Dual redundant control method and system for aircraft engine electronic fuel injection controller

Abstract

The present invention discloses a dual-redundancy control method for an aircraft engine electronic fuel injection controller, which includes dual-redundancy fuel injection control of a dual electronic fuel injection system: two fuel injection groups use different electronic fuel injection controllers, each electronic fuel injection controller collects its own sensor signal, and determines whether the sensor signal fails; the sensor signal includes a crank signal, when the crank signal of the current electronic fuel injection controller fails, another electronic fuel injection controller is activated, and part of the control authority of the current electronic fuel injection controller is immediately delivered to the activated electronic fuel injection controller, and the combustion control of the engine is performed by the electronic fuel injection controller; when other signals of the current electronic fuel injection controller fail, the normal signal of another electronic fuel injection controller is used to replace it. The present invention can avoid the problem of affecting system stability due to frequent switching, thereby further ensuring the normal use of the aircraft engine and extending the service life of the aircraft engine.

Description

Technical Field

[0001] The invention relates to the control of an electronic fuel injection controller, and in particular to a dual-redundancy control method and system of an aero-engine electronic fuel injection controller. Background Art

[0002] An engine is a machine that can convert other forms of energy into mechanical energy and is widely used in various industries. Among them, aircraft engines, as the source of flight power for aircraft, are highly complex and precise thermal machines. At present, the powertrain of drones used is controlled by a control system. Therefore, once the control system fails, it will directly cause the engine to shut down, which may cause irreparable loss of life and property in severe cases.

[0003] Chinese patent document CN106593671B discloses a redundant fuel injection method for a four-cylinder diesel engine based on ETPU. The method controls the engine through the cooperation of dual engine controllers. The main engine controller and the auxiliary engine controller respectively perform redundant control of the aircraft engine. The main engine controller and the auxiliary engine controller cooperate to control the engine operation. The main engine controller controls the four-cylinder fuel injection. If the main engine controller fails, it immediately switches to the auxiliary engine controller to control the four-cylinder fuel injection. The method installs two sets of crankshaft sensors and camshaft sensors respectively, which are used to generate signals and provide them to the main engine controller and the auxiliary engine controller respectively, as the input of the main engine controller and the auxiliary engine controller respectively.

[0004] Another Chinese patent document CN113202629A discloses a hardware and software design of a dual redundant control system for an aircraft engine, including: a redundant power supply module for powering the entire control system; a redundant acquisition and conditioning interface unit for filtering, conditioning, and amplifying various sensor parameter signals of the engine; a redundant control unit for calculating and analyzing the parameters collected by the redundant parameter acquisition unit, determining the working condition of the engine, and outputting control signals; and a redundant execution unit for executing corresponding actions such as ignition, fuel injection, and jet injection according to the output signal of the control unit. With this technical solution, the redundancy of each part ensures that the aircraft engine can still operate in the event of a failure. The hierarchical architecture and redundant control strategy in the control unit ensure that the aircraft engine can operate normally or with slightly reduced control indicators when a failure occurs, while meeting the control objectives and indicators of the general control system.

[0005] In the above prior art, the dual redundant control system can ensure the operation of the aircraft engine even when some components fail. However, in the prior art, when a system failure is diagnosed, the backup component is directly switched or a control system is reset, which easily leads to frequent system switching and affects the stability of the system. Summary of the invention

[0006] In order to solve the technical problem in the prior art that frequent switching of dual redundant systems affects stability, the present invention provides a dual redundant control method for an aircraft engine electronic fuel injection controller, which includes: dual redundant fuel injection control of a dual electronic fuel injection system: two fuel injection groups use different electronic fuel injection controllers, and each electronic fuel injection controller collects its own sensor signal and determines whether the sensor signal fails; the sensor signal includes a crank signal, and when the crank signal of the current electronic fuel injection controller fails, the other electronic fuel injection controller is activated, and part of the control authority of the current electronic fuel injection controller is immediately handed over to the activated electronic fuel injection controller, and the engine combustion control is performed by the activated electronic fuel injection controller; when other signals of the current electronic fuel injection controller fail, the normal signal of the other electronic fuel injection controller is used to replace it.

[0007] In this solution, among the collected sensor signals, only when the crank signal fails, the other electronic fuel injection controller will be activated, and when other sensor signals fail, another normal signal will be used as a substitute. Therefore, compared with the prior art, in this solution, only when the crank signal fails, the other electronic fuel injection controller will be switched, and when other sensor signals fail, although another normal signal is used as a substitute, the electronic fuel injection controller is not switched, which can avoid the problem of frequent switching affecting the stability of the system, thereby further ensuring the normal use of the aircraft engine and extending the service life of the aircraft engine.

[0008] Preferably, each sensor collects signals independently of each other. This solution can avoid the influence between each sensor to ensure normal signal collection.

[0009] Preferably, in the dual redundant injection control of the dual electronic injection system, the same cylinder is provided with injectors of different injection groups, and when the injector of the current injection group in the cylinder fails, the injector of the other injection group in the same cylinder is activated. This solution can ensure that one injector in the cylinder always works normally, thereby ensuring the normal operation of the cylinder.

[0010] Preferably, the fault information of the fuel injection group is transmitted between the electronic injection controllers of each group of the same cylinder through CAN communication, and the dual electronic injection system activates the fuel injection group status through the CAN bus or hardware hard line. This solution can ensure the normal transmission of signals.

[0011] Preferably, the dual EFI system includes two communication lines, and the data content transmitted by the two communication lines is consistent. This solution can ensure that the signal can still be transmitted normally after one communication line fails, thereby ensuring the normal use of the system.

[0012] Preferably, it also includes a dual redundant fuel injection control of a single electronic fuel injection system: two fuel injectors are arranged in the same cylinder, and two fuel injection groups respectively include two fuel injectors in multiple cylinders, and the two fuel injectors are controlled by the same fuel injection controller. Under normal circumstances, the fuel injection controller drives the fuel injectors of the same fuel injection group to work, and the fuel injectors of the other fuel injection group remain closed. When the fuel injector of the current fuel injection group fails, the fuel injector of the other fuel injection group in the same cylinder as the currently failed fuel injector is activated, and the other fuel injectors of the fuel injection group continue to remain closed. This solution can ensure that one fuel injector in the cylinder will always work normally, thereby ensuring the normal operation of the cylinder.

[0013] Preferably, it also includes a dual redundant ignition of the dual electronic injection system: two ignition controllers control the upper ignition coil and the lower ignition coil of the cylinder respectively, and when the engine is working, the two ignition controllers control both ignition coils to work. In this solution, even if one of the ignition coils fails, one ignition coil can be guaranteed to work normally, thereby ensuring the smooth ignition.

[0014] Preferably, a single electronic fuel injection system with dual redundant ignition is also included: the upper ignition coil and the lower ignition coil of the cylinder are controlled by the same ignition controller, and when the engine is working, the ignition controller controls both ignition coils to work. This solution can ensure that there is always one ignition coil working normally, thereby ensuring the smooth progress of ignition.

[0015] In the second aspect, the present invention provides a dual redundant control system for an aircraft engine electronic fuel injection controller, which is divided into a single electronic fuel injection control system and a dual electronic fuel injection control system. The single electronic fuel injection control system performs dual redundant fuel injection of the single electronic fuel injection system and dual redundant ignition operations of the single electronic fuel injection system according to the dual redundant control method as described above, and the dual electronic fuel injection control system performs dual redundant fuel injection of the dual electronic fuel injection system and dual redundant ignition operations of the dual electronic fuel injection system according to the dual redundant control method as described above.

[0016] The present invention has the following beneficial effects: 1. The present invention switches to another electronic fuel injection controller only when a crank signal fails. When other sensor signals fail, although another normal signal is used as a substitute, the electronic fuel injection controller is not switched. This can avoid the problem of system stability being affected by frequent switching, thereby further ensuring the normal use of the aircraft engine and extending the service life of the aircraft engine.

[0017] 2. The dual-redundancy design of the present invention enables switching to a spare kit for replacement when a problem occurs in the control system, thereby temporarily ensuring aviation flight safety and preventing irreparable damage to life and property. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1It is a flow chart of the control method in the dual redundant control method and system embodiment of the aircraft engine electronic fuel injection controller of the present invention; Figure 2 It is a module block diagram of a single electronic fuel injection control system of a control system in a dual redundant control method and system embodiment of an aircraft engine electronic fuel injection controller of the present invention; Figure 3 The present invention is a module block diagram of a dual electronic fuel injection control system of a control system in a dual redundant control method and system embodiment of an aircraft engine electronic fuel injection controller. DETAILED DESCRIPTION

[0019] The following is further described in detail through specific implementation methods: 1. Definition Redundancy: A design strategy that aims to improve the reliability and stability of a system by duplicating some of its components. When a system fails, the redundant components can step in and take over the work of the failed components, thereby reducing the system's downtime. This strategy is widely used in many fields, including computer systems, mobile communication networks, etc., to improve system availability and data security.

[0020] Dual redundancy: A design strategy that aims to improve the reliability and stability of a system. It sets up two or more identical components or systems in the system to ensure that the system can still operate normally when the main component or system fails. This strategy is widely used in many fields, including power systems, database systems, automotive design, etc.

[0021] EFI controller: A device that uses electronic circuits to control the injector. Based on the signal from the engine sensor, the controller calculates the time and amount of fuel the injector needs to be opened, and sends these instructions to the injector, thereby achieving precise injection control.

[0022] Sensor signals: including manifold intake temperature, cylinder coolant temperature, oxygen sensor signal, crank signal, and engine exhaust temperature.

[0023] Ignition coil: Its main function is to convert the low voltage of the battery into a high voltage of thousands to tens of thousands of volts. This high voltage then generates an electric spark through the spark plug, igniting the combustible mixture in the cylinder, thereby driving the engine to operate normally.

[0024] Injector: A highly sophisticated device whose working principle is based on solenoid valve technology. When receiving the injection pulse signal from the engine ECU (electronic control unit), the injector can respond quickly and start and stop injection by controlling the current on and off of the solenoid valve coil. This precise control not only improves fuel efficiency, but also helps optimize the engine's power output and emission performance.

[0025] 2. The embodiment is basically as shown in the attached Figure 1 As shown: A dual redundant control method for an aircraft engine electronic fuel injection controller, comprising: Dual EFI system with dual redundant injection control: two injection groups use different EFI controllers, each of which collects its own sensor signals and determines whether the sensor signals are faulty; the sensor signals include crank signals, when the crank signal of the current EFI controller fails, the other EFI controller is activated, and part of the control authority of the current EFI controller is immediately handed over to the activated EFI controller, which controls the combustion of the engine; when other signals of the current EFI controller fail, the normal signal of another EFI controller is used to replace it. Injectors of different injection groups are set in the same cylinder. When the injector of the current injection group in the cylinder fails, the injector of the other injection group in the same cylinder is activated.

[0026] Dual electronic fuel injection system with dual redundant ignition control: two ignition controllers control the upper ignition coil and the lower ignition coil of the cylinder respectively. When the engine is working, the two ignition controllers control both ignition coils to work.

[0027] Dual redundancy of dual EFI system communication: including two communication lines, the two communication lines transmit the same data content, specifically 2 CAN and 2 RS-422 communication buses, both CAN bus and RS-422 bus communications have dual redundancy function; the data content on the 2 CAN buses is consistent, and after one CAN fails, the other CAN bus can still guarantee data transmission based on the CAN bus; the data content on the 2 RS-422 buses is also consistent, and after one RS-422 fails, the other RS-422 bus can still guarantee data transmission based on the RS-422 bus. The fault information of the injection group is transmitted between the EFI controllers of the same cylinder through CAN communication. The dual EFI system activates the injection group status through the CAN bus or hardware hardline. Dual redundancy of dual EFI system sensors: sensor signals include manifold intake temperature, cylinder coolant temperature, oxygen sensor signal, crank position signal, and engine exhaust temperature, and each sensor collects signals independently.

[0028] Dual redundant injection control of single electronic injection system: two injectors are set in the same cylinder, and two injection groups include two injectors in multiple cylinders respectively. The two injectors are controlled by the same injection controller. Under normal circumstances, the injection controller drives the injectors of the same injection group to work, and the injectors of the other injection group remain closed. When the injector of the current injection group fails, the injector of the other injection group in the same cylinder as the currently failed injector is activated, and the other injectors of the injection group continue to remain closed. If injector ①A and injector ①B are set in cylinder ①, and injector ②A and injector ②B are set in cylinder ②, then the A injection group includes injectors ①A and ②A, and the B injection group includes injectors ②A and ②B, and the four injectors are controlled by the same injection controller. Under normal circumstances, the A-way fuel injection group works, that is, the fuel injector ①A in cylinder ① works, and the fuel injector ①B is kept in the closed state, and the fuel injector ②A in cylinder ② works, and the fuel injector ②B is kept in the closed state. When the fuel injector ①A in the A-way fuel injection group fails, the fuel injector ①B in the B-way fuel injection group in the same cylinder as the fuel injector ①A is activated to work, and the other fuel injectors in the B-way fuel injection group continue to remain in the closed state.

[0029] Single EFI system with dual redundant ignition control: The upper ignition coil and the lower ignition coil of the cylinder are controlled by the same ignition controller. When the engine is running, the ignition controller controls both ignition coils to work.

[0030] like Figure 2 and Figure 3 As shown, this embodiment also discloses a control system using the above dual redundant control method, which is divided into a single EFI control system and a dual EFI control system.

[0031] The single electronic fuel injection control system includes an actuator fault diagnosis module and an actuator fault processing module.

[0032] The actuator fault diagnosis module is used to diagnose the faults of ignition control and fuel injection control. The faults of injectors and ignition coils are diagnosed at the bottom layer and uploaded to the application layer for fault confirmation.

[0033] The actuator fault handling module is used to handle faults when actuator ignition or fuel injection fails.

[0034] Injection fault processing: According to the working time (total working time) of the two groups of injectors, determine which group of injectors is the current injector group and the other group is the backup injector group. After confirming the current injector group, the fault information of the current injector group is transmitted through CAN communication to control the electronic injection controller of the backup injector group, thereby realizing redundant switching after the injector failure.

[0035] Ignition fault handling: The two ignition coils control the four spark plugs on the upper combustion chamber of the cylinder and the four spark plugs on the lower combustion chamber of the cylinder. When the engine is operating normally, both ignition coils will work to perform dual ignition control in the cylinder. If one of the ignition coils fails, the other ignition coil can ensure that the ignition system works normally. At this time, the power of the ignition system decreases, but it can still ensure the normal use of the aircraft engine.

[0036] Dual redundant injection control: In this embodiment, the 8-way injectors are divided into the current injection group and the backup injection group, taking 4 cylinders and 4 ways as an example, that is, each cylinder of the engine has two injectors, wherein one injector in each cylinder constitutes the current injection group, and the other injector in each cylinder constitutes the backup injection group. Under normal circumstances, the injectors of the current injection group are driven, and the backup injection group is in a drive shielding state. When an injector in the current injection group fails, the injection drive of the faulty injector of the current injection group will be stopped, and the injectors of the backup injection group and the faulty injector of the current injection group in the same cylinder will be activated simultaneously. In addition, the other injectors of the backup injection group are still in the injection shut-off state.

[0037] The dual electronic fuel injection control system includes an actuator fault diagnosis module, an actuator fault processing module, a sensor fault diagnosis module and a sensor fault processing module.

[0038] The actuator fault diagnosis module is used to diagnose faults in ignition control and injection control. It diagnoses the faults of injectors and ignition coils at the bottom layer and uploads them to the application layer for fault confirmation and passing.

[0039] The actuator fault handling module is used to handle faults when actuator ignition and injection faults occur.

[0040] Injection fault processing: According to the working time (total working time) of the two groups of injectors, determine which group of injectors is the current injector group and the other group is the backup injector group. After confirming the current injector group, the injector fault status of the bottom-level diagnosis is processed with it through an OR gate to achieve redundant switching after an injector failure.

[0041] Ignition fault handling: The two ignition coils control the four spark plugs on the upper combustion chamber of the cylinder and the four spark plugs on the lower combustion chamber of the cylinder. When the engine is running normally, both ignition coils will work to perform dual ignition control in the cylinder. If one of the ignition coils fails, the other ignition coil can ensure that the ignition system works normally and the power is reduced.

[0042] The sensor fault diagnosis module is used to perform fault diagnosis on the information collected by the sensor: the original signal collected by the sensor is used for fault diagnosis through the upper and lower thresholds, and the sensor fault processing module is used to process the fault when the sensor fails. In addition to the crank signal, the remaining collected signals of the main EFI controller can be directly replaced with the normal signal of the secondary EFI controller after the fault is detected. When the crank signal of the main EFI controller fails, the secondary EFI controller will be immediately activated, and part of the control authority of the main EFI controller will be immediately handed over to the secondary EFI controller, which will control the combustion of the engine.

[0043] The above is only an embodiment of the present invention. The common sense such as the known specific structure and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field of the invention before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which should also be regarded as the protection scope of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent. The protection scope required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A dual redundant control method for an aircraft engine electronic fuel injection controller, characterized in that: It includes a dual redundant injection control of the dual EFI system: the two injection groups use different EFI controllers, each EFI controller collects its own sensor signal and determines whether the sensor signal is faulty; the sensor signal includes a crank signal, when the crank signal of the current EFI controller fails, the other EFI controller is activated, and part of the control authority of the current EFI controller is immediately transferred to the activated EFI controller, and the engine combustion is controlled by the activated EFI controller; when other signals of the current EFI controller fail, the normal signal of another EFI controller is used as a substitute.

2. The dual redundant control method of the aircraft engine electronic fuel injection controller according to claim 1, characterized in that: Each sensor collects signals independently of each other.

3. The dual redundant control method of the aircraft engine electronic fuel injection controller according to claim 2, characterized in that: In the dual redundant fuel injection control of the dual electronic fuel injection system, fuel injectors of different fuel injection groups are arranged in the same cylinder. When a fuel injector of the current fuel injection group in the cylinder fails, the fuel injector of another fuel injection group in the same cylinder is activated.

4. The dual redundant control method of the aircraft engine electronic fuel injection controller according to claim 3 is characterized in that: The fault information of the injection group is transmitted between the electronic injection controllers of the same cylinder through CAN communication. The dual electronic injection system activates the injection group status through the CAN bus or hardware hard line.

5. The dual redundant control method of the aircraft engine electronic fuel injection controller according to claim 4, characterized in that: The dual EFI system includes two communication lines, and the data content transmitted by the two communication lines is consistent.

6. The dual redundant control method of an aircraft engine electronic fuel injection controller according to any one of claims 1 to 5, characterized in that: It also includes dual redundant injection control of a single electronic injection system: two injectors are arranged in the same cylinder, and two injection groups respectively include two injectors in multiple cylinders, and the two injectors are controlled by the same injection controller. Under normal circumstances, the injection controller drives the injectors of the same injection group to work, and the injectors of the other injection group remain in a closed state. When the injector of the current injection group fails, the injector of the other injection group in the same cylinder as the currently failed injector is activated, and the other injectors of the injection group continue to remain in a closed state.

7. The dual redundant control method of the aircraft engine electronic fuel injection controller according to claim 6, characterized in that: It also includes dual redundant ignition of the dual electronic fuel injection system: two ignition controllers control the upper ignition coil and the lower ignition coil of the cylinder respectively. When the engine is working, the two ignition controllers control both ignition coils to work.

8. The dual redundant control method of the aircraft engine electronic fuel injection controller according to claim 7, characterized in that: It also includes dual redundant ignition of a single electronic fuel injection system: the upper ignition coil and the lower ignition coil of the cylinder are controlled by the same ignition controller. When the engine is working, the ignition controller controls both ignition coils to work.

9. Dual redundant control system of aircraft engine electronic fuel injection controller, characterized by: It is divided into a single EFI control system and a dual EFI control system. The single EFI control system performs dual redundant fuel injection of the single EFI system and dual redundant ignition of the single EFI system according to the dual redundant control method as described in any one of claims 1 to 8. The dual EFI control system performs dual redundant fuel injection of the dual EFI system and dual redundant ignition of the dual EFI system according to the dual redundant control method as described in any one of claims 1 to 8.

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