Fault handling control method for aero-engine throttle power failure and communication receiving failure
By adding a supercapacitor module to the aircraft engine throttle drive device controller and setting up a special fault control strategy, the problem of engine loss of control when the throttle power supply and communication reception fails is solved, ensuring the safe return of the aircraft and engine damage prevention.
Patent Information
- Application Number
- CN202411537697.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-31
- Publication Date
- 2025-01-24
AI Technical Summary
In an aircraft engine, when the throttle power failure and the communication reception failure occurs, the engine is in a state of out-of-control, endangering the safety of the aircraft and the engine, and the ability to continue to fly or land in accelerating the situation is not guaranteed.
Add supercapacitors modules to the throttle driver control device controller to ensure that when the power supply fails, it has an energy supply and control the angle of the throttle. At the same time, set up the angle control strategy of the throttle angle under the fault to prevent the engine from explaking during starting and parking.
When the power supply and communication reception fails, ensure that the engine throttle is locked at the perspective of a safe angle, provides a thrust of a safe return, and prevents engine damage.
Smart Images
Figure CN119353105A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the field of fault handling control, and in particular relates to a method for handling and controlling the failure of a throttle power supply and a communication reception failure of an aircraft engine. Background Art
[0002] In mechanical hydraulically controlled aircraft engines, the engine throttle is a mechanical throttle. In order to solve the throttle control problem of UAVs equipped with this type of engine, a new throttle drive device and throttle drive device controller are developed. In the event of power failure in all channels and communication reception failure, the throttle drive device controller cannot drive the throttle or cannot receive instructions from the flight control computer. To ensure the safety of the aircraft and the engine, the throttle drive device controller and the throttle drive device must have special handling strategies for power failure and communication reception failure.
[0003] At present, the mechanical hydraulically controlled aircraft engines are mainly used for manned aircraft. Manned aircraft usually control the engine throttle position through a mechanical connection of a steel cable, and there is no situation where the throttle position cannot be moved or the throttle position command cannot be received. When the mechanical hydraulically controlled aircraft engine is equipped with an unmanned aircraft, the most important problem is to solve the problem of mechanical throttle control. Therefore, a throttle drive device and a throttle drive device controller are developed. The flight tube computer and the throttle drive device controller communicate through the bus. The flight tube computer sends the throttle position command to the throttle drive device controller. The throttle drive device controller controls the throttle drive device through hard wires. The throttle drive device converts the throttle position command into mechanical displacement, thereby driving the engine mechanical throttle lever, and controlling the engine mechanical throttle at the throttle command angle position, thereby obtaining the corresponding thrust to ensure that the aircraft reaches the target speed. At the same time, the throttle drive device controller also feeds back the throttle feedback position to the flight tube computer through bus communication. See the schematic diagram of the mechanical throttle control architecture. Figure 1 .
[0004] In this control mode, when all power supplies of the throttle drive unit and the throttle drive unit controller fail, the throttle drive unit loses energy and cannot drive the engine mechanical throttle; when the throttle drive unit controller communication reception fails, the throttle drive unit controller cannot receive throttle commands from the flight tube computer.
[0005] When the above faults occur, the engine is in an out-of-control state, which will endanger the safety of the aircraft and the engine and cause immeasurable losses. Therefore, it is necessary to formulate a reasonable and feasible special fault control logic. Summary of the invention
[0006] The existing control logic is that when the throttle power fails and the communication reception fails, the engine throttle remains in the failure position. However, if the engine is in a higher state at this time, the engine thrust is large and it is impossible to return and land safely. If the engine is in a lower state at this time, the engine thrust is small and it does not have the ability to continue flying.
[0007] In order to ensure a certain degree of continuous flight capability and forced landing capability in this situation, the engine throttle angle must be controlled at an appropriate position at all times of power failure and communication reception failure. To this end, a supercapacitor module is added to the throttle drive device controller to provide energy to push the engine throttle to an appropriate position when the controller power fails. At the same time, the throttle drive device controller sets the throttle angle control strategy under special fault conditions.
[0008] The throttle power failure and communication reception failure special situation handling control method proposed by the present invention can be used for unmanned aircraft equipped with mechanical throttle control engines, and can ensure the safety of the aircraft and the engine when a special situation occurs.
[0009] The technical solution of the present invention:
[0010] A method for handling and controlling failures of throttle power supply failure and communication reception failure of an aircraft engine, comprising the following steps:
[0011] Step 1, calculate the engine speed corresponding to the level flight of the UAV in the air configuration at different altitudes and Mach numbers, and generate Table 1;
[0012] Step 2, calculate the engine speed corresponding to the take-off and landing configuration of the UAV at different altitudes and Mach numbers for level flight, and generate Table 2;
[0013] Step 3, select the overlapping speed range in Table 1 and Table 2, [Speed 1, Speed 2];
[0014] Step 4, according to the corresponding relationship between the engine speed and the throttle, the difference is used to obtain [throttle position angle 1, throttle position angle 2] corresponding to the speed range [speed 1, speed 2] obtained in step 3;
[0015] Step 5: Comprehensively consider other engine limiting factors; then select the appropriate throttle position angle between [throttle position angle 1, throttle position angle 2] based on the principle of keeping the engine state as low as possible;
[0016] Furthermore, other engine limiting factors include: whether there is a state where the engine cannot stay in [throttle position angle 1, throttle position angle 2] for a long time.
[0017] Step 6: In case of power failure, the special situation handling control is as follows:
[0018] 1) To ensure that the throttle has energy supply, a super capacitor module is added to the throttle drive device controller, which can ensure that there is energy to drive the throttle lever to a specified angle when the power fails;
[0019] 2) To prevent the throttle from being pushed up suddenly when the engine is stopped, the control logic is: if the throttle feedback position is in the parking range at the time of failure, the throttle drive device controller controls the throttle to be locked at the parking throttle angle;
[0020] 3) To prevent the engine from being damaged by explosion caused by the sudden upward push of the throttle during engine starting, the control logic is as follows: if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the moment of failure is less than the lower limit throttle angle of the slow domain, the throttle drive device controller controls the throttle to be locked at the slow throttle angle; if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the moment of failure is greater than or equal to the lower limit throttle angle of the slow domain, the throttle drive device controller controls the throttle to be locked at the current position; the slow throttle angle is an angle arbitrarily selected within the slow domain interval.
[0021] 4) To prevent the engine from being damaged by explosion caused by the sudden upward throttle push during the parking process, the control logic is as follows: if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked in the parking position; if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked in the appropriate throttle position angle;
[0022] 5) After power is restored, the throttle executes according to the communication instructions.
[0023] Step 7: In case of communication reception failure, the special situation handling control is as follows:
[0024] 1) To prevent the throttle from being pushed up suddenly when the engine is stopped, the control logic is: if the throttle feedback position is in the parking range at the time of failure, the throttle drive device controller controls the throttle to be locked at the parking throttle angle;
[0025] 2) To prevent the engine from being damaged by explosion caused by the sudden upward push of the throttle during the engine start-up process, the control logic is as follows: if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the moment of communication reception failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked at the slow-speed throttle angle; if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the moment of communication reception failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle position at the moment of communication reception failure is maintained for 1 minute (if the communication is restored within 1 minute, it should still be executed according to the communication instruction), and after 1 minute, the throttle drive device controller controls the throttle to be locked at the appropriate throttle position angle;
[0026] 3) To prevent the engine from being damaged by explosion caused by the sudden upward throttle push during the parking process, the control logic is as follows: if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked in the parking position; if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle position at the time of communication reception failure is maintained for 1 minute (if the communication is restored within 1 minute, it should still be executed according to the communication instruction), and 1 minute later, the throttle drive device controller controls the throttle to be locked at the appropriate throttle position angle;
[0027] 4) In any case, when the throttle drive device controller receives a shot of data from the flight tube computer, it determines that communication reception has been restored. After communication reception is restored, it executes according to the communication instructions.
[0028] Beneficial effects of the invention: The invention has practical significance in the actual application to handling special situations when a throttle power failure and a communication reception failure occur when a certain type of aircraft engine is equipped with a certain type of aircraft. It can not only lock the engine throttle at a safe angle to provide the aircraft with thrust for safe return, but also prevent the engine from being damaged by explosion during starting and stopping. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] Figure 1 Schematic diagram of the mechanical throttle control architecture. DETAILED DESCRIPTION
[0030] Step 1, calculate the engine speed corresponding to the level flight of the UAV in the air configuration at different altitudes and Mach numbers, and generate Table 1;
[0031] Table 1 - Engine speed for level flight at different altitudes and Mach numbers in the air configuration
[0032]
[0033] Step 2, calculate the engine speed corresponding to the take-off and landing configuration of the UAV at different altitudes and Mach numbers for level flight, and generate Table 2;
[0034] Table 2 - Engine speed for level flight at different altitudes and Mach numbers for takeoff and landing configurations
[0035]
[0036] Step 3, assuming that the engine speed corresponding to the level flight of the aircraft in the air configuration at different altitudes and Mach numbers and the engine speed corresponding to the level flight of the take-off and landing configuration at different altitudes and Mach numbers overlap in a speed range of 85% to 90%;
[0037] Step 4: Assume that the corresponding relationship between the engine throttle position angle and the engine speed is shown in the table below. According to the speed in step 1 and the relationship between the throttle angle and the speed in Table 1, the throttle angle range obtained by the difference is 46° to 57°.
[0038] Throttle angle (°) 0 20 40 55 63 70 80 92 110 Speed(%) 0 60 82 89 93 96 99.5 103.5 106.2
[0039] Step 5: Considering other engine reasons and keeping the engine state as low as possible, select the appropriate engine throttle position angle of 46°;
[0040] Step 6: Assume that the throttle range in the engine parking range is [0-5]°, and the throttle range in the slow-speed range is [20-25]°;
[0041] Step 7: The control logic for handling special situations when the power fails is as follows:
[0042] 1) To ensure that the throttle has energy supply, a super capacitor module is added to the throttle drive device controller, which can ensure that there is energy to drive the throttle lever to a specified angle when the power fails;
[0043] 2) If 0°≤the throttle feedback position at the time of failure≤5°, the throttle drive device controller controls the throttle to be locked at 0°;
[0044] 3) If the throttle target is pushed up from [0~5]° within 1 minute and the throttle feedback position is <20° at the time of failure, the throttle drive device controller controls the throttle to be locked at 22°; if the throttle target is pushed up from [0~5]° within 1 minute and the throttle feedback position is ≥20° at the time of failure, the throttle drive device controller controls the throttle to be locked at the current position;
[0045] 4) If the throttle target is pushed up from [0~5]° for 1 minute and the throttle feedback position is <20° at the time of failure, the throttle drive device controller controls the throttle to be locked at 0°; if the throttle target is pushed up from [0~5]° for 1 minute and the throttle feedback position is ≥20° at the time of failure, the throttle drive device controller controls the throttle to be locked at 46°;
[0046] 5) After power is restored, the throttle executes according to the communication instructions.
[0047] Step 8: The control logic for handling special situations when communication reception fails is as follows:
[0048] 1) If the throttle feedback position is between [0 and 5]° at the time of failure, the throttle drive device controller controls the throttle to be locked at 0°;
[0049] 2) If the throttle target is pushed up from [0~5]° within 1 minute and the throttle feedback position is <20° when the communication reception fails, the throttle drive device controller controls the throttle to be locked at 22°; if the throttle target is pushed up from [0~5]° within 1 minute and the throttle feedback position is ≥20° when the communication reception fails, the throttle position at the time of communication reception failure is maintained for 1 minute (if the communication is restored within 1 minute, it should still be executed according to the communication instruction), and 1 minute later, the throttle drive device controller controls the throttle to be locked at 46°;
[0050] 3) If the throttle target is pushed up from [0~5]° for 1 minute and the throttle feedback position is <20° at the time of failure, the throttle drive device controller controls the throttle to be locked at 0°; if the throttle target is pushed up from [0~5]° for 1 minute and the throttle feedback position is ≥20° at the time of failure, the throttle position at the time of communication reception failure is maintained for 1 minute (if the communication is restored within 1 minute, it should still be executed according to the communication instruction), and 1 minute later, the throttle drive device controller controls the throttle to be locked at 46°;
[0051] 4) In any case, when the throttle drive device controller receives a shot of data from the flight tube computer, it determines that communication reception has been restored. After communication reception is restored, it executes according to the communication instructions.
Claims
1. A method for handling and controlling failures of throttle power supply failure and communication reception failure of an aircraft engine, characterized in that: Here are the steps: Step 1, calculate the engine speed corresponding to the level flight of the UAV in the air configuration at different altitudes and Mach numbers, and generate Table 1; Step 2, calculate the engine speed corresponding to the take-off and landing configuration of the UAV at different altitudes and Mach numbers for level flight, and generate Table 2; Step 3, select the overlapping speed range in Table 1 and Table 2, [Speed 1, Speed 2]; Step 4, according to the corresponding relationship between the engine speed and the throttle, the difference is used to obtain [throttle position angle 1, throttle position angle 2] corresponding to the speed range [speed 1, speed 2] obtained in step 3; Step 5: Comprehensively consider other engine limiting factors; then select the appropriate throttle position angle between [throttle position angle 1, throttle position angle 2] based on the principle of keeping the engine state as low as possible; Step 6: In case of power failure, the special situation handling control is as follows: 1) To ensure that the throttle has energy supply, a super capacitor module is added to the throttle drive device controller, which can ensure that there is energy to drive the throttle lever to a specified angle when the power fails; 2) To prevent the throttle from being pushed up suddenly when the engine is stopped, the control logic is: if the throttle feedback position is in the parking range at the time of failure, the throttle drive device controller controls the throttle to be locked at the parking throttle angle; 3) To prevent the engine from being damaged by explosion caused by the sudden upward push of the throttle during the engine starting process, the control logic is as follows: if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the time of failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked at the slow-speed throttle angle; if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the time of failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked at the current position; 4) To prevent the engine from being damaged by explosion caused by the sudden upward throttle push during the parking process, the control logic is as follows: if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked in the parking position; if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked in the appropriate throttle position angle; 5) After power is restored, the throttle is executed according to the communication command; Step 7: In case of communication reception failure, the special situation handling control is as follows: 1) To prevent the throttle from being pushed up suddenly when the engine is stopped, the control logic is: if the throttle feedback position is in the parking range at the time of failure, the throttle drive device controller controls the throttle to be locked at the parking throttle angle; 2) To prevent the engine from being damaged by explosion caused by the sudden upward push of the throttle during the engine start-up process, the control logic is as follows: if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the moment of communication reception failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked at the slow-speed throttle angle; if the throttle target is pushed up from the parking domain within 1 minute and the throttle feedback position at the moment of communication reception failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle position at the moment of communication reception failure is maintained for 1 minute, and after 1 minute, the throttle drive device controller controls the throttle to be locked at the appropriate throttle position angle; 3) To prevent the engine from being damaged by explosion caused by the sudden upward throttle push during the parking process, the control logic is as follows: if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is less than the lower limit throttle angle of the slow-speed domain, the throttle drive device controller controls the throttle to be locked in the parking position; if the throttle target is pushed up from the parking domain for 1 minute and the throttle feedback position at the time of failure is greater than or equal to the lower limit throttle angle of the slow-speed domain, the throttle position at the time of communication reception failure is maintained for 1 minute, and 1 minute later, the throttle drive device controller controls the throttle to be locked in the appropriate throttle position angle; 4) In any case, when the throttle drive device controller receives a shot of data from the flight tube computer, it determines that communication reception has been restored. After communication reception is restored, it executes according to the communication instructions.
2. The method for handling and controlling the failure of throttle power supply failure and communication reception failure of an aircraft engine according to claim 1, characterized in that: Other engine limiting factors include: whether there is a state where the engine cannot stay at [throttle position angle 1, throttle position angle 2] for a long time.
3. The method for handling and controlling the failure of throttle power supply failure and communication reception failure of an aircraft engine according to claim 1, characterized in that: The slow-speed throttle angle is an angle randomly selected within the slow-speed range.
4. The method for handling and controlling the failure of throttle power supply failure and communication reception failure of an aircraft engine according to claim 1, characterized in that: While maintaining the throttle position at the time when communication reception fails for 1 minute, if communication is restored within 1 minute, the communication instructions should still be executed.