Engine deflation belt electronic control device and control method thereof

Abstract

The invention belongs to the technical field of aero-engine electronic controllers, and particularly relates to an engine deflation belt electronic control device and a control method thereof. An original centrifugal mechanical control mode is changed into an electronic control mode, and the problems of swing, advanced action, poor repeatability, substandard reliability and the like existing in original control are solved through an electronic control device. According to the electronic controller device for the deflation belt of the aero-engine, collection and processing of engine signals, backup of asymmetric dual redundancies, driving control of the deflation belt of the engine, application and optimization of a software control algorithm and the like are completed, and the consistency of output control signals is improved on the basis of solving the existing control technical problems; the optimal opportunity for outputting the deflation belt control signal is ensured, and the use reliability and the equipment integrity rate of the engine are improved.

Description

Technical Field

[0001] The invention belongs to the technical field of aviation engine electronic controllers, and in particular relates to an engine bleed belt electronic control device and a control method thereof. Background Art

[0002] In the bleed belt control of a certain type of engine, there are problems such as the engine bleed belt closing speed being lower than the specified value and the aircraft cabin bleed belt indicator light flashing due to fluctuations in the transmission speed of the right engine transmission chain and deterioration of the centrifugal speed sensor. In severe cases, it causes engine surge, which greatly affects flight safety and the availability of the troops' equipment.

[0003] The modified engine currently uses a mechanical bleed belt control system, whose speed input comes from the mechanical transmission chain on the right side of the engine. This chain is long and has many gear conversions and large fluctuations. The bleed belt control is achieved through a mechanical centrifugal sensor device. The control principle is: when the engine speed is sensed to increase, the centrifugal counterweight overcomes the spring tension, causing the internal oil distribution piston to move upward, opening the oil circuit to drive the push rod to connect, control the solenoid valve to conduct, and close the bleed belt. When the speed decreases, the micro switch opens, the bleed belt opens, and surge is prevented.

[0004] During bench tests and field engine use, this type of mechanical control structure often experiences phenomena such as abnormal flashing of the engine bleed belt working indicator light, premature closure or opening of the bleed belt, and large differences in control base point repeatability. As the engine's service life increases, the probability of such phenomena occurring will increase, seriously affecting the use of the engine and threatening flight safety. Summary of the invention

[0005] The purpose of the present invention is to solve the problems encountered by this type of engine in the current actual use process, and propose an engine bleed belt electronic control device and a control method thereof, which realizes the stable control of the engine bleed belt, solves the problems of action point swing, premature action, flashing signal light, etc., and at the same time has the characteristics of small size, high reliability, strong environmental adaptability, etc., and ensures the completeness rate of flight combat missions on the basis of solving the actual problems of the engine.

[0006] Technical solution of the present invention: In view of the deficiencies existing in the above-mentioned prior art during use, the present invention aims to provide an electronic control device for an aircraft engine bleed belt and a control method thereof, which changes the original centrifugal mechanical control mode into an electronic control mode, and solves the problems of swing, early action, poor repeatability, and substandard reliability existing in the original control through an electronic control device; this type of aircraft engine bleed belt electronic controller device completes the tasks of engine signal acquisition and processing, asymmetric dual-redundancy backup, engine bleed belt drive control, application and optimization of software control algorithms, etc., and improves the consistency of the output control signal on the basis of solving the existing control technology problems, ensures the best time for the output of the bleed belt control signal, and improves the reliability of engine use and the equipment integrity rate.

[0007] In order to achieve the above-mentioned purpose of the invention, according to the first aspect of the present invention, an engine bleed belt electronic control device is proposed, comprising: a power supply adjustment and processing module, a signal processing module, a dual-redundancy asymmetric core control module, an arbitration management module, and a bleed belt control module; the power supply adjustment and processing module is used to filter and convert the on-board power supply into a stable power supply for other modules of the control device; the signal processing module is used to collect engine speed signals and atmospheric temperature signals and convert the signals into analog signals, and transmit the analog signals to the dual-redundancy asymmetric core control module; the dual-redundancy asymmetric core control module includes a main channel DSP processor unit, a backup channel CPLD processor unit, and the The main channel DSP processor unit and the backup channel CPLD processor unit respectively receive analog signals, perform logical judgment on the target speed judgment point according to the requirements, output logical judgment signals, and form fault diagnosis signals for each channel, and transmit the fault diagnosis signals to the arbitration management module; the arbitration management module generates a collection instruction for the selected control signal output channel according to the fault diagnosis signals of the main channel and the backup channel and outputs it to the bleed belt control module; the bleed belt control module collects the logical judgment signal of the corresponding channel according to the collection instruction, and generates a switch signal of the engine bleed belt cooling solenoid valve according to the logical judgment signal, thereby realizing the switch control of the engine bleed belt cooling solenoid valve.

[0008] In a possible embodiment, the venting belt control module also includes a feedback acquisition unit, which is used to collect the signal of the engine cooling solenoid valve in real time, adjust and isolate it, and transmit it to the main channel DSP processor unit and the backup channel CPLD processor unit in the asymmetric dual-redundancy core control module respectively, and judge the surge risk by judging the consistency of the logic judgment signal and the signal of the cooling solenoid valve; if they are consistent, it is judged that there is no surge risk, and if they are inconsistent, it is judged that there is a surge risk.

[0009] In a possible embodiment, the power adjustment and processing module includes a lightning protection unit, which is used to meet the requirements of A3 in HB6167.24-2014 "Environmental Conditions and Test Methods for Airborne Equipment of Civil Aircraft Part 24: Lightning Induced Transient Sensitivity Test", and the adaptation level is: lightning 3 / 3 waveform, 600V / 24A and 4 / 1 waveform, 300V / 60A, which is used to protect the controller power supply system from lightning damage and stable operation; a filtering, surge suppression and undervoltage unit, which is used to meet the requirements of CE102 in GJB181B-2012 "Aircraft Power Supply Characteristics" and GJB151B-2013 "Military Equipment and Subsystem Electronic Emission and Sensitivity Requirements and Measurements", and ensure that the controller power supply system works normally and stably under abnormal power supply conditions such as overvoltage, undervoltage, pulsation and spikes; a secondary power conversion unit, which is used to convert the filtered power supply into the internally required ±15V, +5V, +3.3V and other voltages, to prevent external power supply noise and crosstalk while meeting internal power supply requirements.

[0010] In a possible embodiment, the signal processing module includes an input signal preprocessing unit, which performs targeted filtering on the input engine alternating sinusoidal speed signal, limits the signal input voltage amplitude, and performs secondary amplification and other preprocessing before inputting it into the next unit; the collected atmospheric temperature signal directly enters the asymmetric dual-redundancy core control module after first-order filtering;

[0011] The anti-interference unit sets the hysteresis comparison of the voltage range from -7V to -2V according to the actual use for the speed signal in the pre-processed input signal, further improving the anti-interference and anti-noise capabilities of the input signal;

[0012] The isolation and shaping unit isolates, filters and shapes the input signal of the anti-interference unit and outputs it to the internal core control unit.

[0013] According to a second aspect of the present invention, an engine bleed belt electronic control method is provided, using the above-mentioned engine bleed belt electronic control device, comprising the following steps:

[0014] Step 1: The signal processing module collects the engine speed signal and the atmospheric temperature signal, and converts the engine speed signal into an analog signal;

[0015] Step 2: The main channel DSP processor unit and the standby channel CPLD processor unit respectively receive analog signals and perform digital filtering, and perform fault diagnosis at the same time to generate fault diagnosis signals for each channel;

[0016] Step 3: The main channel DSP processor unit and the standby channel CPLD processor unit respectively correct the target speed judgment point required to be controlled according to the collected atmospheric temperature signal;

[0017] Step 4: Perform logic judgment on the engine speed analog signal according to the corrected required control target speed judgment point. When the engine speed analog signal exceeds the corrected required control target speed judgment point, output a logic judgment signal for opening the air conditioning solenoid valve; otherwise, do not output a logic judgment signal for opening the air conditioning solenoid valve.

[0018] Step 5: the arbitration management module generates a collection instruction for the selected control signal output channel according to the fault diagnosis signal of each channel and outputs it to the deflation belt control module;

[0019] Step 6: The exhaust belt control module collects the logic judgment signal of the corresponding channel according to the collection instruction, and generates the engine exhaust belt cooling air solenoid valve switch signal according to the logic judgment signal, thereby realizing the switch control of the engine exhaust belt cooling air solenoid valve.

[0020] In a possible embodiment, in step 5, when neither the main channel nor the backup channel fails, the acquisition instruction for the selected control signal output channel is generated by default as the main channel acquisition instruction.

[0021] In a possible embodiment, in step 5, when a fault occurs in the main channel and a fault does not occur in the backup channel, the collection instruction for generating the selected control signal output channel is a collection instruction for the backup channel.

[0022] In a possible embodiment, in step 5, when both the main channel and the backup channel fail, the arbitration management module sends a safety mode command to the deflation belt control module, and the abandonment belt control module generates a cold air solenoid valve normally open command to control the cold air solenoid valve to be in a normally open state. Once the engine is started, the deflation belt is always in a normally open mode, ensuring safety at high speeds and allowing normal flight, but some engine power will be lost.

[0023] In a possible embodiment, when there is a surge risk, the arbitration management module sends a safety mode instruction to the deflation belt control module, and the abandonment belt control module generates a cold air solenoid valve normally open instruction to control the cold air solenoid valve to be in a normally open state.

[0024] Beneficial effects of the present invention

[0025] The present invention solves the problems of swing, abnormal flashing and poor repeatability of the action point of the control of the bleed belt of this type of engine, and effectively prevents the occurrence of engine surge. The present invention has passed 20 environmental tests such as high and low temperature (long-term operation at -45°C to 85°C), vibration, salt spray mold, power supply electromagnetic compatibility, lightning, high-intensity radiation field, and reliability tests with MTBF greater than 10,000 hours. At the same time, it has passed the engine bench long test and leading flight use assessment, meeting the control and use requirements of the engine, with good results, significantly improving the control effect of the engine bleed belt, and providing a theoretical basis and experimental basis for the subsequent asymmetric dual-redundancy design electronic controller in harsh environments. It has significant economic benefits and promotion and application value, and is of great significance to the application and development of aviation and aerospace products. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments of the present invention. It is obvious that the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0027] Figure 1 It is a structural schematic diagram of an engine bleed belt electronic control device according to a preferred embodiment of the present invention;

[0028] Figure 2 It is a schematic diagram of the specific composition structure of an engine bleed belt electronic control device according to a preferred embodiment of the present invention;

[0029] Figure 3 Schematic diagram of the main channel workflow of a preferred embodiment of the present invention;

[0030] Figure 4 Schematic diagram of the backup channel workflow of a preferred embodiment of the present invention;

[0031] Figure 5 It is a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0033] The features and illustrative embodiments of various aspects of the present invention will be described in detail below. In the detailed description below, many specific details are proposed to provide a comprehensive understanding of the present invention. However, it is obvious to those skilled in the art that the present invention can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present invention by illustrating examples of the present invention. The present invention is by no means limited to any specific settings and methods proposed below, but covers any improvements, replacements and modifications of structures, methods, devices without departing from the spirit of the present invention. In the accompanying drawings and the following description, known structures and technologies are not shown to avoid unnecessary ambiguity in the present invention.

[0034] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other, and the embodiments can refer to and quote each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0035] like Figures 1 to 5 As shown, an engine bleed belt electronic control device includes an engine bleed belt electronic controller 30, and the engine bleed belt electronic controller 30 includes:

[0036] The power supply adjustment and processing module 31 isolates the input aircraft +28V power supply signal 10 and converts it into the ±15V power supply required by the signal processing module 32, the +5V power supply required by the asymmetric dual-redundancy core control module 33 and the arbitration management module 34, and the ±15V and +28V power supplies required by the deflation belt control module 35; the module has lightning protection characteristics and meets the requirements of A3 in HB6167.24-2014 "Environmental Conditions and Test Methods for Airborne Equipment of Civil Aircraft Part 24: Lightning Induction Transient Sensitivity Test", and also meets the requirements of CE102 in GJB181B-2012 "Aircraft Power Supply Characteristics" and GJB151B-2013 "Requirements and Measurements for Electronic Emission and Sensitivity of Military Equipment and Subsystems";

[0037] The signal processing module 32 performs input signal preprocessing and anti-interference processing on the engine signal 10 formed by the aircraft engine parameters, and isolates and shapes the processed signal again and transmits it to the microprocessor in the asymmetric dual-redundancy core control module 33;

[0038] The asymmetric dual-redundancy core control module 33 is a main and standby dual-channel asymmetric dual-redundancy structure composed of DSP+CPLD microprocessor chips. The main and standby channels collect the engine speed signal and atmospheric temperature signal after the signal processing module 32 in real time, and perform software digital filtering processing and calculation on the collected signals. Its work mainly includes:

[0039] The main and standby channels calculate and correct the speed judgment point according to the collected atmospheric temperature signal, the set reference temperature, the reference speed judgment point and the weighted factor obtained by query, and store, communicate and control the real-time speed and the corrected speed judgment point for judgment;

[0040] The main and standby channels respectively judge and compare the real-time speed and speed judgment point after the collection adjustment, with a comparison period of 1ms. When the collected real-time speed is continuously greater than the corrected speed judgment point, the internal counter continuously accumulates judgments for more than 50 times, and a control venting closing signal is issued; when the collected real-time speed is continuously less than the corrected speed judgment point minus 25 revolutions of the slip speed, the internal counter continuously accumulates judgments for more than 40 times, and a control venting opening signal is issued. The number of times exceeded and the slip value can be adjusted according to actual conditions.

[0041] During the real-time operation of the main and standby channels, the real-time feedback signal 35 of the working single channel is detected according to the working conditions of the channels. At the same time, it is determined whether there is a surge risk to start the safety mode. The surge comparison unit compares the feedback signal with a period of 2ms. When the counter accumulates the judgment m times continuously, it is considered that there is a surge risk and responds quickly to control the starting safety mode to keep the bleed belt open. Specifically, when the main channel is in master control: when the bleed belt opening signal is output, the feedback is collected as the bleed belt closing signal, and it meets the cumulative m times of judgment that there is a surge risk, the safety mode is started and a "handover" signal is sent to the arbitration management system 34; when the bleed belt opening signal is output, the feedback is collected as the bleed belt opening signal, and the operation is normal; when the bleed belt closing signal is output, the feedback is collected as the bleed belt opening signal, and the operation is abnormal but there is no In case of surge risk, only a “handover” signal is sent to the arbitration management system 34; when the deflation band closing signal is output, the feedback is collected as the deflation band closing signal, and the operation is normal; when the standby channel is in master control: the prerequisite for the standby channel to be in master control is that the main channel has handed over the right. When the deflation band opening signal is output, the feedback is collected as the deflation band closing signal, and there is a surge risk, a “handover” signal is sent to the arbitration management system 34, and the arbitration management system 34 starts the safety mode; when the deflation band opening signal is output, the feedback is collected as the deflation band opening signal, and the operation is normal; when the deflation band closing signal is output, the feedback is collected as the deflation band opening signal, and a “handover” signal is sent to the arbitration management system 34, because both the main and standby channels have handed over the right, the arbitration management system 34 starts the safety mode; when the deflation band closing signal is output, the feedback is collected as the deflation band closing signal, and the operation is normal;

[0042] The module also has a real-time fault monitoring model, which is used to monitor the system health status and fault identification during power-on and operation. The power-on self-test includes: detecting CPU faults, on-chip RAM faults, SRAM faults, NVRAM faults, FLASH faults, hardware conditioning circuit faults, control circuit faults, etc.; the monitoring status during operation includes: speed sensor disconnection, jump, power supply failure, control signal feedback detection, etc.

[0043] The module also has a communication model that can transmit information such as the collected speed and the working status of the control device to the external flight control and test equipment in real time 51;

[0044] The module also has real-time data storage, which is used to record information such as real-time rotation speed, product working status and deflation belt action status.

[0045] The arbitration management module 34 mainly determines the selection of the main and standby control signal output units in the deflation belt control module 35 according to the handover status of the asymmetric dual-redundancy core control module 33, and controls the start of the safety mode in the deflation belt control module 35 according to the handover judgment;

[0046] The air release belt control module 35 is selected by the arbitration management module 34 for the main and standby control signal output channels; after selection, the channel control output signal is converted and amplified to increase the driving capability and output to the engine cooling air solenoid valve 41, thereby realizing the control of the engine air release belt 42; the feedback acquisition unit in the air release belt control module 35 is used to adjust and isolate the signal of the engine cooling air solenoid valve 41 and then transmit it to the main and standby microprocessors of the asymmetric dual-redundancy core control module 33 for fault mode diagnosis.

[0047] Figure 2 Design a block diagram for the engine bleed belt electronic control device, which includes Figure 1 The smallest unit composed of various modules.

[0048] Figure 3 and Figure 4 These are the flow charts for the main and standby channel software designs. According to the actual working conditions of the engine, the software design process is as follows:

[0049] The main channel workflow includes:

[0050] Step 1: Collect the engine speed in two channels, and one channel reaches the control condition start threshold;

[0051] Step 2: Start judging the consistency of input speed, select and judge the input speed channel, and give the judgment conclusion that all are normal or one channel is faulty;

[0052] Step 3: After entering the control, determine the input speed fault status in real time to see if there is a jump or short circuit;

[0053] Step 4: If there is no abnormality in the speed acquisition, proceed to the next step to determine whether to switch the channel model; if it is determined that there is an abnormality in the speed acquisition, proceed to determine whether to switch the speed channel. If the speed channel is switched, proceed to step 3 again. If the speed channel is not switched, proceed to the next step;

[0054] Step 5: Determine whether there is a channel cut condition. If not, proceed to the next step. If the channel needs to be cut, enter the surge risk judgment condition. If there is a surge risk, directly start the safety mode to ensure that the deflation belt is always open. If there is no surge risk, directly send a handover signal and close the main channel DSP control signal output, and the program cycle ends.

[0055] Step 6: Enter the engine deflation control judgment, meet the control logic output corresponding control signal, and complete the fault judgment of the output signal feedback consistency. When the feedback judgment passes, the corresponding control signal is continuously sent, and the software works normally and loops to step 3; if the feedback judgment fails, it does not output the continuous control signal and loops directly to step 3 to prepare for channel switching judgment;

[0056] The alternate channel workflow includes:

[0057] Step 1: Collect the engine speed in two channels, and one channel reaches the control condition start threshold;

[0058] Step 2: Start judging the consistency of input speed, select and judge the input speed channel, and give the judgment conclusion that all are normal or one channel is faulty;

[0059] Step 3: After entering the control, determine the input speed fault status in real time to see if there is a jump or short circuit;

[0060] Step 4: If there is no abnormality in the speed acquisition, proceed to the next step to determine whether to switch the channel model; if it is determined that there is an abnormality in the speed acquisition, proceed to determine whether to switch the speed channel. If the speed channel is switched, proceed to step 3 again. If the speed channel is not switched, proceed to the next step;

[0061] Step 5: Determine whether the "handover" condition of the abnormal speed channel is met. If the handover is met, the standby channel sends a handover signal, the CPLD control signal output port is closed, and the software process ends; if the handover is not performed, proceed to the next step;

[0062] Step 6: Enter the logic judgment of the engine deflation control signal output, and proceed to the next step if the conditions are met. If the conditions are not met, the software flow returns to step 3;

[0063] Step 7: Continue to send out the deflation belt control signal and proceed to the next step;

[0064] Step 8: Determine whether the main channel handover signal is received. If not, the software process returns to step 3. If received, proceed to the next step.

[0065] Step 9: Check the consistency of the feedback signal. If the feedback signal is consistent, the software returns to step 3. If the feedback signal is inconsistent, the standby channel sends a handover signal, the CPLD control signal output port is closed, and the software process ends.

[0066] The control software algorithm of the main and backup channels is realized by respectively loading the corresponding control software into the microprocessor chips of the main channel DSP28335 and the backup channel SM2210, and collecting and processing the characteristic data such as the engine atmospheric temperature and speed, and then judging the output of the bleed belt control signal to the actuator cold air solenoid valve through the internal logic algorithm;

[0067] The main channel uses the second-order infinite impulse response filter of the digital signal to filter the engine speed signal and the atmospheric temperature signal. The sampling rate is set to 1500Hz, the passband frequency is 160Hz, the stopband frequency is 6Hz, and the stopband attenuation is 30dB. The numerator coefficient of the system function is [0.028, 0.053, 0.071, 0.053, 0.028] and the denominator coefficient is [1, -2.026, 2.148, -1.159, 0.279]. According to this filter system function, the filter single-step function can be given. The software only needs to periodically input the signal into the single-step function according to the sampling rate value, and the return value is the filtered value.

[0068] After the standby channel performs first-order filtering on the engine input speed signal and atmospheric temperature signal, it further filters the speed acquisition. First, the input frequency signal is clocked with three beats to filter out interference glitches within the width of one clock. Then, the input frequency signal with glitches less than 40us is removed through the set 26-bit wide counter. Finally, the upper step signal is clocked with three beats for acquisition and judgment.

[0069] The control signal output of the deflation belt, when the system is powered on on the ground, uses the atmospheric temperature T1, the reference temperature T, the weighting factor k, and the reference speed judgment point N1 to correct the speed judgment point N. The weighting factor k and the atmospheric temperature T1 are nonlinear functions. The final correction method after table lookup is N=N1+k*(T-T1). The speed judgment point after calculation and correction is written into the NVRAM chip in the asymmetric dual-redundancy core control module 33, so that the deflation belt control can read the value and complete the deflation belt control.

[0070] Figure 5The schematic diagram of the arbitration management module is shown, in which the arbitration management module receives the handover signals from the DSP and CPLD, performs comprehensive logical judgment based on the handover signals, and selects or closes the control signal output selection units A and B. The main and standby control signals enter the control output drive module according to the selection status of the output selection unit to realize the control of the deflation belt; at the same time, when both channels fail and the handover occurs, the arbitration directly controls the start of the safety mode to ensure that the deflation belt is always open.

[0071] Example

[0072] Specifically, the present invention provides an engine bleed belt electronic control device and a control method thereof, which are completed by combining software and hardware to form an engine bleed belt electronic controller product.

[0073] When the device is powered on, the specific work startup process is as follows:

[0074] Step 1: The power supply adjustment and processing module 31 ensures that the system is powered on instantly, with a time of less than 10us;

[0075] Step 2: At the same time, the signal processing module 32 collects engine operating parameters and enters the working state check. If it is determined to be in the flight state, the self-check program is skipped and the normally open signal is directly forced to be output for 2 seconds before entering the normal flight control program; if it is determined to be in the pre-start non-working state, the self-check program is entered to start the self-check;

[0076] Step 3: The self-test is performed by the main channel and the backup channel cooperates to complete the test of the entire device hardware through self-transmission, self-reception, signal rewinding, storage and reading. If a self-test abnormality is detected or there is a fault record in the last operation, a warning signal of the deflation belt closing for 10 seconds will be continuously issued to prompt the fault to ensure safety; if the test is normal, a prompt signal of the deflation belt instantaneously closing and opening will be issued to indicate that the self-test has passed and the deflation belt is operating normally without mechanical jamming; the self-test process is less than 500ms, and the control program will be entered after completion;

[0077] Step 4: After the self-test is passed, the engine enters the working state. When the speed acquisition is greater than 2000r / min, the control program is entered. The control program flow is judged according to Figure 3 and Figure 4 The flowchart of the software design of the main and backup channels executes control judgment; if the main channel transfers authority and it is judged that there is no surge risk, the arbitration management system will switch to the backup working channel and the backup channel will take over control; if it is judged that there is a surge risk before the main channel transfers authority, the safety mode will be directly controlled to start, and the deflation belt will be kept open; when the backup channel transfers authority, the arbitration management system will close the two channels and start the safety mode after detecting that both the main and backup channels have transferred authority, and the deflation belt will be kept open; if no fault transfer is detected, the main channel will be in control and the backup channel will be in hot backup, and control will be completed normally;

[0078] Step 5: After the aircraft's return mission is completed, the engine speed is less than 2000r / min and begins to enter the slow state, and the control program exits the working state and enters the standby mode;

[0079] Step 6: The engine is powered off, the control device is powered off after 300ms, and all operations stop.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the field can easily think of various equivalent modifications or substitutions within the technical scope disclosed by the present invention, and these modifications or substitutions should all be covered within the protection scope of the present invention.

Claims

1. An engine bleed belt electronic control device, characterized in that: include: A power supply adjustment and processing module, a signal processing module, a dual-redundancy asymmetric core control module, an arbitration management module, and a deflation belt control module; the power supply adjustment and processing module is used to filter and convert the on-board power supply into a stable power supply for other modules of the control device; the signal processing module is used to collect engine speed signals and atmospheric temperature signals and convert the signals into analog signals, and transmit the analog signals to the dual-redundancy asymmetric core control module; the dual-redundancy asymmetric core control module includes a main channel DSP processor unit and a backup channel CPLD processor unit, the main channel DSP processor unit and the backup channel CPLD processor unit respectively receive analog signals, respectively control the target speed judgment point according to the requirements, perform logical judgment, output logical judgment signals, and form fault diagnosis signals for each channel, and transmit the fault diagnosis signals to the arbitration management module; The arbitration management module generates a collection instruction for the selected control signal output channel according to the fault diagnosis signals of the main channel and the backup channel and outputs it to the bleed belt control module; the bleed belt control module collects the logic judgment signal of the corresponding channel according to the collection instruction, and generates a switch signal of the engine bleed belt cold air solenoid valve according to the logic judgment signal, thereby realizing the switch control of the engine bleed belt cold air solenoid valve.

2. An engine bleed belt electronic control device according to claim 1, characterized in that: The deflation belt control module also includes a feedback acquisition unit, which is used to collect the signal of the engine cooling solenoid valve in real time, adjust and isolate it, and then transmit it to the main channel DSP processor unit and the backup channel CPLD processor unit in the asymmetric dual-redundancy core control module respectively. The surge risk is judged by judging the consistency of the signal with the signal of the cooling solenoid valve through logical judgment; if they are consistent, it is judged that there is no surge risk, and if they are inconsistent, it is judged that there is a surge risk.

3. An engine bleed belt electronic control device according to claim 1, characterized in that: The power supply adjustment and processing module includes a lightning protection unit, which is used to meet the requirements of A3 in HB6167.24-2014 "Environmental Conditions and Test Methods for Airborne Equipment of Civil Aircraft Part 24: Lightning Induction Transient Sensitivity Test", and the adaptation level is: lightning 3 / 3 waveform, 600V / 24A and 4 / 1 waveform, 300V / 60A, which is used to protect the controller power supply system from lightning damage and stable operation; a filtering, surge suppression and undervoltage unit, which is used to meet the requirements of CE102 in GJB181B-2012 "Aircraft Power Supply Characteristics" and GJB151B-2013 "Military Equipment and Subsystem Electronic Emission and Sensitivity Requirements and Measurements", and ensure that the controller power supply system works normally and stably under abnormal power supply conditions such as overvoltage, undervoltage, pulsation and spikes; a secondary power conversion unit, which is used to convert the filtered power supply into the internally required ±15V, +5V, +3.3V and other voltages, to prevent external power supply noise and crosstalk while meeting internal power supply requirements.

4. An engine bleed belt electronic control device according to claim 1, characterized in that: The signal processing module includes an input signal preprocessing unit, which performs targeted filtering on the input engine alternating sinusoidal speed signal, limits the signal input voltage amplitude, and performs secondary amplification and other preprocessing before inputting it into the next unit; the collected atmospheric temperature signal directly enters the asymmetric dual-redundancy core control module after first-order filtering; the anti-interference unit sets the hysteresis comparison of the voltage range of -7V to -2V according to actual use for the speed signal in the preprocessed input signal, thereby further improving the anti-interference and anti-noise capabilities of the input signal; The isolation and shaping unit isolates, filters and shapes the input signal of the anti-interference unit and outputs it to the internal core control unit.

5. An electronic control method for an engine bleed belt, characterized in that: An engine bleed belt electronic control device according to any one of claims 1 to 4 is used, comprising the following steps: Step 1: The signal processing module collects the engine speed signal and the atmospheric temperature signal, and converts the engine speed signal into an analog signal; Step 2: The main channel DSP processor unit and the standby channel CPLD processor unit respectively receive analog signals and perform digital filtering, and perform fault diagnosis at the same time to generate fault diagnosis signals for each channel; Step 3: The main channel DSP processor unit and the standby channel CPLD processor unit respectively correct the target speed judgment point required to be controlled according to the collected atmospheric temperature signal; Step 4: Perform logic judgment on the engine speed analog signal according to the corrected required control target speed judgment point. When the engine speed analog signal exceeds the corrected required control target speed judgment point, output a logic judgment signal for opening the air conditioning solenoid valve; otherwise, do not output a logic judgment signal for opening the air conditioning solenoid valve. Step 5: the arbitration management module generates a collection instruction for the selected control signal output channel according to the fault diagnosis signal of each channel and outputs it to the deflation belt control module; Step 6: The exhaust belt control module collects the logic judgment signal of the corresponding channel according to the collection instruction, and generates the engine exhaust belt cooling air solenoid valve switch signal according to the logic judgment signal, thereby realizing the switch control of the engine exhaust belt cooling air solenoid valve.

6. The electronic control method of an engine bleed belt according to claim 5, characterized in that: In step 5, when neither the main channel nor the backup channel has a fault, the acquisition instruction for the selected control signal output channel is generated by default as the main channel acquisition instruction.

7. The electronic control method of an engine bleed belt according to claim 5, characterized in that: In step 5, when the main channel fails and the standby channel does not fail, the collection instruction for the selected control signal output channel is the standby channel collection instruction.

8. The electronic control method of an engine bleed belt according to claim 5, characterized in that: In step 5, when both the main channel and the backup channel fail, the arbitration management module sends a safety mode command to the deflation belt control module, and the abandonment belt control module generates a cold air solenoid valve normally open command to control the cold air solenoid valve to be in a normally open state. Once the engine is started, the deflation belt is always in a normally open mode, ensuring safety at high speeds and allowing normal flight, but some engine power will be lost.

9. The electronic control method of an engine bleed belt according to claim 5, characterized in that: When there is a surge risk, the arbitration management module sends a safety mode instruction to the deflation belt control module, and the abandonment belt control module generates a cold air solenoid valve normally open instruction to control the cold air solenoid valve to be in a normally open state.

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