RU34208U1 - Aircraft engine control system with speed, temperature and thrust limitation - Google Patents

Description

v W 2003 VTOI35 infitiiililllilMiMiii illlllHlllIIIIHiiliiq ™, 3 5MKI F02C9 / 26, 9/28, 9/46 Aircraft engine control system with limited speed, temperature and thrust The proposed utility model relates to instrument engineering 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 Stop 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 p1c., 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 Pkvd, respectively, rotors of the fan and compressor of high pressure, gas temperature t and t k, respectively, behind the turbine and behind the compressor, angle arud W H 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, allowing to take into account the effect on the actual operating time of the aircraft engine of events It is in the output of individual controlled parameters of the aircraft engine beyond the limits of the limiting values. Limit values limit the allowable changes in the parameters of the aircraft engine in the normal mode of operation. When the aircraft engine is operating in an emergency mode, the values of individual parameters of the aircraft engine may go beyond the limit values, 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 standard and emergency modes should be determined as the sum of the operating time and effective operating time of the aircraft engine. However, the known system solves the problem of determining the effective operating time very approximately, because in its calculator, the current values of the controlled parameters of the aircraft engine are compared with constant values of the limit values stored in the memory of the module of limit values. Moreover, the known system does not take into account the fact that the limiting values are themselves functions of the current values of the parameters of the aircraft engine, i.e. not constant, but “floating values, in connection with which an accurate determination of the actual operating time of the aircraft engine during abnormal 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. Tekhpribor OJSC, St. Petersburg, 1994. The known system contains a multiplexing unit for normalizing and multiplexing the signals of sensors of 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 into the on-board information system, and the command unit, the inputs of which 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; the on-board v computer of the known system includes a processor and a limit algorithm module connected to its input, the command unit includes a controller and a limit settings 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; they, i.e. depend on the current values of the parameters of the aircraft engine. The limiting operations are performed in a command unit 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 limiting value, a limit command is generated and transmitted to the on-board computer and to the emergency information systems of the aircraft, in the on-board computer, taking into account the presence of limit commands and the aircraft engine operating time in normal and emergency modes, the effective and actual operating times 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 when it operates in a special mode, such as, for example, a special regime for the interrupted take-off of a twin-engine aircraft.

A special regime of interrupted take-off occurs when one of the F engines of a take-off aircraft equipped with two engines fails. Because termination of take-off 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 forced 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 engine resource of the aircraft engine 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 the 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 V of limit settings connected to one of its inputs, a multiplexing unit, inputs which is connected to the outputs of the sensors 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 a bi-directional information connection to the controller of the command unit, the parametric inputs of which are connected to the outputs of some of the sensors of the controlled parameters of the aircraft engine, is new in that the on-board computer has an additional 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 of algorithms includes a microprocessor and the cells of dangerous algorithms of rotation speed, temperature and traction connected to its inputs, the command unit is additionally equipped with an op module Setting waist, connected to an additional input of the controller, wherein a part of this module comprises a microcontroller and connected to its inputs micromodules hazardous setting rotational speed, temperature, thrust, and on-board computer is supplied with a signal input for receiving a special mode of the aircraft engine. 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, and cell 18 of hazardous traction algorithms. The dangerous settings module 10 contains a microcontroller 19, a micromodule 20 of dangerous speed settings, a micromodule 21 of dangerous temperature settings and a micromodule 22 of dangerous draft settings. Inputs Вх QM, Вх Пв, Вх Pkvd,, Vkh, ..., Vkh arud, multiplexing unit 1, intended for receiving, normalizing and multiplexing signals about the current values of the monitored parameters QM, Pv, Pkvd, ..., arud of the aircraft engine are connected to the outputs of the respective sensors of the controlled parameters of the aircraft engine (in Fig. 1, the 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 of limit algorithms and module 6 of dangerous algorithms of calculator 2 are connected each to processor 3, respectively, of the first and second bi-directional buses. Calculator 2 is connected to block 7 by a third bi-directional bus connecting processor 3 of calculator 2 to controller 8 of block 7. Output Output 1 of calculator 2, while also being output of 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 and 18 of the dangerous algorithms. Parametric inputs Вх Пв, Вх Пквд, Вх t t, ..., Вх Р t / Р вх of the command unit 7 are intended for receiving current values of limit and hazardous parameters п, Пквд,, ..., / 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 emergency information system of the aircraft. The inputs of the microcontroller 19, 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 20, 21 and 22 of the dangerous settings. In preparing the on-board monitoring system for operation, the technical parameters of the aircraft engine, usually used to monitor its technical condition in various operating modes, are preliminarily analyzed.

stipulated 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:

VM 5 5; t T) t K5 fuel) fuel) bt) 1 t. O-ore / -)

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:

{At ,, At2, r, T „azn}, where (2)

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

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

| Pv 5 PKBD, t f 5 vj topl 5 topl st t t in /)

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 techs, its value is a dangerous value, and dangerous parameters are, in turn, allocated from the limit parameters:

{Pkvd, 1, P / Pvh}, (4)

the current value of each of which may 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 into 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 from above or below the maximum permissible changes in the current values of the controlled aircraft engine parameters. The expressions for the limiting values are:) 11kvd max 5, f st min 5 t in min V-y are polynomials of two types, depending on the operating 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) + Cji, (6) where Zj max is the current value of the limit value in the parameter function x, for the aircraft engine, and ai is the dimensional coefficient, f p (x) and f i2 (y) are the experimental dependences of the service functions f ii and f 12 on the current values of the monitored parameters x and y of the aircraft engine in an abnormal mode of operation, Cn is the additive constant (parametric setting) characterizing the abnormal mode of engine operation. Polynomials of the second kind are linear trinomials of the type (x + bji) + aj2 (y + bj2) + Cjb (7) de Zj min is the current value of the limit value in the parameter function x, for the aircraft engine, aji is the dimensional coefficient, X and y are the current the values of the controlled parameters of the aircraft engine, bji, bj2 are additive constants specifying the form of expression (7) in the abnormal mode of operation of the aircraft engine, Cji is the 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: {G1kvd max j t t maxj R t / P in min} (8) also represent non-linear and linear polynomials. In the memory of cell 16 of module 6 of calculator 2, an expression is entered to calculate the upper limit of the dangerous rotational speed Pkvd max of the rotor of the high pressure compressor Гп1 „rPKVdrPKVD p / QN L KBflJmax - 11 -iBxmin -рвх + 11W where is the smaller of the two values of the service functions () H CrcT , f2 (), and С ;; :: ГЗ (), moreover, the dependency graphs C ::; ° f, (tax), (pbx) and (pbx) are established experimentally during bench tests of the engine in a special mode, ai 1 is dimensional coefficient, Sc - additive constant (parametric setting), characterizing the special mode of engine operation.

ffJ / / J

In the memory of cell 18 of module 6 of calculator 2, an expression is introduced to calculate the lower boundary of the hazardous pressure ratio, P t / P in min, characterizing the minimum allowable thrust of an aircraft engine

.in-k ,, (ap ,,, - b,) + k ,, (b, + b, 3, (10)

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

kn-ki2 0 npnUx l5 ° C, arud 73 °,

kn 0.01; at Ux 15 ° С, 55 ° arud 73 °.

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

, T, ff ET, ff „, where (11)

Tzff „(,.) (1 + b. + B, + ... + b„) (12)

- 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 go beyond the boundaries

limit values,, -, respectively, - start time and end time of the aircraft engine

in private submode.

bj - constant characterizing the effect on the private effective

the operating time Teff m of the event consisting in the output of the ith 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 (12) is used, in which instead of the value of Teff, the value Tspets m is taken, and

TSPSC m (2j - T, j) (l + a, b, + a2b2 + ..., (13)

where aj is the coefficient characterizing the degree of tightening of private non-staff

sub-modes of the aircraft engine when switching to a special mode.

Thus,

T u t (14)

special i-i special shV-V

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

Tfa. T +, ff, (15)

and the residual motor resource T of the aircraft engine is determined as the difference between the assigned motor resource Tnazn and the actual operating time:

,".(16)

in the memory of module 9 of the command unit 7, the numerical values of the parametric settings € {„, Cjm, necessary for calculating the limit values in accordance with expressions (6) and (7), are entered, and in the memory of the module 10, the numerical values of the parametric settings necessary for calculating dangerous quantities; in this case, the setpoint C is entered into the memory of the micromodule 20 dangerous settings

/ speed, and the setting b2i is entered into the memory of the micromodule 22 dangerous draft settings. 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: I in (.) RiKBAmax (, jj ; t in min () / (} And the current values of the dangerous quantities: (t), ..., / min (t)} (18). „And they are relayed via the third bi-directional bus to controller 8 of command unit 7. With the aircraft engine running the inputs of the unit 1 multiplexing signals about the current values are monitored x parameters (1) of the aircraft engine generated 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 the processor 3 based on mathematical expressions (6), ( 7), which enter the processor 3 via the first bi-directional bus from the limit algorithm module 4, using the values of the limit settings that enter the processor 3 from the limit settings module 9 through the controller 8 via the third bi-directional bus, the current values (17) of the limiting values are calculated and transferred from the processor 3 of the on-board computer 2 to the controller 8 of the command unit 7 via the third bi-directional bus 7. In addition, in the processor 3, on the basis of mathematical expressions entering the processor 3 via the second bi-directional bus from the hazardous module 6 algorithms, using the values of the dangerous settings entering the processor 3 from the module 10 of the dangerous settings through the controller 8 via the third bi-directional bus, the current values (18) of the dangerous values and the third bi-directional are calculated th bus are transferred 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 from the outputs of the corresponding sensors directly to the inputs of the command unit 7, and then to the parametric the inputs of the controller 8, in which, taking into account the information on the current values of the limit and hazardous quantities received from the processor 3 of the on-board calculator 2, the current values of the limit (3) and hazardous (4) parameters are compared, respectively, with the current values iyami limit (17) and dangerous (18) values in order to detect the current values of the output parameters of said events beyond the current values of said quantities and limit the formation of dangerous and 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 when there are no events of the output of the controlled parameters

aircraft engine beyond the boundaries of dangerous quantities, in the controller 8 of the command unit 7, limit commands are generated and transmitted from the output 2 of the command unit 7 to the aircraft emergency information system, and also 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, the effective Teff value is calculated in accordance with expressions (12) and (I) and, in accordance with expression (15), the actual value of the aircraft engine operating time; 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 hazardous parameters go beyond the set limits, to the on-board computer 2 through its input Вх С.Р. and further, a special signal is sent to the second input of processor 3 at time TI about the aircraft engine switching to special mode and is transmitted to the controller 8 of the command unit 7 via a third bi-directional bus. From timer 5, the values of special time settings At are transmitted to the third input of processor 3 and At2, 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 values (18), a danger is generated in the command block 7 s team. Taking into account the settings DT and DT2, the issuance of the generated commands is delayed by the time Aii of the delay in issuing information from the moment TI of receiving the signal S.Р .; after the AT delay time, dangerous commands from the output of Exit 2 of command unit 7 are transmitted to the aircraft emergency information system for registration and notification of the crew, as well as

on the third bi-directional bus, to the processor 3 of the on-board calculator 2, and the transmission of dangerous commands continues for a time Lt2 of information renewal from the moment T2 of the termination of the signal S.P., i.e. up to the point in time T2 + At2.

A delay for the time LT and extension for the time AT2 of the issuance of dangerous commands is 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.

the presence of the signal S.R., and during the time At2 - 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 (13), (14) and, in accordance with expression (15), the actual Tfay of the aircraft engine operating time, the time t.s.r. - T2 - TI of the aircraft engine operation in a special mode, calculated in accordance with expression (16) using the Tnaz value coming from timer 5 to the third input of 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 airborne computer 2 in the airborne information system.

In addition, in the processor 3 of the on-board calculator 2, using the resolved value of the time t coming from the timer 5 to the third input of the processor 3, the time t s.s. the operation of the aircraft engine in a special mode with a permitted value of time t and, in case of exceeding the last s.r. t, an oversubscription command is formed. Formed team

transmitted via the third bi-directional bus to the controller 8 of the command unit 7 and from the output of 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, temperature and traction connected to its inputs, the command unit is additionally equipped with a module of dangerous settings, according to connected to an additional input of the controller, and this module includes a microcontroller and micromodules of dangerous settings for speed, temperature and traction 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.