A method for modifying an aeroengine control system component interchange parameter

Abstract

The application belongs to the technical field of automatic control, and discloses a kind of aero-engine control system component interchange parameter correction method, comprising the following steps: step one: before component replacement, obtaining the original data in aero-engine control system;Step two: after component replacement, obtain the new fuel supply zero point of aero-engine control system after component replacement by engine false start test;Step three: calculate LVDT internal range offset according to the difference between original fuel supply zero point and new fuel supply zero point;Step four: calculate new LVDT internal range according to LVDT internal range offset;Step five: write new LVDT internal range into aero-engine control system after component replacement, and perform engine false start test to obtain new false start fuel supply of aero-engine control system after component replacement;Step six: calculate fuel supply offset by original false start fuel supply and new false start fuel supply.

Description

Technical Field

[0001] This invention belongs to the field of automatic control technology and discloses a method for correcting interchangeable parameters of components in an aero-engine control system. Background Technology

[0002] Currently, aircraft engine control systems are generally digital electronic control systems (hereinafter referred to as CNC systems), which typically include digital electronic controllers (including control software), fuel pump regulators, and sensors. CNC systems are usually delivered as complete sets. Upon delivery, after undergoing semi-physical testing and acceptance at the factory, the correspondence between fuel supply and LVDT sensor feedback opening is already embedded in the corresponding control software. This correspondence can also be adjusted through technical means. However, during field use, if it is necessary to replace the digital electronic controller or fuel pump regulator individually, the correspondence between fuel supply and LVDT sensor feedback opening needs to be recalibrated and re-embedded into the control software. This not only brings operational inconvenience to field use but also increases the safety risks associated with modifying the control software or maintaining relevant data in the field. Summary of the Invention

[0003] The purpose of this invention is to address the frequent malfunctions that often occur in engine CNC systems during operation. In urgent field missions, some malfunctions may not be readily identifiable, and the fault may only be present in a specific component of the CNC system. This necessitates replacing only a single component of the CNC system, which raises the issue of interchangeability between different CNC systems. Existing technologies typically require recalibration, significantly complicating field operations. To overcome these shortcomings, this invention proposes a method for correcting interchangeable parameters of aero-engine control system components. This method adapts to the engine's control system replacement requirements, thereby improving the adaptability and safety of the engine control system.

[0004] The technical solution of this invention is as follows:

[0005] A method for correcting interchangeable parameters of components in an aero-engine control system includes the following steps:

[0006] Step 1: Before replacing the component, obtain the raw data from the aircraft engine control system, including the original dummy start-up fuel supply Q. 假 1. Original maximum fuel supply Q max Original fuel supply zero point miu1, original LVDT internal range;

[0007] Step 2: After the component replacement, obtain the new fuel supply zero point miu2 of the aircraft engine control system after the component replacement through a dummy engine start-up test;

[0008] Step 3: Calculate the LVDT internal range offset based on the difference between the original fuel supply zero point miu1 and the new fuel supply zero point miu2;

[0009] Step 4: Calculate the new LVDT internal range based on the LVDT internal range offset;

[0010] Step 5: Write the new LVDT internal range into the aircraft engine control system after component replacement, conduct a dummy engine start-up test, and obtain the new dummy start-up fuel supply Q of the aircraft engine control system after component replacement. 假 2;

[0011] Step Six: Utilize the initial dummy driving fuel supply Q 假 1 and new fake driving fuel supply Q 假 2. Calculate the fuel supply offset Q 偏移量 And based on the fuel supply offset Q 偏移量 Obtain the opening offset from the LVDT sensor feedback;

[0012] Step 7: Based on the original dummy driving fuel supply Q 假 1 and new fake driving fuel supply Q 假 2. Determine the fuel supply offset Q 偏移量 And the sign of the opening offset fed back by the LVDT sensor;

[0013] Step 8: Offset the fuel supply quantity Q with the sign 偏移量 The opening offset feedback from the LVDT sensor is updated in the aircraft engine control system after the component replacement.

[0014] Furthermore, in step three, the formula for calculating the internal range offset of the LVDT is as follows:

[0015] LVDT 偏移量 = Miu value deviation / (M / N);

[0016] Miu value deviation = |miu1-miu2|, where M is the maximum range within the zero point of fuel supply, and N is the maximum range within the AD acquisition of the LVDT.

[0017] Furthermore, in step four, if the original fuel supply zero point miu1 ≥ the new fuel supply zero point miu2, then the new LVDT internal range is equal to the original LVDT internal range + LVDT 偏移量 ;

[0018] If the original fuel supply zero point miu1 is less than the new fuel supply zero point miu2, then the new LVDT internal range is equal to the original LVDT internal range minus the LVDT. 偏移量 .

[0019] Furthermore, in step six, the LVDT sensor feedback opening offset = Q 偏移量 / Q max *S;

[0020] S represents the maximum range of the LVDT sensor feedback opening.

[0021] Q 偏移量 =|Q 假 1-Q 假 2|.

[0022] Furthermore, in step seven, if Q 假 1≥Q 假 2. Then the fuel supply offset Q 偏移量 Both the opening offset feedback from the LVDT sensor and the LVDT sensor have positive signs.

[0023] If Q 假 1 假 2. Then the fuel supply offset Q 偏移量 Both the opening offset feedback from the LVDT sensor and the LVDT sensor have negative signs.

[0024] Furthermore, the method also includes: step nine, setting the signed fuel supply offset Q... 偏移量 After updating the opening offset feedback from the LVDT sensor, a mock engine start-up test is conducted to verify the control system's mock start-up fuel supply after all parameters have been corrected, and to verify whether the corrected mock start-up fuel supply meets the requirements.

[0025] Furthermore, the method also includes: Step 10, after all parameters are corrected, assuming the fuel supply meets the requirements during startup, then the new LVDT internal range and the signed fuel supply offset Q are... 偏移量 The opening offset feedback from the LVDT sensor is recorded synchronously in the logbook; otherwise, a fault is reported or the component is replaced.

[0026] Furthermore, according to the method described in claim 7, the original data is obtained through data maintenance host computer or relevant files such as a history book in step one, and the internal range of the LVDT includes the LVDT minimum point LVDT. min and the maximum point LVDT max .

[0027] Beneficial effects

[0028] This invention proposes a method for correcting interchangeable parameters of components in an aero-engine control system. This method solves the problems that the control system is limited by the requirement to replace the entire system as a whole during field use, or that incompatibility occurs between components after replacement, requiring a large amount of data calibration work. It effectively meets the interchangeability requirements of the engine control system during field use and greatly improves the convenience of use for users after the engine control system is installed.​ Detailed Implementation

[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0030] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate orientation or positional relationships. These terms are primarily used to better describe this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or to be constructed and operated in a specific orientation.

[0031] Furthermore, the terms "installation," "setup," "equipped with," "connection," "linking," and "socketing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0032] This invention proposes a method for correcting interchangeable parameters of aircraft engine control system components. When a single component of the engine control system, either the digital electronic controller or the fuel pump regulator, is replaced in the field, the fuel supply zero point (derived from the minimum and maximum points of the LVDT) and the simulated start-up fuel supply will change accordingly. Since the metering valve orifice design of the fuel pump regulator is fixed, the correspondence between the fuel supply and LVDT sensor feedback opening between different digital electronic controllers and fuel pump regulators will only exhibit a certain offset error, and this offset error should be fixed. Therefore, after replacing the control system component, the new fuel supply zero point and simulated start-up fuel supply value can be read through simulated start-up. By comparing this with the factory values, the fuel supply zero point (miu) and simulated start-up fuel supply value (Q) can be corrected. 假 The offset processing allows for the calculation of the LVDT minimum point based on the new fuel supply zero point. min and the maximum point LVDT maxThe true value is then maintained in the control software. Based on the new simulated start-up fuel supply, the offset of the correspondence between the fuel supply and the LVDT sensor feedback opening of the re-matched control system after the swap can be obtained. After correction by this offset, the correspondence between the new fuel supply and the LVDT sensor feedback opening is obtained. This avoids a lot of calibration work and calibration data maintenance work after replacing control system components in the field.

[0033] The above methods can meet the engine's interchangeability requirements for the control system, thereby improving the adaptability and safety of the engine control system.

[0034] Step 1: After replacing components in the field, obtain relevant raw data from the new CNC system through the data maintenance host computer or CNC system history book, such as: Simulated start-up fuel supply Q. 假 1. Maximum fuel supply Q max Fuel supply zero point miu1, LVDT minimum point LVDT min 1 and the maximum point LVDT max 1;

[0035] Step 2: After the CNC system components are replaced in the field, the zero point miu2 of the fuel supply of the new CNC system is obtained through a simulated engine start-up test.

[0036] Step 3: Using the obtained values ​​of the zero-point fuel supply miu1 and miu2, calculate the miu value deviation and deduce the minimum LVDT point. min 1 and the maximum point LVDT max LVDT offset value of 1 偏移量 :

[0037] Miu value deviation = |miu1-miu2|;

[0038] Typically, the MIU value is 16-bit data with a full-scale range of 65535, while LVDT... min and LVDT max It is the raw value acquired by the electronic controller's AD converter, typically 12-bit, with a full-scale range of 4095, hence LVDT. min 1 and LVDT max The offset value of 1 is calculated as follows:

[0039] LVDT 偏移量 =MIU value deviation / (65535 / 4095), round the result to the nearest integer;

[0040] Step 4: Based on the LVDT calculated above 偏移量 The minimum LVDT of the newly equipped CNC system was calculated. min新, Maximum point LVDT max新 :

[0041] If miu1 ≥ miu2, then LVDT min新 = LVDT min 1 + LVDT 偏移量 ;

[0042] LVDT max新 = LVDT max 1 + LVDT 偏移量 ;

[0043] If miu1 < miu2, then LVDT min新 = LVDT min 1 - LVDT 偏移量 ;

[0044] LVDT max新 = LVDT max 1 - LVDT 偏移量 ;

[0045] Step Five: Update the newly obtained minimum point LVDT min新 and maximum point LVDT max新 of LVDT into the control software. Then, through the engine simulated start test, obtain the simulated start fuel supply Q 假 2 of the newly matched numerical control system;

[0046] Step Six: Obtain the fuel supply offset Q 假 1, Q 假 2, and obtain the offset of the LVDT sensor feedback opening (represented by 16 - bit numbers in the control software) through Q 偏移量 : 偏移量

[0047]

[0047] Q 偏移量 = |Q 假 1 - Q 假 2|;

[0048] Feedback opening offset = Q 偏移量 / Q max * 65535, and round the calculation result to an integer;

[0049] Step Seven: Based on the Q 偏移量 and feedback opening offset calculated previously, deduce the offset relationship between the fuel supply of the newly matched numerical control system and the LVDT sensor feedback opening:

[0050] Generally, there is a relationship table in the control software for calculating the fuel supply Q based on the LVDT feedback opening. The calculated Q value (denoted as Q 值1The information is reported to the flight control and flight parameter systems; there is also a relationship table for calculating the LVDT feedback opening degree using the fuel supply quantity Q, and the calculated LVDT feedback opening value (denoted as LVDT) is... 值1 The above two relationship tables are used in the control algorithm of the CNC system, so they need to be shifted in the new CNC system:

[0051] If Q 假 1≥Q 假 2, then Q 值1 =Q 值1 +Q 偏移量 ;

[0052] LVDT 值1 =LVDT 值1 +Feedback opening offset;

[0053] If Q 假 1 假 2, then Q 值1 =Q 值1 -Q 偏移量 ;

[0054] LVDT 值1 =LVDT 值1 -Feedback on opening offset;

[0055] The above algorithm requires the control software to include a variable that can be changed by the host computer through data maintenance: Q 偏移量 By obtaining the new values ​​for the two variables—the opening offset and the feedback value—the control software can be maintained accordingly.

[0056] Step 8: Take the LVDT obtained above min新 LVDT max新 Q 偏移量 The feedback opening offset is then maintained in the control software via the host computer.

[0057] Step nine, adjust the marked fuel supply offset Q. 偏移量 After updating the opening offset feedback from the LVDT sensor, a mock engine start-up test is conducted to verify the control system's mock start-up fuel supply after all parameters have been corrected, and to verify whether the corrected mock start-up fuel supply meets the requirements.

[0058] Step 10: After all parameters are corrected, assume the fuel supply meets the requirements during sham start-up. Then, set the new LVDT internal range and the signed fuel supply offset Q. 偏移量 The opening offset feedback from the LVDT sensor should be recorded synchronously in the logbook or relevant documents; otherwise, a fault report should be filed or the component should be replaced.

[0059] ​The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for correcting interchangeable parameters of components in an aero-engine control system, characterized in that: The method includes the following steps: Step 1: Before replacing the component, obtain the raw data from the aircraft engine control system, including the original dummy start-up fuel supply Q. 假 1. Original maximum fuel supply Q max Original fuel supply zero point miu1, original LVDT internal range; Step 2: After the component replacement, obtain the new fuel supply zero point miu2 of the aircraft engine control system after the component replacement through a dummy engine start-up test; Step 3: Calculate the LVDT internal range offset based on the difference between the original fuel supply zero point miu1 and the new fuel supply zero point miu2; Step 4: Calculate the new LVDT internal range based on the LVDT internal range offset: If the original fuel supply is zero miu1 If the new fuel supply is zero miu2, then the new LVDT internal range is equal to the original LVDT internal range + LVDT 偏移量 ; If the original fuel supply zero point miu1 is less than the new fuel supply zero point miu2, then the new LVDT internal range is equal to the original LVDT internal range minus the LVDT. 偏移量 ; Step 5: Write the new LVDT internal range into the aircraft engine control system after component replacement, conduct a dummy engine start-up test, and obtain the new dummy start-up fuel supply Q of the aircraft engine control system after component replacement. 假 2; Step Six: Utilize the initial dummy driving fuel supply Q 假 1 and new fake driving fuel supply Q 假 2. Calculate the fuel supply offset Q 偏移量 And based on the fuel supply offset Q 偏移量 and the original maximum fuel supply Q max Obtain the opening offset from the LVDT sensor feedback; LVDT sensor feedback opening offset S represents the maximum range of the LVDT sensor feedback opening. Q 偏移量 ； Step 7: Based on the original dummy driving fuel supply Q 假 1 and new fake driving fuel supply Q 假 2. Determine the fuel supply offset Q 偏移量 And the sign of the opening offset fed back by the LVDT sensor; Step 8: Offset the fuel supply quantity Q with the sign 偏移量 The opening offset feedback from the LVDT sensor is updated in the aircraft engine control system after the component replacement.

2. The method according to claim 1, characterized in that: In step three, the formula for calculating the internal range offset of the LVDT is as follows: ； M is the maximum range within the zero point of the fuel supply, and N is the maximum range within the AD acquisition of the LVDT.

3. The method according to claim 2, characterized in that: In step seven, if Q 假 1 Q 假 2. Then the fuel supply offset Q 偏移量 Both the opening offset feedback from the LVDT sensor and the LVDT sensor have positive signs. If Q 假 1 < Q 假 2, then the fuel supply offset Q 偏移量 Both the opening offset feedback from the LVDT sensor and the LVDT sensor have negative signs.

4. The method according to claim 3, characterized in that: The method further includes: step nine, setting the signed fuel supply offset Q. 偏移量 After updating the opening offset feedback from the LVDT sensor, a mock engine start-up test is conducted to verify the control system's mock start-up fuel supply after all parameters have been corrected, and to verify whether the corrected mock start-up fuel supply meets the requirements.

5. The method according to claim 4, characterized in that: The method further includes: Step 10, after all parameters are corrected, if the sham start-up fuel supply meets the requirements, then the new LVDT internal range and the signed fuel supply offset Q are... 偏移量 The opening offset feedback from the LVDT sensor is recorded synchronously in the logbook; otherwise, a fault is reported or the component is replaced.

6. The method according to claim 5, characterized in that: In step one, the raw data is obtained through the data maintenance host computer or the history book. The internal range of the LVDT includes the minimum point of the LVDT. min and the maximum point LVDT max .

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