 of the on-board computer 2, and the transmission of dangerous commands continues for the extension time At2 information from the moment T2 of the termination of the signal S.R., i.e. up to the point in time T2 + At2.

The delay for the time At and the extension for the time At2 of the issuance of dangerous commands are made, in connection with the special responsibility of these teams, to exclude the possibility of using false information about the special regime of the aircraft engine. To this end, stability is checked during ATI time.

19

the presence of the signal S.R., and during the time Atz - the stability of the removal of the signal S.R. to detect accidental spikes or malfunctions of this signal.

In the on-board computer 2 using hazardous commands, a special Tspets is calculated in accordance with expressions (14), (15) and, in accordance with expression (16), the actual operating time of the aircraft engine, the time of the SS.r. is determined

the operation of the aircraft engine in a special mode, is calculated in accordance with expression (17) using the Tn value coming from the timer 5 to the third input of the processor 3, the residual motor resource T of the aircraft engine taking into account the actual operating time Tfact The calculated data is transmitted from the output of Output 1 of the on-board computer 2 to the on-board information system.

In addition, in the processor 3 of the on-board calculator 2, using the allowed value of the time t coming from the timer 5 to the third input of the processor 3, the time t s.s. aircraft engine operation in a special mode with a permitted value of time t and, if the latter is exceeded

t s.r. t

an excess command is formed. The generated command is transmitted via the third bi-directional bus to the controller 8 of the command unit 7 and from the output 2 of this unit is fed to the aircraft emergency information system for registration and notification of the crew.

Thus, the proposed system allows to increase the efficiency of the onboard control of the aircraft engine in a special mode and to use the aircraft engine after its operation in a special mode for further flight operation with limited engine life.

Claims (1)

Aircraft engine control system comprising an on-board computer, which includes a processor and a limit algorithm module connected to one of its inputs, a command block containing a controller and a limit settings module connected to one of its inputs, a multiplexing unit whose inputs are connected to the sensor outputs controlled parameters of the aircraft engine, and the output is to the parametric input of the on-board computer, the processor of which is connected by bi-directional information communication with the controller the bottom of the unit, the parametric inputs of which are connected to the outputs of the sensors of the monitored parameters of the aircraft engine, characterized in that the on-board computer additionally includes a timer and a module of dangerous algorithms, the output of each of which is connected to one of the additional inputs of the processor, and the module of dangerous algorithms includes the microprocessor and the cells of dangerous algorithms of rotation speed, pressure, traction and temperature connected to its inputs, the command unit is additionally equipped with a dangerous rates connected to an additional input of the controller, and this module includes a microcontroller and micromodules of dangerous settings for speed, pressure, traction and temperature connected to its inputs, and the on-board computer is equipped with an input for receiving a signal about the forced mode of the aircraft engine.