Communication architecture for power plant systems and display and warning systems and aircraft

Abstract

The application discloses a power device system, a communication architecture of a display and warning system and an aircraft. The application establishes a second communication path independent of an avionics system by increasing an engine interface control unit to directly connect the display and warning system, so as to avoid the risk of abnormal display of engine parameters caused by a single communication architecture. In addition, a comparison between signals of a first signal source of a comprehensive modular avionics and signals of a second signal source of the engine interface control unit and the identification of a common mode failure of the avionics network in combination with other engine conditions can avoid the problem of abnormal display of engine parameters caused by the common mode failure of the avionics network.

Description

Technical Field

[0001] This invention relates to the field of electronic communication technology for aircraft power plant systems, and more particularly to a communication architecture for a power plant system and a display and alarm system, as well as an aircraft. Background Technology

[0002] Airworthiness regulations impose safety requirements on the display of engine parameters for civil aircraft. AC25-11B recommends that "misindication of major parameters of one or more engines" be classified as a Category I event. The crew may operate the aircraft according to incorrect engine parameters, leading to loss of control and potentially resulting in the destruction of the aircraft and loss of life. Therefore, it is essential to ensure that the probability of this failure occurring is extremely low.

[0003] Aircraft manufacturers typically reduce the probability of "false indication of primary engine parameters" by ensuring the independence of the two engines and employing redundant avionics networks. Currently certified aircraft using the ARINC 664 signal network define this event as Category II, where the two channels of FADEC (Full Authority Digital Engine Control) only communicate with the avionics system through the ARINC 664 signal network, thus meeting airworthiness requirements. However, some airworthiness authorities require defining "false indication of primary parameters of more than one engine" events as Category I events recommended in AC25-11B. Because the software and hardware such as switches and RDIUs in the ARINC 664 signal network architecture are identical, this approach carries the risk of common-mode failure (structural, system, or component failure in the same manner). This method has the following problems: communication between the engine and the aircraft is entirely through the avionics network, posing a risk of abnormal engine parameter display when the avionics network fails due to common-mode failures.

[0004] Therefore, improvements to existing technologies are needed. Summary of the Invention

[0005] This invention provides a communication architecture and aircraft for a power plant system and a display and alarm system, effectively solving the problem of abnormal power plant system parameter display caused by common-mode failure in the communication between the power plant system and the avionics system.

[0006] According to one aspect of the present invention, a communication architecture for a power unit system and a display and alarm system is provided, comprising: a first communication transmission link and a second communication transmission link disposed between multiple power unit systems and display and alarm systems;

[0007] The first communication transmission link includes a first data line and an integrated modular avionics system. The multiple power plant systems are connected to the integrated modular avionics system via the first data line, and the integrated modular avionics system is connected to the display and warning system via the first data line.

[0008] The second communication transmission link includes a second data line, a third data line, and at least one engine interface control unit. The plurality of power unit systems are connected to the at least one engine interface control unit via the second data line, and the at least one engine interface control unit is connected to the display and alarm system via the third data line.

[0009] The first data line is used to transmit a first signal source, and the third data line is used to transmit a second signal source. The display and alarm system receives the first signal source and the second signal source from the first communication transmission link and the second communication transmission link, respectively. The display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic.

[0010] Furthermore, each of the engine interface control units has an interface adapted to the second data line and the third data line.

[0011] Optionally, the second data line and the third data line are of different types, and the second data line and the first data line are of the same type; the at least one engine interface control unit receives a first signal source from the plurality of power unit systems from the second data line, converts the received first signal source into a second signal source, and then transmits the second signal source to the display and alarm system through the third data line.

[0012] In some implementations, the first and second data lines are ARINC664 buses, and the third data line is a non-AFDX bus.

[0013] In some implementations, the first and second data lines are ARINC664 buses, and the third data line is an ARINC429 bus.

[0014] In some implementations, the first and second data lines are ARINC664 buses, and the third data line is a CAN bus.

[0015] Optionally, the second data line and the third data line are of the same type, and the second data line and the first data line are of different types; the at least one engine interface control unit receives a second signal source from the plurality of power unit systems from the second data line, and sends the received second signal source to the display and alarm system through the third data link.

[0016] In some implementations, the first data line is an ARINC664 bus, and the second and third data lines are non-AFDX buses.

[0017] In some implementations, the first data line is an ARINC664 bus, and the second and third data lines are ARINC429 buses.

[0018] In some implementations, the first data line is an ARINC664 bus, and the second and third data lines are CAN buses.

[0019] Furthermore, each of the power unit systems is configured with two channels; wherein, during normal operation of each of the power unit systems, one channel is the controlled channel and the other channel is the backup channel.

[0020] Furthermore, each of the engine interface control units includes one or two channels, and each channel is communicatively connected to the corresponding power unit system through a suitable interface.

[0021] Furthermore, the display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic, including:

[0022] (1) Determine whether the first signal source transmitted from the integrated modular avionics is available and valid. If the first signal source is unavailable or invalid, the second signal source transmitted from the engine interface control unit will be selected for the display of power parameters in the cockpit.

[0023] (2) If the first signal source is available and valid, then the controlled channel of each power unit system is determined according to the first selection logic table;

[0024] (3) Determine which channel parameter to use in the first signal source according to the second selection logic table. If there is no available result, discard the first signal source transmitted from the integrated modular avionics. At this time, the second signal source transmitted from the engine interface control unit will be used for the display of power parameters in the cockpit.

[0025] (4) If a usable result exists, the first signal source transmitted in the integrated modular avionics is still selected, and the consistency of the engine parameter signal data in the first signal source and the second signal source is compared. If they are inconsistent, the situation of the other power plant systems is taken into account. If the other power plant systems also have inconsistent engine parameter signal data between the first signal source and the second signal source, it is determined that the integrated modular avionics has a common mode failure. At this time, the first signal source transmitted from the integrated modular avionics will be discarded, and the second signal source transmitted from the engine interface control unit will be used directly for the display of power parameters in the cockpit.

[0026] Furthermore, the avionics system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic, and also includes:

[0027] (5) When the second signal source is selected as the power parameter display of the cockpit, it is determined whether the second signal source is available and valid. If the second signal source is unavailable or invalid, the power parameter will be displayed as unavailable.

[0028] (6) If the second signal source is available and valid, the controlled channel of each power unit system is determined according to the first selection logic table; and the parameters of which channel in the second signal source is selected are determined according to the third selection logic table, and the selection result is used for the power parameter display in the cockpit.

[0029] According to another aspect of the present invention, an aircraft is provided, the aircraft including the communication architecture of the power plant system and the display and alarm system as described in any embodiment of the present invention.

[0030] The advantage of this invention lies in solving the common-mode failure problem inherent in avionics networks based on a single communication architecture and protocol in commonly used technologies. This invention establishes a second communication path independent of the avionics system by directly connecting the engine interface control unit to the display and warning system, thereby avoiding the risk of abnormal engine parameter display caused by a single communication architecture. Furthermore, the signal selection logic incorporates a comparison between the signal from the first signal source of the integrated modular avionics system and the signal from the second signal source of the engine interface control unit, along with information from other engines, to identify common-mode failure scenarios in the avionics network, thus preventing abnormal engine parameter display due to common-mode failure of the avionics network. Attached Figure Description

[0031] The technical solution and other beneficial effects of the present invention will become apparent from the following detailed description of specific embodiments of the invention, in conjunction with the accompanying drawings.

[0032] Figure 1This is a schematic diagram of the communication architecture of the power unit system and the display and alarm system provided in the embodiments of the present invention.

[0033] Figure 2 This is a schematic diagram of a communication architecture described in an embodiment of the present invention.

[0034] Figure 3 The flowchart illustrates the selection of engine parameter signal sources by the display and alarm system (EICAS) provided in this embodiment of the invention. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0036] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0037] like Figure 1 The diagram shown is a schematic representation of the communication architecture of the power unit system and the display and alarm system provided in an embodiment of the present invention.

[0038] The communication architecture of the power plant system and display and alarm system provided in the embodiments of the present invention is applicable to aircraft, such as the design of civil aircraft power plant systems.

[0039] The communication architecture of the power unit system and the display and alarm system includes: a first communication transmission link and a second communication transmission link set between multiple power unit systems (FADEC) and display and alarm systems (Engine Indication And Crew Alerting System, EICAS).

[0040] Understandably, each aircraft can be equipped with multiple engines to serve as the power source for flight. Each engine can function as an independent power plant system, and the operating parameters of each power plant system need to be transmitted via a communication network to the Display and Alarm System (EICAS) for display in the cockpit.

[0041] The first communication transmission link includes a first data line and an integrated modular avionics (IMA). The plurality of power plant systems are connected to the integrated modular avionics (IMA) via the first data line, and the integrated modular avionics (IMA) is connected to the display and warning system (EICAS) via the first data line.

[0042] The second communication transmission link includes a second data line, a third data line, and at least one engine interface control unit (EICU). The plurality of power unit systems (FADEC) are connected to the at least one engine interface control unit (EICU) via the second data line, and the at least one engine interface control unit (EICU) is connected to the display and alarm system (EICAS) via the third data line.

[0043] The first data line is used to transmit a first signal source, the third data line is used to transmit a second signal source, the avionics system (EICAS) receives the first signal source and the second signal source from the first communication transmission link and the second communication transmission link respectively, and the display and warning system (EICAS) selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic.

[0044] It should be noted that the Integrated Modular Avionics (IMA) collects data from various aircraft systems via the avionics network, processes it, and then forwards it to the necessary system equipment. Engine parameters enter the IMA through the ARS interface of the avionics network, and are then sent to the Display and Warning System (EICAS) via the ARIN664 bus of the avionics network for displaying power parameters in the cockpit.

[0045] The Engine Interface Control Unit (EICU) is primarily responsible for data transmission between the engine and the aircraft and / or power supply control of some equipment within the power plant system. In this embodiment of the invention, each EICU has an interface adapted to the second and third data lines for signal transmission. This embodiment establishes a second communication path independent of the avionics system by directly connecting the EICU to the display and warning system, thus avoiding the risk of abnormal engine parameter display caused by a single communication architecture.

[0046] For example, Figure 1 Each Engine Interface Control Unit (EICU) contains multiple EICU channels, each responsible for controlling one engine. Furthermore, the multiple EICU channels within each EICU can be separated as needed, meaning each EICU channel can function as a separate EICU. It is understood that each channel communicates with the second data line and the third data line via appropriate interfaces.

[0047] Furthermore, each of the Engine Interface Control Units (EICU) includes one or more EICU channels, and each EICU channel is communicatively connected to the corresponding Powertrain System (FADEC) through a suitable interface.

[0048] EICAS is the Engine Indication and Crew Alarm System, responsible for displaying received engine parameters on the EICAS display screen in the cockpit and displaying crew alarm information when corresponding signals are received.

[0049] For example, depending on the communication type between each powertrain system (FADEC) and the engine interface control unit (EICU), embodiments of the present invention can have two alternative solutions:

[0050] Option 1: The second data line and the third data line are of different types, and the second data line and the first data line are of the same type; the at least one engine interface control unit receives a first signal source from the plurality of power unit systems from the second data line, converts the received first signal source into a second signal source, and then transmits the second signal source to the display and alarm system through the third data line.

[0051] In one embodiment, in Scheme 1, the first and second data lines are ARINC664 buses, and the third data line is a non-AFDX (Avionics Full-Duplex Switched Ethernet) bus. Exemplarily, the Display and Alarm System (EICAS) communicates with each Engine Interface Control Unit (EICU) via a non-AFDX bus, and each EICU possesses signal processing capabilities for both ARINC664 and non-AFDX buses. It is understood that different types of data lines transmit different signal types.

[0052] In one embodiment, in Scheme 1, the first and second data lines are ARINC664 buses, and the third data line is an ARINC429 bus. Exemplarily, the Display and Alarm System (EICAS) communicates with each Engine Interface Control Unit (EICU) via the ARINC429 bus, and each EICU has signal processing capabilities for both ARINC664 and ARINC429 buses. It is understood that different types of data lines transmit different signal types.

[0053] In one embodiment, in Scheme 1, the first and second data lines are ARINC664 buses, and the third data line is a CAN bus. Exemplarily, the Display and Alarm System (EICAS) communicates with each Engine Interface Control Unit (EICU) via a CAN bus, and each EICU has signal processing capabilities for both ARINC664 and CAN buses. It is understood that different types of data lines transmit different signal types.

[0054] Option 2: The second data line and the third data line are of the same type, and the second data line and the first data line are of different types; the at least one engine interface control unit receives a second signal source from the plurality of power unit systems from the second data line, and sends the received second signal source to the display and alarm system through the third data link.

[0055] In one embodiment, in Scheme Two, the first data line is an ARINC664 bus, and the second and third data lines are non-AFDX buses. Exemplarily, each power plant system (FADEC) communicates with each engine interface control unit (EICU) via a non-AFDX (Avionics Full-Duplex Switched Ethernet) bus, and each power plant system (FADEC) possesses signal processing capabilities for both ARINC664 and non-AFDX buses. It is understood that different types of data lines transmit different signal types.

[0056] In one embodiment, in Scheme Two, the first data line is an ARINC664 bus, and the second and third data lines are ARINC429 buses. Exemplarily, each powertrain system (FADEC) communicates with each engine interface control unit (EICU) via the ARINC429 bus, and each powertrain system (FADEC) has signal processing capabilities for both the ARINC664 and ARINC429 buses. It is understood that different types of data lines transmit different signal types.

[0057] In one embodiment, in Scheme Two, the first data line is an ARINC664 bus, and the second and third data lines are CAN buses. Exemplarily, each powertrain system (FADEC) communicates with each engine interface control unit (EICU) via a CAN bus, and each powertrain system (FADEC) has signal processing capabilities for both ARINC664 and CAN buses. It is understood that different types of data lines transmit different signal types.

[0058] It should be understood that the two schemes described above have different requirements for the signal processing capabilities of the power plant system (FADEC) and engine interface control unit (EICU), and can be flexibly selected according to the needs of the system equipment provider and the aircraft. This invention does not impose any limitations.

[0059] In the communication architecture of the power unit system and display and alarm system provided in this embodiment of the invention, the operating parameters of each engine (e.g., engine speed, engine exhaust temperature (EGT), etc.) are issued by the corresponding power unit system (FADEC). Each engine's power unit system FADEC is configured with dual channels, and each channel can operate independently. Both channels A and B can generate and issue engine parameters. Specifically, when each engine's power unit system is operating normally, one channel is the controlled channel, and the other is the backup channel.

[0060] Specifically, when Option 1 is selected, each power plant system (FADEC) transmits engine parameters simultaneously to the Integrated Modular Avionics (IMA) and the Engine Interface Control Unit (EICU) via the ARINC664 bus.

[0061] When Option 2 is selected, the signals from each power plant system (FADEC) are divided into two paths: one path transmits the engine parameter signals to the Integrated Modular Avionics (IMA) via the ARINC664 bus, and the other path transmits the engine parameter signals to the Engine Interface Control Unit (EICU) via a non-AFDX bus.

[0062] When Option 1 is selected, the Engine Interface Control Unit (EICU) must possess both ARINC664 bus and non-AFDX bus interfaces (such as ARINC429 bus, CAN bus, etc.) and processing capabilities to convert signals transmitted on ARINC664 into non-AFDX signals. Engine parameter signals (first signal source) sent by each powertrain system (FADEC) via the ARINC664 bus are received by the corresponding Engine Interface Control Unit (EICU), converted into non-AFDX signals (second signal source), and directly sent to the Display and Warning System (EICAS) for cockpit display.

[0063] When Option 2 is selected, the Engine Interface Control Unit (EICU) only needs to have a non-AFDX bus interface and data processing capabilities. Engine parameter signals sent by the Powerplant System (FADEC) via the non-AFDX bus are received by the corresponding Engine Interface Control Unit (EICU) and directly sent to the Display and Warning System (EICAS) for cockpit display. In this case, the Powerplant System (FADEC) simultaneously possesses the capability to receive and process both ARINC664 and non-AFDX signals, and will simultaneously transmit engine parameter signals (the first signal source transmitted via the ARINC664 bus) to the Integrated Modular Avionics (IMA) and engine parameter signals (the second signal source transmitted via the non-AFDX bus) to the Engine Interface Control Unit (EICU).

[0064] Next, the Display and Warning System (EICAS) selects appropriate signal source data for display according to a preset signal selection logic. Specifically, the signal selection logic of the EICAS generally prioritizes displaying engine parameter signals transmitted from the Integrated Modular Avionics (IMA).

[0065] For example, such as Figure 3 As shown, the display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic, including:

[0066] (1) Determine whether the first signal source transmitted from the Integrated Modular Avionics (IMA) is available and valid. If the first signal source is unavailable or invalid, the second signal source transmitted from the Engine Interface Control Unit (EICU) will be selected for the display of power parameters in the cockpit.

[0067] (2) If the first signal source is available and valid, the controlled channel of each of the power unit systems (FADEC) is determined according to the first selection logic table;

[0068] (3) Determine which channel of the first signal source to use based on the second selection logic table. If there is no available result, discard the first signal source transmitted from the Integrated Modular Avionics (IMA). At this time, the second signal source transmitted from the Engine Interface Control Unit (EICU) will be used for the display of power parameters in the cockpit.

[0069] (4) If a usable result exists, the first signal source transmitted in the Integrated Modular Avionics (IMA) is still selected, and the consistency of the engine parameter signal data in the first signal source and the second signal source is compared. If they are inconsistent, the situation of the other power plant systems is taken into account. If the other power plant systems also have inconsistent engine parameter signal data between the first signal source and the second signal source, it is determined that the Integrated Modular Avionics (IMA) has a common mode failure. At this time, EICAS will discard the first signal source transmitted from the Integrated Modular Avionics (IMA) and directly use the second signal source transmitted from the Engine Interface Control Unit (EICU) for the display of power parameters in the cockpit.

[0070] Furthermore, the display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic, and also includes:

[0071] (5) When the second signal source is selected as the power parameter display of the cockpit, it is determined whether the second signal source is available and valid. If the second signal source is unavailable or invalid, the power parameter will be displayed as unavailable.

[0072] (6) If the second signal source is available and valid, the controlled channel of each power unit system is determined according to the first selection logic table; and the channel parameter of the second signal source is selected according to the third selection logic table, and the selection result is used for the power parameter display in the cockpit.

[0073] The technical effects brought about by the embodiments of the present invention are as follows:

[0074] 1. A second communication path, independent of the aircraft's avionics system, was established by directly connecting at least one Engine Interface Control Unit (EICU) to the Display and Warning System (EICAS).

[0075] 2. The first signal source (ARINC664 bus signal) is converted into a second signal source (non-AFDX bus signal) through the power unit system (FADEC) or engine interface control unit (EICU), so that the display and warning system (EICAS) has both the first signal source (ARINC664 bus signal) and the second signal source (non-AFDX bus signal) at the same time. This avoids the problem of abnormal engine parameter display caused by the failure of the ARINC664 bus or non-AFDX bus data processing module of the display and warning system (EICAS) (single point failure).

[0076] 3. Two options are available, offering greater flexibility. A trade-off can be made based on the complexity of the powertrain system (FADEC) and at least one engine interface control unit (EICU), as well as the system architecture.

[0077] 4. By adding data from the first signal source (IMA avionics network signal) and the second signal source (EICU signal) to the preset signal selection logic, and combining the data with the situation of other engines, the common mode failure of the IMA avionics network is identified, thus avoiding the problem of abnormal engine parameter display caused by the common mode failure of the IMA avionics network.

[0078] Figure 2 This is a schematic diagram of a communication architecture described in an embodiment of the present invention.

[0079] like Figure 2 As shown, the following example of a twin-engine aircraft using the ARINC664 bus and ARINC429 bus will be used to illustrate the implementation of the present invention. Exemplarily, one implementation method of the present invention is as follows:

[0080] Based on the above communication architecture, the communication process between the aircraft power plant system and the display and warning system is as follows:

[0081] The A and B channels of the Powerplant Control (FADEC) system for each engine simultaneously transmit parameters such as engine N1 speed, N2 speed, and exhaust gas temperature (EGT) via the ARINC664 bus to the Integrated Modular Avionics (IMA) and the Engine Interface Control Unit (EICU) (this example includes two EICU channels). The IMA integrates the engine parameter data from the four FADEC channels (LA, LB, RA, RB) of the left and right engines and sends it to the Display and Warning System (EICAS). The EICU converts the received ARINC664 signals into ARINC429 signals before sending them to the EICAS. Upon receiving the engine parameter signals from the ARINC664 bus transmitted from the IMA and the ARINC429 bus from the EICU, the EICAS selects the appropriate signal source according to a preset selection logic and uses the selected engine parameter signal for the cockpit engine parameter (power parameter) display.

[0082] The signal selection logic for engine parameters by the Engine Information Display and Warning System (EICAS) is as follows:

[0083] Since Integrated Modular Avionics (IMA) systems typically have dual redundancy, and each channel of the Engine Interface Control Unit (EICU) is responsible for one engine, it lacks backup functionality. Therefore, signals transmitted from the IMA are generally preferred. Furthermore, because the A and B channels of each engine's Powerplant System (FADEC) simultaneously emit engine parameter signals, it is necessary to select parameters from these channels. For this purpose, each engine's FADEC output signal contains a parameter called "Channel In Control." A value of 1 indicates that the channel is in control, while a value of 1 indicates a backup channel. The selection of parameters for each engine's FADEC's A and B channels is based on this signal.

[0084] Figure 3 This is a flowchart illustrating the selection of engine parameter signal sources by the Display and Alarm System (EICAS) provided in an embodiment of the present invention. The following is in conjunction with the attached... Figure 2 and attached Figure 3 And Tables 1-3 are provided as examples.

[0085] 1) First, the Display and Alarm System (EICAS) determines whether the engine parameter signals transmitted from the Integrated Modular Avionics (IMA) ARINC664 bus are available and valid. If the engine parameter signals transmitted from the Integrated Modular Avionics (IMA) are unavailable or invalid, the Avionics System (EICAS) uses the engine parameter signals transmitted from the Engine Interface Control Unit (EICU).

[0086] 2) Secondly, if the engine parameter signals transmitted in the Integrated Modular Avionics (IMA) are available and valid, the Display and Warning System (EICAS) determines which channel's data to use based on the Channel InControl parameters of the A and B channels of the Power Plant System (FADEC) of each engine. The specific selection logic is shown in Table 1.

[0087] 3) After determining the Channel In Control parameters, the Display and Warning System (EICAS) will select the specific engine parameter signal source to use according to Table 2. If the selection result of Table 2 is Option 1 or Option 2, and the data from the A and B channels of the Power Plant System (FADEC) of the Integrated Modular Avionics (IMA) are inconsistent, then the Display and Warning System (EICAS) will not use the signal transmitted from the Integrated Modular Avionics (IMA) but will use the signal transmitted from the Engine Interface Control Unit (EICU).

[0088] 4) If the selection result in Table 2 indicates the use of data from the Integrated Modular Avionics (IMA), then the consistency between the data in the IMA and the data in the Engine Interface Control Unit (EICU) must also be compared. If they are inconsistent, the case of another engine will be considered. If the other engine also exhibits a situation where the data in the IMA and the EICU are inconsistent, then it is determined that the IMA has a common-mode fault, and the Engine Interface Control and Warning System (EICAS) will use the data signal from the EICU.

[0089] 5) If the Display and Warning System (EICAS) selects signals from the Engine Interface Control Unit (EICU), it is also necessary to determine whether the signals in the Engine Interface Control Unit (EICU) are available and valid. If the signals in the Engine Interface Control Unit (EICU) are unavailable or invalid, the avionics system (EICAS) will display that the engine parameters are unavailable;

[0090] 6) If the signal from the Engine Interface Control Unit (EICU) is available and valid, then, similar to the judgment of the Integrated Modular Avionics (IMA) mentioned above, the Display and Warning System (EICAS) needs to determine the in-control channel of the Power Plant System (FADEC) for each engine and select the corresponding data source according to Tables 1 and 3 respectively.

[0091] 7) Finally, the Display and Alarm System (EICAS) displays the engine parameter signal data selected according to the above logic in the cockpit for the flight crew to view.

[0092] The first selection logic table is the FADEC's in-control channel selection logic table. The second selection logic table is the selection logic table for the EICAS corresponding IMA signal. The third selection logic table is the selection logic table for the EICAS corresponding EICU signal.

[0093] Table 1: First Selection Logic Table

[0094]

[0095] Table 2: Second Choice Logic Table

[0096]

[0097] Table 3: Third Choice Logic Table

[0098]

[0099] In addition, the present invention also provides an aircraft that includes any of the aforementioned power plant system and display and warning system communication architecture, that is, the airborne equipment in the aircraft uses the aforementioned power plant system and display and warning system communication architecture as the signal source for cockpit power parameter display.

[0100] In summary, although the present invention has been disclosed above with reference to preferred embodiments, the above preferred embodiments are not intended to limit the present invention. Those skilled in the art can make various modifications and refinements without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be determined by the scope defined in the claims.

Claims

1. A communication architecture for a power unit system and a display and alarm system, characterized in that, include: A first communication transmission link and a second communication transmission link are set between multiple power unit systems and display and alarm systems; The first communication transmission link includes a first data line and an integrated modular avionics system. The multiple power plant systems are connected to the integrated modular avionics system via the first data line, and the integrated modular avionics system is connected to the display and warning system via the first data line. The second communication transmission link includes a second data line, a third data line, and at least one engine interface control unit. The plurality of power unit systems are connected to the at least one engine interface control unit via the second data line, and the at least one engine interface control unit is connected to the display and alarm system via the third data line. The first data line is used to transmit a first signal source, and the third data line is used to transmit a second signal source. The display and alarm system receives the first signal source and the second signal source from the first communication transmission link and the second communication transmission link, respectively. The display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic.

2. The communication architecture of the power unit system and the display and alarm system according to claim 1, characterized in that, Each of the engine interface control units has an interface adapted to the second data line and the third data line.

3. The communication architecture of the power unit system and the display and alarm system according to claim 2, characterized in that, The second data line is of a different type than the third data line, and the second data line is of the same type as the first data line; The at least one engine interface control unit receives a first signal source from the plurality of power unit systems on the second data line, converts the received first signal source into a second signal source, and then transmits the second signal source to the display and alarm system via the third data line.

4. The communication architecture of the power unit system and the display and alarm system according to claim 3, characterized in that, The first and second data lines are ARINC664 buses, and the third data line is a non-AFDX bus.

5. The communication architecture of the power unit system and the display and alarm system according to claim 3, characterized in that, The first and second data lines are ARINC664 buses, and the third data line is an ARINC429 bus.

6. The communication architecture of the power unit system and the display and alarm system according to claim 3, characterized in that, The first and second data lines are ARINC664 buses, and the third data line is a CAN bus.

7. The communication architecture of the power unit system and the display and alarm system according to claim 2, characterized in that, The second data line is of the same type as the third data line, and the second data line is of a different type than the first data line; The at least one engine interface control unit receives a second signal source from the plurality of power unit systems on the second data line, and sends the received second signal source to the display and alarm system through the third data link.

8. The communication architecture of the power unit system and the display and alarm system according to claim 7, characterized in that, The first data line is an ARINC664 bus, while the second and third data lines are non-AFDX buses.

9. The communication architecture of the power unit system and the display and alarm system according to claim 7, characterized in that, The first data line is an ARINC664 bus, and the second and third data lines are ARINC429 buses.

10. The communication architecture of the power unit system and the display and alarm system according to claim 7, characterized in that, The first data line is an ARINC664 bus, and the second and third data lines are CAN buses.

11. The communication architecture of the power unit system and the display and alarm system according to claim 1, characterized in that, Each of the aforementioned power unit systems is configured with two channels; In each of the power unit systems, one channel is the controlled channel and the other channel is the backup channel when the system is operating normally.

12. The communication architecture of the power unit system and the display and alarm system according to claim 2, characterized in that, Each of the engine interface control units includes one or two channels, and each channel is connected to the corresponding power unit system through a suitable interface.

13. The communication architecture of the power unit system and the display and alarm system according to claim 1, characterized in that, The display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic, including: (1) Determine whether the first signal source transmitted from the integrated modular avionics is available and valid. If the first signal source is unavailable or invalid, the second signal source transmitted from the engine interface control unit will be selected for the display of power parameters in the cockpit. (2) If the first signal source is available and valid, then the controlled channel of each power unit system is determined according to the first selection logic table; (3) Determine which channel parameter to use in the first signal source according to the second selection logic table. If there is no available result, discard the first signal source transmitted from the integrated modular avionics. At this time, the second signal source transmitted from the engine interface control unit will be used for the display of power parameters in the cockpit. (4) If a usable result exists, the first signal source transmitted in the integrated modular avionics is still selected, and the consistency of the engine parameter signal data in the first signal source and the second signal source is compared. If they are inconsistent, the situation of the other power plant systems is taken into account. If the other power plant systems also have inconsistent engine parameter signal data between the first signal source and the second signal source, it is determined that the integrated modular avionics has a common mode failure. At this time, the first signal source transmitted from the integrated modular avionics will be discarded, and the second signal source transmitted from the engine interface control unit will be used directly for the display of power parameters in the cockpit.

14. The communication architecture of the power unit system and the display and alarm system according to claim 13, characterized in that, The display and alarm system selects one of the signal sources for displaying the power parameters in the cockpit according to a preset signal selection logic, and also includes: (5) When the second signal source is selected as the power parameter display of the cockpit, it is determined whether the second signal source is available and valid. If the second signal source is unavailable or invalid, the power parameter will be displayed as unavailable. (6) If the second signal source is available and valid, the controlled channel of each power unit system is determined according to the first selection logic table; and the parameters of which channel in the second signal source is selected are determined according to the third selection logic table, and the selection result is used for the power parameter display in the cockpit.

15. An aircraft, characterized in that, The aircraft includes the communication architecture of the power plant system and the display and alarm system as described in any one of claims 1 to 14.

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