RU34210U1 - Aircraft engine control system with temperature, pressure and traction control - Google Patents

Description

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Aircraft engine control system with 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: R-gas pressure and flow rate Heating of 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., Jf 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 PCED, respectively, of the rotors of the fan and compressor of high pressure, gas temperature and, respectively, behind the turbine and behind the compressor, angle urede V of the position of the engine control handle and others, 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 consisting in Exit individual aircraft engine controllable parameters beyond the 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 limits of limiting values, without reaching the dangerous values set 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 an emergency 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 known system solves the problem of determining the effective operating time very approximately, because in her calculator, the current values of the controlled parameters of the aircraft engine are compared with the constants

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 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; the on-board 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, 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 of the expressions stored in the memory of the i module of limit algorithms, the current values of the 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 mode of interrupted take-off occurs when one of the F engines of a take-off aircraft equipped with two engines fails. 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 forced mode with increased thrust, then perform pre-landing maneuvering 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, in order 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 special operating mode H should be monitored taking into account the parametric and time “x restrictions stipulated for this regime by flight regulatory documents, which is not provided by the known system, and therefore does not allow the use of aircraft an 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 of limit settings connected to one of its inputs, a multiplexing unit, the inputs of which are 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 aircraft engine’s monitored parameters, is new 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 a microprocessor and the cells of dangerous algorithms of temperature, pressure and traction connected to its inputs, the command unit is additionally equipped with a module of dangerous devices ABOK connected to a further input of the controller, wherein a part of this module comprises a microcontroller and connected to its inputs micromodules hazardous setting temperature, pressure and traction, 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. v 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 temperature algorithms, cell 17 of hazardous pressure algorithms and cell 18 of hazardous traction algorithms. The dangerous settings module 10 contains a microcontroller 19, a micromodule 20 of dangerous temperature settings, a micromodule 21 of dangerous pressure 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, Пв, Пквд, t Т5 --- j aircraft engines are connected to the outputs of the respective sensors of the 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 of limit algorithms and module 6 of dangerous algorithms of calculator 2 are each connected to processor 3, respectively, of the first and second bi-directional v buses. The calculator 2 is connected to block 7 by a third bi-directional bus connecting the processor 3 of the calculator 2 with the controller 8 of the block 7. The output of the outputs 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 microprocessor 15, which is part of module 6 of dangerous algorithms of calculator 2, are each connected to the bus output of one of the cells 16, 17 and 18 of dangerous algorithms. The parametric inputs Vkh Pv, Vkh Pkvd, Vkh t t-, ..., Vkh P / P vkh command unit 7 are designed to receive the current values of the limit and hazardous parameters Pv, Pkvd,., ..., / 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. w 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 following modes is formed: I viM J G1kvd 3 I t) 1- K) J fuel s -G t I z s ores / () For the controlled parameters (1) of the aircraft engine, a list of limit values is set, and a list of dangerous quantities is selected from it. In addition, for the special mode (SR), a list of special time values is also established: {ATI, At2 3 t, T "azn} where (2) ATI is the value of the information delay time in the SR mode, At2 - the value of the extension time for the issuance of information in the SR mode, t - the allowed value of the aircraft engine operating time in the SR mode, Tnazn - the designated engine life of the aircraft engine. From the parameters of the list (1), the limiting parameters are distinguished: | Pv, Pkvd, I t J -f fuel 5 3 stem 3 t -G in JJ (, j) the current value of each of which can exceed the limits of the current value of the corresponding limit value, but does not go beyond the limits of the current value of a dangerous quantity, and dangerous parameters are, in turn, allocated from the limit parameters: {1,, Р t / Рвх}, (4) the current value of each of which can go beyond the limits of the current value of the corresponding dangerous quantities. When the aircraft engine is idle, special time values (2) are entered into the memory of timer 5 of the on-board Ch 1, the 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 that limit the maximum permissible changes from above or below current values of the controlled parameters of the aircraft engine. The expressions for the limiting values: Yves max kvlmax 5, i stem min t - in min) are polynomials of two types, depending on the operation mode of the aircraft engine and on the current values of the monitored parameters. Polynomials of the first kind are nonlinear binomials of the type Zi max aiifii (x) fi2 (y) + CH, (6) where Zj max is the current value of the limit value in the parameter function x, for the aircraft engine, and; is the dimensional coefficient, f ii (x) and f, 2 (y) are the experimental dependences of the service functions f ii and f J2 on the current values of the controlled parameters x and the aircraft engine in abnormal mode of operation, Cji is the additive constant (parametric setting), characterizing a regular engine operation mode. Polynomials of the second kind are linear trinomials of the type Zjmm aji (X + bji) + aj2 (y + bj2) + Cj-b (7) de Zj min is the current value of the limit value in the parameter function x, for an aircraft engine, aji is a dimensional coefficient, i , X and y are the current 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: and Tj max5 L st mini L t BxJ min / () 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 boundary of the dangerous temperature t J max of the gas behind the turbine t t „3 aji C, -Cp + C21,. (9) where the smaller of the two values of the service functions C; ф, (1вх) and Ф2 (), and Ср фз (), moreover, the dependency graphs С |; (tsx), ClJxorp (and Ср (рвх) are set experimentally during bench tests of the engine in a special mode, a21 is a dimensional coefficient, C21 is an additive constant (parametric setting) characterizing the special operating mode of the engine., 3. In memory of cell 18 of module 6 of calculator 2, an expression is introduced to calculate the lower boundary of the dangerous pressure ratio, / min, characterizing the minimum permissible thrust of the aircraft engine. ,, (a, -b ,,) + k ,, (b ,, - t.) + b, 3, (10 ) where 2, b22 and baz are additive constants (parametric settings), and the values of dimensional coe The kn and ki2 factors are set according to the results of bench tests of the aircraft engine in a special mode depending on the ratio of arud values and for example: ki, ki2-0, arud 73 °, kn 0.01; ki2 0 at 1in 15 ° С, 55 ° aru 73 °. To calculate the effective Teff operating time of the aircraft engine in an abnormal mode, a sum of the form Т, фф is used, where (11) Тсff „- (t, -t,.) (1 + b, + b, + ... + b„) (12) - the private effective operating time of the aircraft engine, m is an integer equal to the number of partial sub-modes of the abnormal regime of the aircraft engine, differing in names or controlled by x parameters that went beyond the limits of the limiting values, ij, respectively, is the start time and end time of the aircraft engine in a particular sub mode, bi is a constant characterizing the effect on the private effective running time Teff m of the event consisting in the output of the ith parameter v of the aircraft engine beyond the limits of the limiting value, n is the number of exit events characterizing the particular submode of the aircraft engine. To calculate the special operating time Tspets, an expression of the type (12) is used, in which instead of Tdff value we take the value Tspets m and Tpets (- m,) (1 + a, b, + a, b2 + ... + a „b„ ), (13) where aj is the coefficient characterizing the degree of tightening of the private emergency sub-mode of the aircraft engine when switching to a special mode. Thus, T UT (14) -1 V The actual operating time of the aircraft engine TFA is found as the sum of the operating time T, the effective operating time Tdff and the special operating time of the aircraft engine specialist: Tfa.-T + T, „,„ + T, ff, (15) and the residual the engine life T of the aircraft engine is defined as the difference between the assigned engine life Tnazn and the actual operating time:, „. (16) Numerical values of the parametric settings Cjn, Cjm necessary for calculating the limit values in accordance with expressions (6) and (7) are entered into the memory of module 9 of the command unit 7 ), and in the memory of module 10, numerical values of pa ametricheskih settings necessary for calculating the quantities of hazardous; in this case, the setpoint C, i is entered into the memory of the micromodule 20 dangerous settings of the temperature, and the setting b2i is entered into the memory of the micromodule 22 dangerous settings of the thrust. The values of the settings entered into the memory of modules 9 and 10 are transferred to the W controller 8 and, further, 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: {Pw max (-s), Pkvd takh (t), -, / t {n (t)} (17) And the current values of the dangerous quantities: (T), (t), P; (T)} (18) And are relayed via 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 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 in the first bidirectional the bus from module 4 of the limit algorithms, using the values of the limit settings that are supplied to the processor 3 from the module 9 of the limit settings through the controller 8 via the third bidirectional bus, the current values (17) of the limit values and the third bidirection are calculated This 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, on the basis of mathematical expressions entering the processor 3 via the second bi-directional bus from the hazardous algorithms module 6, using the values of the dangerous settings received by the processor 3 from module 10 of dangerous settings via controller 8 via a third bi-directional bus. 16 hours, the current values (18) of dangerous quantities are calculated and transmitted from the processor 3 of the on-board calculator 2 to the controller 8 of the command unit 7 via a third bi-directional bus. Signals about the current values of the limiting (3) and dangerous (4) aircraft engine parameters are received directly from the outputs of the corresponding 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 limit and dangerous quantities received from the processor 3 of the on-board computer 2, the current the values of the limit (3) and dangerous (4) parameters, respectively, with the current values of the limit (17) and dangerous (18) 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 in 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 the 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 Aircraft emergency information system, as well as via the third bi-directional bus, to processor 3 of on-board calculator 2. In on-board calculator 2, taking into account the presence of limit coma d is calculated according to the expressions (12) and (11) the effective Taff and in accordance with the expression (15) - 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 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 received at the time of TI at the second input of processor 3 that the aircraft engine has switched to special mode and is transmitted to controller 8 of command unit 7 via a third bi-directional bus. From timer 5, values of special ATI time settings 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 (18), dangerous signals are generated in the command block 7 fired teams. Taking into account the settings Aii and At2, the issuance of the generated commands is delayed by the time At of the delay in issuing information from the moment TI of the signal C.P .; after the ATI delay has passed, dangerous commands from the output of Exit 2 of the command unit 7 are transmitted to the aircraft emergency information system 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 DT and the extension for the time Lt2 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, during the time Axi, the stability of the presence of the signal C.P. is checked, and during the time At2, the stability of the removal of the signal C.P. to detect accidental spikes or malfunctions of this signal.

On-board computer 2 using dangerous commands is calculated in

in accordance with expressions (13), (14) special Tspets and, in accordance with

expression (15), - the actual operating time of the aircraft engine, is determined

time t sr T2 - TI of the aircraft engine operating in a special mode, calculated in accordance with expression (16) using the Tnaz 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 the Output 1 of the onboard computer 2 in the on-board information system.

In addition, in the processor 3 of the on-board computer 2 using

the allowed value of time t coming from timer 5 to the third input

processor 3, compares the time t s.r. 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. 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 supplied to the aircraft emergency information system for registration and notification of the crew.

19

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 temperature, pressure and traction connected to its inputs, the command unit is additionally equipped with a module of dangerous settings, connected nnym controller to the auxiliary input, and in the structure of this module comprises a microcontroller and connected to its inputs micromodules hazardous setting temperature, pressure and traction, and on-board computer is provided with an input for receiving a signal of the forced mode aircraft engine.