Aero-engine distributed control system and power supply system thereof

Abstract

The application discloses an aero-engine distributed control system and a power supply system thereof, which comprises a monitoring unit and a plurality of intelligent nodes, the intelligent nodes are arranged in the aero-engine, the monitoring unit is connected with the intelligent nodes through an engine area network, one-way or two-way signal transmission is carried out between the monitoring unit and the intelligent nodes, the intelligent nodes correspond to at least one engine control system component, and the control system component comprises a sensor and an actuator. The distributed control architecture is adopted to distribute the realization of various functions of the system to the vicinity of various controlled objects to carry out synchronization, compared with the centralized EEC which is completed in time sharing, the efficiency of various function calculation and execution is higher; the two-layer architecture of the monitoring unit and the local closed loop can be adopted, control commands and sensor data are transmitted between layers through a serial bus, the monitoring unit can be installed outside the engine, the operation and storage capacity are greatly improved, and more complex and advanced control and monitoring algorithms can be run.

Description

Technical Field

[0001] This invention belongs to the field of aero-engines, and particularly relates to a distributed control system for aero-engines and its power supply system. Background Technology

[0002] In the centralized control system of aero-engines, all input calculations and output drive functions are performed by the Electronic Engine Controller (EEC), while all metering, distribution, and actuation functions are performed by the Hydraulic-Mechanical Unit (HMU). Both systems employ a dual-channel EEC in conjunction with the HMU to complete their functions. However, with the increasing number of monitored and controlled variables, the complexity of the centralized Full Authority Digital Engine Control (FADEC) is growing, leading to a gradual increase in the size and weight of the EEC and HMU. Furthermore, both the EEC and HMU are susceptible to single-point failures, which can result in the complete loss of system functionality if a problem occurs.

[0003] With the trend towards smaller, lighter, and hotter engine cores, engines are placing increasingly stringent demands on the weight, size, heat dissipation, and reliability of their control systems. Furthermore, the increasing maturity and application of adaptive control technology has rendered existing centralized control architectures inadequate for the needs of next-generation aero-engines. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the existing technology, such as the high complexity of centralized control architecture, large size and weight of centralized FADEC, and low reliability, and to provide a distributed control system for aero-engines and its power supply system.

[0005] The present invention solves the above-mentioned technical problems through the following technical solutions:

[0006] This invention provides a distributed control system for an aero-engine, comprising: a monitoring unit and multiple intelligent nodes, wherein the intelligent nodes are disposed within the aero-engine;

[0007] The monitoring unit and the intelligent node are connected through an engine area network, and the monitoring unit and the intelligent node transmit signals in one direction or in two directions.

[0008] The smart node corresponds to at least one engine control system component within the aero-engine, and the engine control system component includes sensors and actuators.

[0009] Preferably, the engine control system components corresponding to the intelligent nodes are located in the same area and have the same working environment;

[0010] The weight, number of I / O ports, and amount of software code are evenly distributed among the different smart nodes.

[0011] Preferably, the plurality of intelligent nodes include an EMU intelligent node, which implements engine health management functions, including sensor data acquisition and data processing of the EMU and execution of health management algorithms. The EMU intelligent node has a TTP / C bus communication interface and accesses the engine area network through the TTP / C bus communication interface.

[0012] Alternatively, the sensor data acquisition and data processing functions of the EMU can be distributed to at least one of the multiple intelligent nodes, and the monitoring unit can execute a health management algorithm.

[0013] Alternatively, the plurality of intelligent nodes may include one or more EMU intelligent nodes, wherein the single EMU intelligent node or the plurality of EMU intelligent nodes together perform the functions of sensor data acquisition and data processing of the EMU, and the monitoring unit executes a health management algorithm.

[0014] Preferably, the smart node has standardized mechanical and electrical interfaces;

[0015] And / or, the intelligent node is embedded with an electrically driven actuator, and / or employs a sensor and actuator with a high-frequency active control loop.

[0016] Preferably, the intelligent node includes sensing intelligent nodes and execution intelligent nodes;

[0017] The sensing-type intelligent node is used to collect sensor data from the sensor and upload it to the monitoring unit;

[0018] The execution-type intelligent node is used to report the status of the corresponding execution mechanism to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding execution mechanism according to the instructions.

[0019] Preferably, the actuator includes a conventional configuration actuator and / or an electrically driven actuator, and the execution-type intelligent node includes a conventional configuration intelligent node and an electrically driven intelligent node;

[0020] The conventional configuration smart node is used to report the status of the corresponding conventional configuration actuator to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding conventional configuration actuator according to the instructions;

[0021] The electric drive intelligent node is used to report the status of the corresponding electric drive actuator to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding electric drive actuator according to the instructions.

[0022] Preferably, the engine area network adopts a star network topology, wherein one of the multiple intelligent nodes is a bus relay node, the other intelligent nodes are connected to the bus relay node through a star connection bus, and the bus relay node is connected to the monitoring unit.

[0023] Alternatively, the engine area network adopts a ring network topology, wherein one of the multiple intelligent nodes is a bus relay node, and the other intelligent nodes are connected to the bus relay node through a ring connection bus, and the bus relay node is connected to the monitoring unit;

[0024] Alternatively, the engine area network adopts a star-ring network topology, wherein some of the multiple intelligent nodes are connected via a star connection bus, and other intelligent nodes are connected to one of the multiple intelligent nodes via a ring connection bus. One of the multiple intelligent nodes is also connected to the monitoring unit.

[0025] Preferably, the plurality of intelligent nodes include a data centralization node, a fuel control node, an overspeed protection control node, a compressor control node, and a turbine control node.

[0026] The present invention provides a power supply system for supplying power to the distributed control system of an aero-engine as described above. The power supply system receives power from the aircraft and / or AC generator input, and converts it into the power required by the monitoring unit and multiple intelligent nodes through a corresponding power conversion unit.

[0027] Preferably, for a distributed control system corresponding to an aero-engine including conventional configuration actuators, the power supply system uses the low-voltage DC power supply of the power supply to supply power to the monitoring unit;

[0028] The power system includes a main power supply, which receives a low-voltage DC power input from the power supply and an AC generator input. The main power supply rectifies the three-phase AC power input from the AC generator into DC power and combines the rectified DC power with the DC power input from the low-voltage DC power supply to form a low-voltage DC bus.

[0029] The multiple smart nodes are connected to the low-voltage DC power bus and convert the bus voltage of the low-voltage DC power bus into the voltage required by the smart nodes.

[0030] Preferably, the main power supply is located in one of the plurality of smart nodes;

[0031] And / or, the main power supply also samples the merged power supply for BIT detection, provides fault warnings, and monitors the low-voltage DC power input, the AC generator input, and the rectified DC power.

[0032] And / or, the monitoring unit is provided with a power monitoring module, which is connected to the low-voltage DC bus and used to monitor the faults of the low-voltage DC bus;

[0033] And / or, the DC power bus is controlled by a DC contactor for power supply and disconnection.

[0034] Preferably, the intelligent node includes a fuel control node, which is connected to the low-voltage DC bus and the AC power supply of the power supply, respectively, and controls the internal relays to control the two independent ignition exciters.

[0035] Preferably, the power supply system adopts a ring network topology, and the monitoring unit is connected to one of the multiple intelligent nodes through the low-voltage DC bus in a point-to-point connection, while the intelligent node is connected to the other intelligent nodes in a ring through the low-voltage DC bus.

[0036] Alternatively, the power system adopts a star network topology, with the monitoring unit and one of the multiple intelligent nodes forming a point-to-point connection via the low-voltage DC bus, and the intelligent node forming a star connection with other intelligent nodes via the low-voltage DC bus.

[0037] Preferably, the DC contactor and the main power supply are located in the same smart node.

[0038] Preferably, for the distributed control system corresponding to an aero-engine including an electrically driven actuator, the power system uses a high-voltage DC bus provided by the aircraft as the unified power input for the multiple intelligent nodes. The high-voltage DC bus is used as the power bus for the electrically driven actuator. The AC power devices in the electrically driven actuator convert the high-voltage DC power on the high-voltage DC bus into AC power for use through a DC / AC inverter. The intelligent nodes convert the high-voltage DC power into low-voltage DC power for use through a DC / DC converter.

[0039] Alternatively, the power system includes a main power supply, which converts the high-voltage DC bus provided by the aircraft into a low-voltage DC bus to power the multiple intelligent nodes, or receives the input from the high-voltage DC bus and the input from the AC generator, rectifies the three-phase AC power input from the AC generator into DC power, and combines the rectified DC power with the DC power input from the low-voltage DC bus to power the multiple intelligent nodes as a low-voltage DC bus. The high-voltage DC bus is used as the power bus for the electrically driven actuators. The AC power devices in the electrically driven actuators convert the high-voltage DC power on the high-voltage DC bus into AC power for use through a DC / AC inverter. The intelligent nodes convert the DC power input from the low-voltage DC bus into the voltage they need for power supply through a DC / DC converter.

[0040] Alternatively, the power system may use a low-voltage DC bus provided by the aircraft power distribution system to power the multiple intelligent nodes. The high-voltage DC bus may be used as the power bus for the electrically driven actuator. The AC power devices in the electrically driven actuator may convert the high-voltage DC power on the high-voltage DC bus into AC power through a DC / AC inverter. The intelligent nodes may convert the DC power input from the low-voltage DC bus into the voltage they need for power supply through a DC / DC converter.

[0041] The present invention also provides a distributed control system for an aero-engine, comprising: a monitoring unit, a data centralization node, a fuel control node, an overspeed protection control node, a compressor control node, and a turbine control node;

[0042] The monitoring unit is connected to the data central node, the fuel control node, the over-rev protection control node, the compressor control node, and the turbine control node via an engine area network;

[0043] The data collection nodes are used to collect sensor data from the aircraft engine's sensors and upload it to the monitoring unit;

[0044] The fuel control node, overspeed protection control node, compressor control node, and turbine control node are respectively used to report the status of the actuators corresponding to the aero-engine to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding actuators according to the instructions.

[0045] Preferably, the monitoring unit is located outside the aero-engine, while the data central node, the fuel control node, the overspeed protection control node, the compressor control node, and the turbine control node are located inside the aero-engine.

[0046] The present invention also provides a power supply system for supplying power to the distributed control system of the aero-engine described above. The power supply system receives power from the aircraft and / or AC generator input, and converts it into the power required by the monitoring unit, data central node, fuel control node, overspeed protection control node, compressor control node and turbine control node through corresponding power conversion units.

[0047] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred embodiments of the present invention.

[0048] The positive and progressive effects of this invention are as follows:

[0049] a) Improved system performance: Compared with the traditional centralized control architecture, the distributed control architecture distributes the implementation of various system functions to the vicinity of each controlled object and carries them out "synchronously". Compared with the centralized EEC, which is completed "time-sharing", the efficiency of each function calculation and execution is higher. A two-layer architecture of monitoring unit and local closed loop can be adopted. Control commands and sensor data are transmitted between layers through serial bus. The monitoring unit can thus be installed outside the engine, and the computing and storage capabilities are greatly improved, enabling the execution of more complex and advanced control and monitoring algorithms.

[0050] b) Improved reliability and maintainability: The bus connections in a distributed control system are less prone to damage, thus reducing failures and improving reliability. Intelligent nodes can perform local self-testing and fault diagnosis, isolate spontaneous faults, and, as online replaceable units, greatly improve system maintainability.

[0051] c) Reducing system weight: In centralized control systems, dual-redundant engine control systems contain dozens of sensors and actuators, with the controller's connection cables consisting of hundreds of wires. Due to the long wiring distances, signal lines, insulated wires, shielded wires, and connectors, the system weight is significantly increased. In distributed control systems, the communication between the controller and intelligent nodes uses redundant power supplies and redundant data buses to replace the point-to-point connections in centralized control systems, which can greatly reduce the number of connections and connectors, effectively reducing weight.

[0052] d) Shortening the development cycle and reducing development costs: In centralized control systems, the sensors and actuators are different, as are their interfaces and processing software. The designed hardware and software are highly specialized, and modifications or additions to sensors or actuators can affect the entire system design. Even if some software in a centralized control system is changed, the entire software needs to be retested, and the testing costs are high. In distributed control systems, the development cycle can be shortened and development, airworthiness, and maintenance costs reduced by reusing or modifying existing designs to obtain new intelligent nodes.

[0053] e) Adapting to New Technological Changes: Because each node uses a common template and standard interface, it can adapt to changes in sensors and actuators, enabling the central controller to adapt to new engine types and component variations. The replacement of intelligent nodes is also flexible, maximizing reuse and adaptation to new systems, such as the implementation of adaptive and active control.

[0054] f) Engine / Flight Integration: Distributed systems also enable more tightly coupled engine and aircraft systems. If aircraft sensors and actuators use the same architecture, then the engine and aircraft are simply extensions of the same control system. Viewed in this way, the engine can even be considered an actuator of the aircraft, assisting in maneuvering flight. The engine distributed control system network will connect to the aircraft network system through a gateway, achieving both network information connectivity and ensuring the security of the engine control system through gateway isolation. Attached Figure Description

[0055] Figure 1 This is a schematic diagram of the structure of a distributed control system for an aero-engine according to Embodiment 1 of the present invention;

[0056] Figure 2 This is a more detailed structural schematic diagram of a distributed control system for an aero-engine according to Embodiment 1 of the present invention;

[0057] Figure 3 This is a schematic diagram of an EMU extension structure for a distributed control system of an aero-engine according to Embodiment 1 of the present invention;

[0058] Figure 4 A schematic diagram of a partial distributed control system for an electrically driven fuel / oil pump;

[0059] Figure 5 This is a distributed node connection diagram of the EAN star topology;

[0060] Figure 6 This is a distributed node connection diagram of the EAN ring topology;

[0061] Figure 7 This is a distributed node connection diagram of the EAN star's ring topology;

[0062] Figure 8 This is a schematic diagram of a portion of the power supply system for a distributed control system corresponding to an aero-engine including conventional configuration actuators, according to Embodiment 1 of the present invention.

[0063] Figure 9 This is a schematic diagram of the complete power supply system of Embodiment 1 of the present invention;

[0064] Figure 10This is a schematic diagram of the ring network topology of the power supply system in Embodiment 1 of the present invention;

[0065] Figure 11 This is a schematic diagram of the first structure of the power supply system for a distributed control system corresponding to an aero-engine including an electrically driven actuator, according to Embodiment 1 of the present invention.

[0066] Figure 12 This is a schematic diagram of a second structure of a power supply system for a distributed control system corresponding to an aero-engine including an electrically driven actuator, according to Embodiment 1 of the present invention.

[0067] Figure 13 This is a schematic diagram of the third structure of the power supply system for a distributed control system corresponding to an aero-engine including an electrically driven actuator, according to Embodiment 1 of the present invention. Detailed Implementation

[0068] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0069] Example 1

[0070] This embodiment provides a distributed control system for an aircraft engine. Figure 1 The system architecture is shown, which includes: a monitoring unit (SV_EEC) 100 and multiple intelligent nodes 200. Figure 1 Three intelligent nodes 200 are schematically shown, but the number of intelligent nodes 200 is not limited to three. The monitoring unit 100 is connected to the intelligent nodes 200 via an Engine Area Network (EAN). One-way or two-way signal transmission occurs between the monitoring unit 100 and the intelligent nodes 200, and the transmitted signals can be digital signals or power signals. The intelligent nodes 200 are located within the aircraft engine and correspond to at least one engine control system component within the aircraft engine. The engine control system component includes sensors and actuators.

[0071] In this embodiment, each intelligent node 200 communicates with the monitoring unit 100 via an EAN. An EAN is a communication and power network. Each channel of the EAN can consist of one or two separate cables, each cable including two shielded twisted pairs: one for transmitting digital signals and one for transmitting power signals. Each intelligent node 200 consists of basic functional devices plus an Electronic Interface Unit (EIU). The EIU has data bus (for transmitting digital signals) and power bus (for transmitting power signals, such as low-voltage current buses and high-voltage current buses) interfaces, which are connected to the monitoring unit 100.

[0072] In one alternative approach, the smart node 200 has standardized mechanical and electrical interfaces.

[0073] In one alternative approach, the intelligent node 200 may include sensing intelligent nodes and actuation intelligent nodes. Sensing intelligent nodes are used to collect sensor data and upload it to the monitoring unit 100. If the sensor output data is an analog value, the sensing intelligent node can also convert the analog value to a digital value before uploading it to the monitoring unit 100. The sensor data may include temperature, pressure, rotational speed, etc. Actuation intelligent nodes are used to report the status of the corresponding actuators to the monitoring unit 100, and to receive instructions from the monitoring unit 100 and control the corresponding actuators according to the instructions. In addition to reporting, receiving instructions, and implementing instruction control, the actuation intelligent nodes can also independently perform functions such as compensation, self-testing, fault detection and identification.

[0074] The definition of intelligent node 200 can be varied. Based on control function, it can be defined as a servo control node, fuel control node, etc. It can also be defined based on the engine control system component to which the control accessory belongs, such as a fan control node, compressor control node, combustion chamber control node, etc. The number of intelligent nodes 200 is not strictly limited under each definition method. Therefore, the definition of intelligent node 200 and the distributed architecture it constitutes can take many forms.

[0075] In one alternative approach, the engine control system components managed by the intelligent node 200 are located in the same area and operate in the same environment. Weight, number of I / O ports, and amount of software code are evenly distributed among different intelligent nodes 200. The location area is defined based on the engine's structure and component composition; for example, control components located in the fan housing are assigned to the same intelligent node 200, and control components located in the high-pressure compressor housing are assigned to the same intelligent node 200. The operating environment primarily considers temperature. Depending on the temperature environment, different modifications can be made to the intelligent node 200. For example, intelligent nodes operating in high-temperature environments can use high-temperature resistant materials compared to those operating in low-temperature environments. The weight of the intelligent node 200 mainly comes from its enclosure, the hardware devices inside the enclosure, and the weight of the node wiring. Since the enclosures of the intelligent nodes 200 can use standardized specifications, the enclosure weights of different intelligent nodes 200 are essentially the same. The hardware devices inside the enclosure are mainly circuit boards, which are relatively lightweight; even if the circuits of different intelligent nodes 200 differ, the weight difference of the circuit boards is not significant. The key difference between the different intelligent nodes 200 lies primarily in the weight of the node connections. A balanced distribution of I / O ports ensures that the number of I / O ports is essentially the same across different intelligent nodes 200, resulting in a similar number of connections and consequently, similar connection weight. A balanced distribution of software code ensures that the data processing load, computational load, and computational speed are essentially the same for each intelligent node 200. The control system in this approach not only meets the functional and performance requirements of control system development but also fully considers factors such as weight, safety, and reliability.

[0076] The design of a distributed control system architecture must consider both the inheritance of traditional control components, without adding new sensors and actuators or imposing new requirements on them, and achieving maximum compatibility with centralized control systems in terms of installation and testing, and also consider the future development of new control components, such as electric drive control components, so that newly developed components can be flexibly and conveniently integrated into the system with minimal impact on the existing system, or even without requiring additional modifications.

[0077] In one alternative approach, under design considerations that do not require additional sensors and actuators and maintain compatibility with centralized control systems in terms of installation and testing, such as Figure 2As shown, the multiple intelligent nodes 200 include a data centralization node (SM_FAN) 201, a fuel control node (FCM_FAN) 202, an overspeed protection control node (OSM_FAN) 203, a compressor control node (SCM_COMP) 204, and a turbine control node (SCM_TURB) 205. The lower part of the figure shows a schematic diagram of the main engine structure. SV_EEC 100 is installed externally to the engine, while the other nodes are installed internally. Specifically, SM_FAN 201, FCM_FAN 202, and OSM_FAN 203 are installed in the fan casing, SCM_COMP 204 is installed in the high-pressure compressor casing, and SCM_TURB 205 is installed in the low-pressure turbine casing. SM_FAN 201 corresponds to sensor data collection and can be used to acquire data from multiple sensors. FCM_FAN 202 corresponds to the fuel control system and can be used to implement fuel control, such as fuel quantity control. OSM_FAN203 corresponds to overspeed protection and can be used to protect the engine when the speed exceeds a threshold. SCM_COMP204 corresponds to the compressor and can be used to implement compressor control. SCM_TURB205 corresponds to the turbine and can be used to implement turbine control.

[0078] In centralized control system design, the mainstream design currently relies on an independent physical unit (Engine Monitoring Unit, EMU) to handle engine health management functions and exchange data with the EEC via a serial bus. However, this approach has poor scalability. In an alternative embodiment, the distributed control system offers excellent scalability, allowing for three EMU expansion methods:

[0079] The first approach involves including one EMU (Engine Management Unit) intelligent node among multiple intelligent nodes. This EMU implements engine health management functions, including sensor data acquisition and processing, and the execution of health management algorithms. The EMU includes a TTP / C (a bus specification) bus communication interface, which connects to the engine area network (EAN). In this approach, the EMU's functions and interfaces remain unchanged within the existing physical unit; only a TTP / C bus communication interface is added, allowing the EMU intelligent node to connect to the engine area network (EAN).

[0080] The second approach involves distributing the EMU's sensor data acquisition and processing functions to at least one of the multiple intelligent nodes (e.g., ...). Figure 2The process is completed by each intelligent node in the system, while the health management algorithm is executed by the monitoring unit SV_EEC. In this method, in addition to completing the original functions of collecting sensor data for a certain engine control system component, or reporting the status of the actuator and controlling the actuator, each intelligent node also has the sensor data acquisition and data processing functions of the EMU. The monitoring unit SV_EEC executes the monitoring and management algorithm, and the engine health management function is completed through the cooperation between the intelligent nodes and the monitoring unit.

[0081] The third approach involves multiple intelligent nodes, including one or more EMU intelligent nodes. These EMU intelligent nodes, individually or collaboratively, perform the EMU's sensor data acquisition and processing functions. The monitoring unit SV_EEC executes the health management algorithm. This method separates the EMU's sensor data acquisition and processing functions, using a single or multiple EMU intelligent nodes (i.e., these nodes are specifically designed for EMU sensor data acquisition and processing). The monitoring unit SV_EEC executes the health management algorithm, and the engine health management function is achieved through the cooperation between the EMU intelligent nodes and the monitoring unit.

[0082] One advantage of distributed control architecture is its ease of system expansion. As long as the interfaces of the expanded nodes conform to standardized design requirements, interference-free access to the EAN network can be achieved, meaning it does not affect existing nodes in the network. Therefore, the third design offers stronger scalability and better leverages the advantages of distributed control. (See diagram below.) Figure 3 As shown. Depending on the complexity of the health management function, a separate EMU node can be used, such as the EMU data central node 206 installed inside the fan housing, to realize sensor data acquisition and data processing functions. The monitoring unit 100 then executes the health management algorithm. This design achieves the goals of minimal modification to the original system and low development cost, while also ensuring design flexibility to meet the requirements of future application expansion.

[0083] It should be noted that engine health management is a method for monitoring engine performance status. The specific process of sensor data acquisition and processing in the EMU depends on the health management algorithm. For example, engine performance parameters and engine mechanical parameters are collected, filtered, and noise-reduced, and then analyzed and calculated using neural network data analysis or other algorithms to predict engine performance degradation and possible engine system or component failures. Since the focus of this embodiment is on the allocation of engine health management functions in the distributed control system, rather than the health management algorithm itself, the specific implementation of engine health management will not be described in detail; existing technologies can be used to achieve this.

[0084] In one alternative embodiment, the execution-type intelligent node includes a conventional configuration intelligent node and an electrically driven intelligent node. The conventional configuration intelligent node is used to report the status of the corresponding conventional configuration actuator to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding conventional configuration actuator according to the instructions. The electrically driven intelligent node is used to report the status of the corresponding electrically driven actuator to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding electrically driven actuator according to the instructions.

[0085] As mentioned earlier, the intelligent node 200 has standardized mechanical and electrical interfaces, enabling the reuse and expansion of functions in the distributed control system. For example, for electrically driven actuators and sensors and actuators using high-frequency active control loops, the embedded intelligent node, after being connected to the EAN, will greatly enhance the capabilities of the control system and improve engine performance.

[0086] Figure 4 The diagram shows a partial distributed control system for an electrically driven fuel / oil pump. The compressor control node 204 and turbine control node 205 can be divided into multiple electrically driven intelligent nodes, such as the electric fuel pump control node 207 and the electric oil pump control node 208 installed in the fan casing, which control the electric actuators to achieve control functions such as VSV, VBV, and active clearance.

[0087] The aforementioned distributed control system connects the various intelligent nodes 200 through an Engine Area Network (EAN) to transmit digital communication signals and power. The network topology of the distributed control system EAN can be star, ring, or star-ring.

[0088] The first method involves a star network topology for the engine area network. One of the multiple intelligent nodes serves as a bus relay node, with the other intelligent nodes connected to this bus relay node via a star-connected bus. The bus relay node is then connected to the monitoring unit. A schematic diagram of the bus connection in this star network topology is shown below. Figure 5 As shown in the diagram, data central node 201 is specifically selected as the relay node. After each node completes sensor data acquisition locally, it sends the data to data central node 201 via a star connection bus. After physical relay, the data is then sent to monitoring unit 100 via a point-to-point connection bus. Furthermore, sensor data acquired by data central node 201 is also sent to monitoring unit 100 via the point-to-point connection bus. Of course, other intelligent nodes can be selected as relay nodes depending on the actual situation; the relay node is not limited to data central node 201.

[0089] The second method involves a ring network topology for the engine area network. One of the multiple intelligent nodes serves as a bus relay node, with the other intelligent nodes connected to this relay node via a ring-connected bus. The bus relay node is then connected to the monitoring unit. A schematic diagram of the bus connection in this ring network topology is shown below. Figure 6 As shown, data central node 201 is still selected as the bus relay node. After each node completes sensor data acquisition locally, it sends the data to data central node 201 via a ring connection bus. After physical relay, the data is then sent to monitoring unit 100 via a point-to-point connection bus. In addition, sensor data acquired by data central node 201 is also sent to monitoring unit 100 via a point-to-point connection bus. Of course, other intelligent nodes can be selected as relay nodes according to the actual situation; the relay node is not limited to data central node 201.

[0090] The third type uses a star-ring network topology for the engine area network. In this topology, some of the intelligent nodes are connected via a star connection bus, while other intelligent nodes are connected to one of the intelligent nodes via a ring connection bus. One of the intelligent nodes is also connected to the monitoring unit. A schematic diagram of the bus connections in the star-ring network topology is shown below. Figure 7 As shown, fuel control node 202, compressor control node 204, and turbine control node 205 are connected via a star connection bus. Data centralization node 201, fuel control node 202, and overspeed protection control node 203 are connected via a ring connection bus. After the compressor control node 204 and turbine control node 205 complete sensor data acquisition locally, they send the data to fuel control node 202 via the star connection bus. Fuel control node 202 and overspeed protection control node 203 then send the data to data centralization node 201 via the ring connection bus. Data centralization node 201 then sends the data to monitoring unit 100 via a point-to-point connection bus. Of course, star-connected intelligent nodes and ring-connected intelligent nodes can also be selected according to actual conditions, and are not limited to the above node combinations.

[0091] This embodiment also provides a power supply system for the aforementioned distributed control system of an aero-engine. The power supply system receives power from the aircraft and / or an AC generator, and converts it into the power required by the monitoring unit and the multiple intelligent nodes via a corresponding power conversion unit. The power supply from the aircraft may include low-voltage DC power (e.g., 28V DC), high-voltage DC power (e.g., 270V DC), and AC power (115V AC). The AC generator may be an integrated AC generator from the aircraft. The power conversion unit may include a DC / DC converter, a DC / AC inverter, a rectifier, etc., the specific type depending on the power supply before conversion and the power required by the monitoring unit and intelligent nodes after conversion. The power conversion unit may be installed in the intelligent nodes to convert the power required by a single intelligent node. Alternatively, the power conversion unit may be installed on the power bus that receives the power supply and / or the AC generator input, and the converted power is then input to each intelligent node.

[0092] Since the power transmitted from the aircraft to the controller is 28V DC, in order to reduce modifications, the distributed control system preferably uses 28VDC power supply and adopts a DC bus transmission scheme to provide power to each intelligent node.

[0093] For aero engines including those with conventional configuration actuators, a schematic diagram of the power system of the corresponding distributed control system is shown below. Figure 8 As shown. The power system uses a low-voltage DC power supply from the power supply to power the monitoring unit. The power system includes a main power supply, which receives a low-voltage DC power input (e.g., rated voltage 28V) from the power supply and an AC generator input (e.g., 115V AC input). The main power supply rectifies the three-phase AC power input from the AC generator into DC power, and combines the rectified DC power with the DC power input from the low-voltage DC power supply to form a low-voltage DC bus. The multiple intelligent nodes are connected to the low-voltage DC power bus and convert the bus voltage of the low-voltage DC power bus into the voltage required by the intelligent nodes. For example, the main power supply uses 28VDC power from the aircraft to power the monitoring unit 100 (not shown in the figure) installed outside the engine nacelle, and also uses 28VDC power from the aircraft and power supplied by the AC generator PMA to power the data central node 201. Then, it is connected to other intelligent nodes through the 28VDC bus, and each intelligent node converts the 28VDC bus voltage into the DC voltage required by the analog and digital circuits inside the intelligent node through a DC / DC converter.

[0094] exist Figure 8 Based on this, a complete power system schematic diagram is further provided, such as... Figure 9 As shown.

[0095] In the diagram, the 28V DC power supply from the aircraft powers the monitoring unit 100 installed outside the engine nacelle, and simultaneously powers the main power supply within the data central node 201 along with the engine's built-in alternator PMA. The main power supply can be located within one of the multiple intelligent nodes; this embodiment uses data central node 201 as an example, but it is not limited to this and can be located in other intelligent nodes. The main power supply of data central node 201 rectifies the three-phase AC power from the PMA into DC power, which is then combined with the aircraft's 28V DC power to form a 28V low-voltage DC bus, used to power the other four nodes: fuel control node 202, overspeed protection control node 203, compressor control node 204, and turbine control node 205. The main power supply samples the merged power supply (i.e., the power supply of the 28V low-voltage DC bus) for BIT (Break-In-Air) testing, provides fault warnings, and monitors the primary power supply (the input of the main power supply, including the low-voltage DC power supply and the AC power output from the alternator) and the converted secondary power supply (the output of the main power supply, including the power supply of the 28V low-voltage DC bus). The monitoring unit 100 also includes a power monitoring module connected to the low-voltage DC bus and used to monitor for faults in the low-voltage DC bus. The fuel control node 202 is connected to both the low-voltage DC bus and the AC power supply, and simultaneously accepts the 28VDC bus and the aircraft's 115V AC power supply as inputs, controlling internal relays to control two independent ignition exciters.

[0096] The aforementioned power supply system can be implemented using the aforementioned ring network topology, such as... Figure 10 As shown in the diagram, one line represents the communication bus, and the other represents the power bus. The monitoring unit 100 is connected point-to-point with one of the multiple intelligent nodes 200 via the low-voltage DC bus, and the intelligent node is connected in a ring with other intelligent nodes via the low-voltage DC bus. Unlike the communication bus, the power bus incorporates a DC contactor for power supply and interruption control. The DC contactor can be located within the same intelligent node, for example, within the data central node 201. This design increases the robustness of the power supply system. For instance, the monitoring unit 100 is connected point-to-point with the data central node 201, and the data central node 201 is connected in a ring with other intelligent nodes. When the power supply line between the turbine control node 205 and the compressor control node 204 is disconnected due to a fault, it will cause the power supply to the overspeed protection control node 203 and the turbine control node 205 to be cut off, or cause one of the dual channels in the node (dual redundancy configuration) to lose power. At this point, the fuel control node 202 closes the contactor, which can continue to supply power to the overspeed protection control node 203 and the turbine control node 205, thus changing the ring topology to a star-like topology.

[0097] The aforementioned power supply system can also be implemented using the aforementioned star network topology. The monitoring unit 100 and one of the multiple intelligent nodes 200 are connected point-to-point via the low-voltage DC bus, and the intelligent node and the other intelligent nodes are connected in a star configuration via the low-voltage DC bus.

[0098] For aero-engines including electrically driven actuators, the power system of their corresponding distributed control system can have three topology designs. The first uses the high-voltage DC bus provided by the aircraft as the unified power input for the intelligent nodes installed on the engine, such as... Figure 11 As shown in the diagram, the high-voltage DC bus serves as the power bus for electrically driven actuators, such as 270VDC. AC-powered equipment within these actuators, such as ignition actuators, electric thrust reversers, and electric fuel pumps, uses a DC / AC inverter to convert the high-voltage DC power on the bus into AC power that meets their respective requirements. Intelligent nodes use DC / DC converters to convert the high-voltage DC power into corresponding low-voltage DC power, such as ±15VDC or ±5VDC. The advantage of this design is that it simplifies the power supply bus design; all aircraft electrical equipment, including engine equipment, draws power from a single voltage level of the high-voltage DC bus.

[0099] The second method uses the main power supply, converting the high-voltage DC bus provided by the aircraft into a low-voltage DC bus to power the various intelligent nodes installed on the engine. Meanwhile, the high-voltage DC bus provided by the aircraft is still used as the power bus for electrically driven actuators, such as... Figure 12 As shown in the diagram, the high-voltage DC bus can be 270VDC, and the low-voltage DC bus can be 28VDC. In a multi-electric motor employing an electrically driven actuator, when the EEC alternator PMA is present (or retained), as shown by the dotted line in the diagram, the main power supply can receive the input from the high-voltage DC bus and the input from the alternator. The three-phase AC power input from the alternator is rectified into DC power, and the rectified DC power is combined with the DC power input from the low-voltage DC bus to power the multiple intelligent nodes. The high-voltage DC bus serves as the power bus for the electrically driven actuator. The AC-consuming equipment in the electrically driven actuator converts the high-voltage DC power on the high-voltage DC bus into AC power through a DC / AC inverter. The intelligent nodes convert the DC power input from the low-voltage DC bus into their required voltage for power supply through a DC / DC converter. This increases the reliability of the low-voltage DC bus.

[0100] The third type is a simplified form of the second design, such as... Figure 13As shown, the power system is supplied with a reliable low-voltage DC bus from the aircraft's power distribution system to power the multiple intelligent nodes. The high-voltage DC bus serves as the power bus for the electrically driven actuators. AC-powered devices in the electrically driven actuators convert the high-voltage DC power on the high-voltage DC bus to AC power via DC / AC inverters. The intelligent nodes convert the DC power input from the low-voltage DC bus to their required voltage via DC / DC converters. This eliminates the need for a main power module in the engine distributed power supply system, allowing direct use of the low-voltage DC bus from the aircraft.

[0101] The distributed control system in this embodiment is compatible with centralized FADEC systems, requires no sensors, and has flexible scalability, such as enabling control nodes for active / adaptive control. The distributed control architecture and its power topology are compatible with both traditional configurations and electric drive control components, facilitating a gradual transition to fully distributed and multi-electric / all-electric engine control systems. The EAN adopts a ring topology, and the main power module can provide bidirectional power supply, improving the reliability of the power system. For traditional configurations, the distributed power system achieves maximum compatibility with existing power systems, reducing system upgrade and certification costs. Regarding the topology design of the DC power supply bus for the electric drive control components, a high-voltage DC bus is used to power the igniter and electric drive components, and different low-voltage bus design methods are presented.

[0102] Example 2

[0103] This embodiment discloses a distributed control system for an aero-engine, comprising: a monitoring unit, a data centralization node, a fuel control node, an overspeed protection control node, a compressor control node, and a turbine control node. The monitoring unit is connected to the data centralization node, the fuel control node, the overspeed protection control node, the compressor control node, and the turbine control node via an engine area network. The data centralization node is used to collect sensor data from the aero-engine's sensors and upload it to the monitoring unit; the fuel control node, the overspeed protection control node, the compressor control node, and the turbine control node are respectively used to report the status of the corresponding actuators of the aero-engine to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding actuators according to the instructions. The distributed architecture is as follows: Figure 2 As shown.

[0104] In one alternative embodiment, the monitoring unit is located outside the aircraft engine, while the data centralization node, the fuel control node, the overspeed protection control node, the compressor control node, and the turbine control node are located inside the aircraft engine.

[0105] In one alternative approach, the engine control system components corresponding to the data centralization nodes are located in the same area and operate in the same environment. Similarly, the engine control system components corresponding to the fuel control node, the over-rev protection control node, the compressor control node, and the turbine control node are all located in the same area and operate in the same environment.

[0106] In one alternative approach, the weight, number of I / O ports, and amount of software code are evenly distributed among the data centralization node, fuel control node, overspeed protection control node, compressor control node, and turbine control node.

[0107] In one alternative embodiment, the distributed control system further includes an EMU intelligent node, which implements engine health management functions, including sensor data acquisition and processing of the EMU and execution of health management algorithms. The EMU intelligent node has a TTP / C bus communication interface and accesses the engine area network through the TTP / C bus communication interface.

[0108] Alternatively, the sensor data acquisition and data processing functions of the EMU can be assigned to at least one intelligent node among the data centralization node, fuel control node, over-rev protection control node, compressor control node, and turbine control node, and the monitoring unit executes a health management algorithm.

[0109] Alternatively, the distributed control system may further include one or more EMU intelligent nodes, wherein one EMU intelligent node alone or multiple EMU intelligent nodes together realize the function of sensor data acquisition and data processing of the EMU, and the monitoring unit executes health management algorithms.

[0110] In one alternative approach, the data centralization node, fuel control node, overspeed protection control node, compressor control node, and turbine control node have standardized mechanical and electrical interfaces.

[0111] And / or, the data central node, fuel control node, overspeed protection control node, compressor control node and turbine control node are embedded with electrically driven actuators, and / or, sensors and actuators using high-frequency active control loops are employed.

[0112] In one alternative, the engine area network adopts a star network topology, wherein one of the intelligent nodes—the data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node—is a bus relay node, and other intelligent nodes are connected to the bus relay node via a star connection bus, and the bus relay node is connected to the monitoring unit.

[0113] Alternatively, the engine area network adopts a ring network topology, wherein one of the intelligent nodes—the data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node—serves as a bus relay node, and other intelligent nodes are connected to the bus relay node via a ring connection bus, and the bus relay node is connected to the monitoring unit.

[0114] Alternatively, the engine area network adopts a star-ring network topology, wherein some intelligent nodes among the data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node are connected via a star connection bus, and other intelligent nodes are connected to one of the intelligent nodes among the partial intelligent nodes via a ring connection bus. One of the intelligent nodes among the multiple data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node is also connected to the monitoring unit.

[0115] This embodiment also provides a power supply system for supplying power to the above-mentioned distributed control system of aero-engines. The power supply system receives power from the aircraft and / or AC generator input, and converts it into the power required by the monitoring unit and multiple intelligent nodes through a corresponding power conversion unit.

[0116] In one alternative, for a distributed control system corresponding to an aero-engine including conventional configuration actuators, the power system uses the low-voltage DC power supply of the power supply to power the monitoring unit;

[0117] The power system includes a main power supply, which receives a low-voltage DC power input from the power supply and an AC generator input. The main power supply rectifies the three-phase AC power input from the AC generator into DC power and combines the rectified DC power with the DC power input from the low-voltage DC power supply to form a low-voltage DC bus.

[0118] The data central node, fuel control node, overspeed protection control node, compressor control node, and turbine control node are connected to the low-voltage DC power bus and convert the bus voltage of the low-voltage DC power bus into the voltage required by the smart node.

[0119] In one alternative approach, the main power supply is located within one of the intelligent nodes of the data centralization node, fuel control node, overspeed protection control node, compressor control node, and turbine control node.

[0120] And / or, the main power supply also samples the merged power supply for BIT detection, provides fault warnings, and monitors the low-voltage DC power input, the AC generator input, and the rectified DC power.

[0121] And / or, the monitoring unit is provided with a power monitoring module, which is connected to the low-voltage DC bus and used to monitor the faults of the low-voltage DC bus;

[0122] And / or, the DC power bus is controlled by a DC contactor for power supply and disconnection.

[0123] In one alternative embodiment, the fuel control node is connected to both the low-voltage DC bus and the AC power supply of the power source, and controls the internal relays to control the two independent ignition exciters.

[0124] In one alternative, the power system adopts a ring network topology, and the monitoring unit is connected point-to-point with one of the intelligent nodes of the data central node, fuel control node, over-speed protection control node, compressor control node and turbine control node through the low-voltage DC bus. The intelligent node is connected in a ring with other intelligent nodes through the low-voltage DC bus.

[0125] Alternatively, the power system adopts a star network topology, and the monitoring unit is connected point-to-point with one of the intelligent nodes of the data central node, fuel control node, over-speed protection control node, compressor control node and turbine control node through the low-voltage DC bus. The intelligent node is connected in a star configuration with other intelligent nodes through the low-voltage DC bus.

[0126] In one alternative, the DC contactor and the main power supply are located within the same smart node.

[0127] In one alternative approach, for a distributed control system corresponding to an aero-engine including an electrically driven actuator, the power system uses a high-voltage DC bus provided by the aircraft as the unified power input for the multiple intelligent nodes. The high-voltage DC bus is used as the power bus for the electrically driven actuator. The AC power devices in the electrically driven actuator convert the high-voltage DC power on the high-voltage DC bus into AC power for use through a DC / AC inverter. The intelligent nodes convert the high-voltage DC power into low-voltage DC power for use through a DC / DC converter.

[0128] Alternatively, the power system includes a main power supply, which converts the high-voltage DC bus provided by the aircraft into a low-voltage DC bus to power the multiple intelligent nodes, or receives the input from the high-voltage DC bus and the input from the AC generator, rectifies the three-phase AC power input from the AC generator into DC power, and combines the rectified DC power with the DC power input from the low-voltage DC bus to power the multiple intelligent nodes as a low-voltage DC bus. The high-voltage DC bus is used as the power bus for the electrically driven actuators. The AC power devices in the electrically driven actuators convert the high-voltage DC power on the high-voltage DC bus into AC power for use through a DC / AC inverter. The intelligent nodes convert the DC power input from the low-voltage DC bus into the voltage they need for power supply through a DC / DC converter.

[0129] Alternatively, the power system may use a low-voltage DC bus provided by the aircraft power distribution system to power the multiple intelligent nodes. The high-voltage DC bus may be used as the power bus for the electrically driven actuator. The AC power devices in the electrically driven actuator may convert the high-voltage DC power on the high-voltage DC bus into AC power through a DC / AC inverter. The intelligent nodes may convert the DC power input from the low-voltage DC bus into the voltage they need for power supply through a DC / DC converter.

[0130] The system in this embodiment is compatible with centralized FADEC systems, requires no sensors, and has flexible scalability, such as enabling control nodes for active / adaptive control. The distributed control architecture and its power topology are compatible with both traditional configurations and electric drive control components, facilitating a gradual transition to fully distributed and multi-electric / all-electric engine control systems. The EAN adopts a ring topology, and the main power module can provide bidirectional power supply, improving the reliability of the power system. For traditional configurations, the distributed power system achieves maximum compatibility with existing power systems, reducing system upgrade and certification costs. Regarding the topology design of the DC power supply bus for the electric drive control components, a high-voltage DC bus is used to power the igniter and electric drive components, and different low-voltage bus design methods are presented.

[0131] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A distributed control system for an aero-engine, characterized in that, include: The system includes a monitoring unit and multiple intelligent nodes, wherein the intelligent nodes are located inside the aircraft engine. The monitoring unit and the intelligent node are connected through an engine area network, and the monitoring unit and the intelligent node transmit signals in one direction or in two directions. The intelligent node corresponds to at least one engine control system component within the aero-engine, and the engine control system component includes sensors and actuators; The engine area network adopts a star network topology, wherein one of the multiple intelligent nodes is a bus relay node, and the other intelligent nodes are connected to the bus relay node through a star connection bus. The bus relay node is connected to the monitoring unit. Alternatively, the engine area network adopts a ring network topology, wherein one of the multiple intelligent nodes is a bus relay node, and the other intelligent nodes are connected to the bus relay node through a ring connection bus, and the bus relay node is connected to the monitoring unit; Alternatively, the engine area network adopts a star-ring network topology, wherein some of the multiple intelligent nodes are connected through a star connection bus, and other intelligent nodes are connected to one of the multiple intelligent nodes through a ring connection bus, and one of the multiple intelligent nodes is also connected to the monitoring unit. It also includes a power supply system for supplying power to the distributed control system of the aero-engine. The power supply system receives power from the aircraft and / or AC generator input, and converts it into power required by the monitoring unit and multiple intelligent nodes through a corresponding power conversion unit. The power conversion unit is set on the intelligent node or on the power bus that receives the power and / or AC generator input. For a distributed control system corresponding to an aero-engine including conventional configuration actuators, the power supply system uses the low-voltage DC power supply of the power supply to supply power to the monitoring unit; The power system includes a main power supply, which receives a low-voltage DC power input from the power supply and an AC generator input. The main power supply rectifies the three-phase AC power input from the AC generator into DC power and combines the rectified DC power with the DC power input from the low-voltage DC power supply to form a low-voltage DC bus. The multiple smart nodes are connected to the low-voltage DC bus and convert the bus voltage of the low-voltage DC bus into the voltage required by the smart nodes.

2. The distributed control system for aero-engines as described in claim 1, characterized in that, The engine control system components corresponding to the intelligent nodes are located in the same area and have the same working environment. The weight, number of I / O ports, and amount of software code are evenly distributed among the different smart nodes.

3. The distributed control system for aero-engines as described in claim 1, characterized in that, The plurality of intelligent nodes include an EMU intelligent node, which implements engine health management functions. The engine health management functions include sensor data acquisition and data processing of the EMU and execution of health management algorithms. The EMU intelligent node has a TTP / C bus communication interface and accesses the engine area network through the TTP / C bus communication interface. Alternatively, the sensor data acquisition and data processing functions of the EMU can be distributed to at least one of the multiple intelligent nodes, and the monitoring unit can execute a health management algorithm. Alternatively, the plurality of intelligent nodes may include one or more EMU intelligent nodes, wherein the single EMU intelligent node or the plurality of EMU intelligent nodes together perform the functions of sensor data acquisition and data processing of the EMU, and the monitoring unit executes a health management algorithm.

4. The distributed control system for aero-engines as described in claim 1, characterized in that, The intelligent node has standardized mechanical and electrical interfaces; And / or, the intelligent node is embedded with an electrically driven actuator, and / or employs a sensor and actuator with a high-frequency active control loop.

5. The distributed control system for aero-engines as described in claim 1, characterized in that, The intelligent nodes include sensing intelligent nodes and execution intelligent nodes; The sensing-type intelligent node is used to collect sensor data from the sensor and upload it to the monitoring unit; The execution-type intelligent node is used to report the status of the corresponding execution mechanism to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding execution mechanism according to the instructions.

6. The distributed control system for aero-engines as described in claim 5, characterized in that, The actuator includes conventional configuration actuators and / or electrically driven actuators, and the execution-type intelligent nodes include conventional configuration intelligent nodes and electrically driven intelligent nodes; The conventional configuration smart node is used to report the status of the corresponding conventional configuration actuator to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding conventional configuration actuator according to the instructions; The electric drive intelligent node is used to report the status of the corresponding electric drive actuator to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding electric drive actuator according to the instructions.

7. The distributed control system for aero-engines as described in claim 1, characterized in that, The multiple intelligent nodes include a data centralization node, a fuel control node, an overspeed protection control node, a compressor control node, and a turbine control node.

8. A power supply system for supplying power to the distributed control system of an aero-engine as described in any one of claims 1-7, characterized in that, The power system receives power from the aircraft and / or AC generator input, which is then converted by the corresponding power conversion unit into the power required by the monitoring unit and multiple intelligent nodes. For a distributed control system corresponding to an aero-engine including conventional configuration actuators, the power supply system uses the low-voltage DC power supply of the power supply to supply power to the monitoring unit; The power system includes a main power supply, which receives a low-voltage DC power input from the power supply and an AC generator input. The main power supply rectifies the three-phase AC power input from the AC generator into DC power and combines the rectified DC power with the DC power input from the low-voltage DC power supply to form a low-voltage DC bus. The multiple smart nodes are connected to the low-voltage DC bus and convert the bus voltage of the low-voltage DC bus into the voltage required by the smart nodes.

9. The power supply system as described in claim 8, characterized in that, The main power supply is located within one of the multiple smart nodes; And / or, the main power supply also samples the merged power supply for BIT detection, provides fault warnings, and monitors the low-voltage DC power input, the AC generator input, and the rectified DC power. And / or, the monitoring unit is provided with a power monitoring module, which is connected to the low-voltage DC bus and used to monitor the faults of the low-voltage DC bus; And / or, the low-voltage DC bus is powered on and off via a DC contactor.

10. The power supply system as claimed in claim 8, characterized in that, The intelligent node includes a fuel control node, which is connected to the low-voltage DC bus and the AC power supply of the power source, and controls the internal relays to control two independent ignition exciters.

11. The power supply system as described in claim 8, characterized in that, The power system adopts a ring network topology. The monitoring unit is connected to one of the multiple intelligent nodes through the low-voltage DC bus. The intelligent node is connected to the other intelligent nodes through the low-voltage DC bus in a ring. Alternatively, the power system adopts a star network topology, with the monitoring unit and one of the multiple intelligent nodes forming a point-to-point connection via the low-voltage DC bus, and the intelligent node forming a star connection with other intelligent nodes via the low-voltage DC bus.

12. The power supply system as described in claim 9, characterized in that, The DC contactor and the main power supply are located in the same smart node.

13. The power supply system as described in claim 8, characterized in that, For the distributed control system corresponding to an aero-engine including an electrically driven actuator, the power system uses a high-voltage DC bus provided by the aircraft as the unified power input for the multiple intelligent nodes. The high-voltage DC bus is used as the power bus for the electrically driven actuator. The AC power devices in the electrically driven actuator convert the high-voltage DC power on the high-voltage DC bus into AC power for use through a DC / AC inverter. The intelligent nodes convert the high-voltage DC power into low-voltage DC power for use through a DC / DC converter. Alternatively, the power system includes a main power supply, which converts the high-voltage DC bus provided by the aircraft into a low-voltage DC bus to power the multiple intelligent nodes, or receives the input from the high-voltage DC bus and the input from the AC generator, rectifies the three-phase AC power input from the AC generator into DC power, and combines the rectified DC power with the DC power input from the low-voltage DC bus to power the multiple intelligent nodes as a low-voltage DC bus. The high-voltage DC bus is used as the power bus for the electrically driven actuators. The AC power devices in the electrically driven actuators convert the high-voltage DC power on the high-voltage DC bus into AC power for use through a DC / AC inverter. The intelligent nodes convert the DC power input from the low-voltage DC bus into the voltage they need for power supply through a DC / DC converter. Alternatively, the power system may use a low-voltage DC bus provided by the aircraft power distribution system to power the multiple intelligent nodes. The high-voltage DC bus may be used as the power bus for the electrically driven actuator. The AC power devices in the electrically driven actuator may convert the high-voltage DC power on the high-voltage DC bus into AC power through a DC / AC inverter. The intelligent nodes may convert the DC power input from the low-voltage DC bus into the voltage they need for power supply through a DC / DC converter.

14. A distributed control system for an aircraft engine, characterized in that, include: Monitoring unit, data central node, fuel control node, overspeed protection control node, compressor control node, and turbine control node; The monitoring unit is connected to the data central node, the fuel control node, the over-rev protection control node, the compressor control node, and the turbine control node via an engine area network; The data collection nodes are used to collect sensor data from the aircraft engine's sensors and upload it to the monitoring unit; The fuel control node, overspeed protection control node, compressor control node, and turbine control node are respectively used to report the status of the actuators corresponding to the aero-engine to the monitoring unit, and to receive instructions from the monitoring unit and control the corresponding actuators according to the instructions. The engine area network adopts a star network topology, wherein one of the intelligent nodes, namely the data central node, fuel control node, over-rev protection control node, compressor control node and turbine control node, is a bus relay node, and other intelligent nodes are connected to the bus relay node through a star connection bus, and the bus relay node is connected to the monitoring unit. Alternatively, the engine area network adopts a ring network topology, wherein one of the intelligent nodes—the data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node—serves as a bus relay node, and other intelligent nodes are connected to the bus relay node via a ring connection bus, and the bus relay node is connected to the monitoring unit. Alternatively, the engine area network adopts a star-ring network topology, wherein some intelligent nodes among the data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node are connected via a star connection bus, and other intelligent nodes are connected to one of the intelligent nodes among the partial intelligent nodes via a ring connection bus. One of the intelligent nodes among the data central node, fuel control node, over-rev protection control node, compressor control node, and turbine control node is also connected to the monitoring unit. It also includes a power supply system for supplying power to the aforementioned distributed control system of the aero-engine, the power supply system receiving power from the aircraft and / or AC generator input, and converting it through corresponding power conversion units into the power required by the monitoring unit, data central node, fuel control node, overspeed protection control node, compressor control node and turbine control node.

15. The distributed control system for an aero-engine as described in claim 14, characterized in that, The monitoring unit is located outside the aero-engine, while the data central node, the fuel control node, the overspeed protection control node, the compressor control node, and the turbine control node are located inside the aero-engine.

16. A power supply system for supplying power to the distributed control system of an aero-engine as described in claim 14 or 15, characterized in that, The power system receives power from the aircraft and / or AC generator input, which is then converted by the corresponding power conversion unit into the power required by the monitoring unit, data central node, fuel control node, overspeed protection control node, compressor control node and turbine control node.

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