An electronic control device and control method for engine bleed air banding

Abstract

This invention belongs to the field of aero-engine electronic controller technology, and specifically relates to an electronic control device and method for engine bleed band control. It replaces the original centrifugal mechanical control method with electronic control, addressing issues such as oscillation, premature action, poor repeatability, and unreliable performance inherent in the original control system. This aero-engine bleed band electronic controller completes engine signal acquisition and processing, asymmetric dual-redundancy backup, bleed band drive control, and the application and optimization of software control algorithms. By solving existing control technology problems, it improves the consistency of output control signals, ensures optimal timing for bleed band control signal output, and enhances engine reliability and equipment integrity.

Description

Technical Field

[0001] This invention belongs to the field of electronic controller technology for aero-engines, and in particular relates to an electronic control device and control method for engine bleed air bands. Background Technology

[0002] In the control of a certain type of engine bleed belt, there are malfunctions such as the engine bleed belt closing speed being lower than the specified value and the aircraft cockpit bleed belt indicator light flashing due to fluctuations in the transmission speed of the right-side engine drive chain and the deterioration of the performance of the centrifugal speed sensor. In severe cases, this can cause engine surge, which greatly affects flight safety and the availability of military equipment.

[0003] The modified engine currently uses a mechanical bleed band control system. Its speed input comes from the mechanical transmission chain on the right side of the engine. This chain is long and has many gear changes, resulting in large fluctuations. The bleed band control is achieved through a mechanical centrifugal sensor device. The control principle is as follows: when the engine speed increases, the centrifugal counterweight overcomes the spring tension, causing the internal oil piston to move upward, opening the oil circuit and driving the push rod to connect, controlling the solenoid valve to conduct and closing the bleed band. When the speed decreases, the micro-switch opens, the bleed band opens, and surge is prevented.

[0004] During bench testing and field engine use, this type of mechanical control structure often exhibits phenomena such as abnormal flashing of the engine bleed hose indicator light, premature closing or opening of the bleed hose, and large differences in control baseline repeatability. As the engine's service life increases, the probability of these phenomena will increase, seriously affecting engine use and threatening flight safety. Summary of the Invention

[0005] The purpose of this invention is to solve the problems encountered in the current actual use of this type of engine. It proposes an electronic control device and control method for the engine bleed band, which realizes stable control of the engine bleed band and solves problems such as swing of the action point, premature action, and flashing of the signal lights. At the same time, it has the characteristics of small size, high reliability, and strong environmental adaptability. It ensures the integrity of flight combat missions while solving the actual problems of the engine.

[0006] The technical solution of this invention: Addressing the shortcomings of existing technologies, this invention aims to provide an electronic control device and method for the vent band of an aero-engine. It transforms the original centrifugal mechanical control method into an electronic control method, resolving issues such as oscillation, premature action, poor repeatability, and unreliable performance in the original control system. This electronic control device performs tasks such as engine signal acquisition and processing, asymmetric dual-redundancy backup, vent band drive control, and the application and optimization of software control algorithms. By solving existing control technology problems, it improves the consistency of output control signals, ensures optimal timing for vent band control signal output, and enhances engine reliability and equipment integrity.

[0007] To achieve the aforementioned objectives, according to a first aspect of the present invention, an electronic control device for an engine bleed air band is provided, comprising: a power adjustment and processing module, a signal processing module, a dual-redundant asymmetric core control module, an arbitration management module, and a bleed air band control module; the power adjustment and processing module is used to filter and convert the on-machine power supply into a stable power supply for other modules of the control device; the signal processing module is used to acquire engine speed signals and atmospheric temperature signals and convert the signals into analog signals, and transmit the analog signals to the dual-redundant asymmetric core control module; the dual-redundant 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 receive analog signals, perform logical judgments according to the target speed judgment point, output logical judgment signals, and generate fault diagnosis signals for each channel. These fault diagnosis signals are then transmitted to the arbitration management module. The arbitration management module generates acquisition instructions for the selected control signal output channel based on the fault diagnosis signals of the main channel and the backup channel, and outputs these instructions to the bleed band control module. The bleed band control module acquires the logical judgment signals of the corresponding channel according to the acquisition instructions, and generates switching signals for the engine bleed band cold air solenoid valve based on these signals, thereby controlling the switching of the engine bleed band cold air solenoid valve.

[0008] In one possible embodiment, the bleed zone control module further includes a feedback acquisition unit, which is used to collect the signal from 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. The surge risk is judged by the consistency judgment between the logical 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 one possible embodiment, the power adjustment and processing module includes a lightning protection unit 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", with compatible voltage levels of 3 / 3 lightning waveform, 600V / 24A and 4 / 1 lightning waveform, 300V / 60A, to protect the controller power supply system from lightning damage and ensure stable operation; a filtering, surge suppression, and undervoltage unit to meet the requirements of CE102 in GJB181B-2012 "Aircraft Power Supply Characteristics" and GJB151B-2013 "Electronic Emissions and Sensitivity Requirements and Measurements for Military Equipment and Subsystems", ensuring normal and stable operation of the controller power supply system under abnormal power supply conditions such as overvoltage, undervoltage, pulsation, and spikes; and a secondary power conversion unit to convert the filtered power supply into the internally required voltages such as ±15V, +5V, and +3.3V, preventing external power supply noise and crosstalk while meeting internal power supply needs.

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

[0011] The anti-interference unit, targeting the speed signal in the preprocessed input signal, sets a hysteresis comparison within a voltage range of -7V to -2V according to actual use; 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 from the anti-interference unit before outputting it to the internal core control unit.

[0013] According to a second aspect of the present invention, an electronic control method for engine bleed air belt is provided, employing the aforementioned electronic control device for engine bleed air belt, comprising the following steps:

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

[0015] Step 2: The main channel DSP processor unit and the backup channel CPLD processor unit respectively receive analog signals and perform digital filtering, while simultaneously performing fault diagnosis to generate fault diagnosis signals for each channel.

[0016] Step 3: The main channel DSP processor unit and the backup channel CPLD processor unit respectively correct the target speed control judgment point based on the collected atmospheric temperature signal;

[0017] Step 4: Based on the modified target speed judgment point, the analog engine speed signal is logically judged. When the analog engine speed signal exceeds the modified target speed judgment point, the logic judgment signal to open the air conditioning solenoid valve is output; otherwise, the logic judgment signal to open the air conditioning solenoid valve is not output.

[0018] Step 5: The arbitration management module generates the acquisition command of the selected control signal output channel based on the fault diagnosis signals of each channel and outputs it to the venting control module;

[0019] Step 6: The bleed band control module acquires the logic judgment signal of the corresponding channel according to the acquisition command, and generates the switching signal of the engine bleed band cold air solenoid valve according to the logic judgment signal, thereby realizing the switching control of the engine bleed band cold air solenoid valve.

[0020] In one possible embodiment, in step 5, when neither the main channel nor the backup channel malfunctions, the default acquisition command for the selected control signal output channel is the main channel acquisition command.

[0021] In one possible embodiment, in step 5, when the main channel fails and the backup channel does not fail, the acquisition instruction for the selected control signal output channel is the backup channel acquisition instruction.

[0022] In one 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 bleed belt control module. The bleed belt control module then generates a normally open command for the cold air solenoid valve, controlling the cold air solenoid valve to be in a normally open state. In this safe state, once the engine is started, the bleed belt remains in a normally open mode, ensuring safety at high speeds and allowing normal flight, but at the cost of some engine power.

[0023] In one possible embodiment, when there is a risk of surge, the arbitration management module sends a safety mode command to the venting control module, and the venting control module generates a normally open command for the air conditioning solenoid valve, controlling the air conditioning solenoid valve to be in the normally open state.

[0024] Beneficial effects of the present invention

[0025] This invention solves the problems of swaying, abnormal flashing, and poor repeatability of action points in the control of the engine's bleed band, effectively preventing engine surge. This invention has undergone 20 environmental tests, including high and low temperature (-45℃ to 85℃ long-term operation), vibration, salt spray and mold, power supply electromagnetic compatibility, lightning, and high-intensity radiation fields, as well as reliability tests with an MTBF greater than 10,000 hours. It has also passed long-term engine bench testing and advanced flight testing, meeting the engine's control requirements with excellent results. It significantly improves the control effect of the engine's bleed band and provides a theoretical basis and experimental foundation for the design of asymmetric dual-redundant electronic controllers in harsh environments. It has significant economic benefits and application value, and is of great significance to the application and development of aviation and aerospace products. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments of the present invention will be briefly introduced below. Obviously, 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 effort.

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

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

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

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

[0031] Figure 5 This is a schematic diagram of the arbitration management module according to a preferred embodiment of the present invention. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] The features and illustrative embodiments of various aspects of the present invention will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the invention may be practiced without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention. The invention is by no means limited to any specific setups and methods set forth below, but covers any improvements, substitutions, and modifications to structures, methods, and devices without departing from the spirit of the invention. Well-known structures and techniques are not shown in the drawings and the following description to avoid unnecessarily obscuring the invention.

[0034] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other, and the various embodiments can be referenced and cited in each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0035] like Figures 1-5 As shown, an engine bleed air belt electronic control device includes an engine bleed air belt electronic controller 30, which includes,

[0036] The power adjustment and processing module 31 isolates and converts the input aircraft +28V power supply signal 10 into ±15V power supply required by the signal processing module 32, +5V power supply required by the asymmetric dual-redundant core control module 33 and arbitration management module 34, and ±15V and +28V power supply required by the venting control module 35. This 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 "Electronic emission and sensitivity requirements and measurements 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 then isolates and reshapes the processed signal before transmitting it to the microprocessor in the asymmetric dual-redundant core control module 33.

[0038] The asymmetric dual-redundant core control module 33 is a dual-channel asymmetric dual-redundant structure composed of a DSP+CPLD microprocessor chip. The main and backup channels acquire engine speed and atmospheric temperature signals in real time from the signal processing module 32, and perform software digital filtering and calculation on the acquired signals. Its main functions include:

[0039] The main and backup channels calculate and correct the speed judgment point based on the collected atmospheric temperature signal, the set reference temperature, the reference speed judgment point, and the weighting factor obtained from the query. The real-time speed and the corrected speed judgment point are stored, communicated, and used for control decisions.

[0040] The main and backup channels respectively compare and judge the real-time speed after the adjustment and the speed judgment point. The comparison period is 1ms. When the real-time speed is continuously greater than the corrected speed judgment point, the internal counter will issue a control venting shut-off signal if the internal counter accumulates more than 50 judgments. When the real-time speed is continuously less than the corrected speed judgment point minus 25 revolutions of slip speed, the internal counter will issue a control venting open signal if the internal counter accumulates more than 40 judgments. The number of times the slip value exceeds the limit and the slip value can be adjusted according to the actual situation.

[0041] During real-time operation of the main and backup channels, fault detection is performed on the real-time feedback signal 35 of the work order channel based on the channel's working status. Simultaneously, it determines whether there is a surge risk and initiates a safety mode. The surge comparison unit compares the feedback signal at a 2ms cycle. If the counter accumulates m consecutive judgments, a surge risk is considered to exist, and a rapid response is initiated, controlling the safety mode to keep the venting belt constantly open. Specifically, when the main channel is under main control: when the output venting belt open signal is received, the feedback acquisition shows a venting belt closed signal, and the surge risk is determined after m consecutive judgments, the safety mode is initiated, and a "handover" signal is sent to the arbitration management system 34; when the output venting belt open signal is received, the feedback acquisition shows a venting belt open signal, indicating normal operation; when the output venting belt closed signal is received, the feedback acquisition shows a venting belt open signal, indicating abnormal operation but no surge risk. In case of surge risk, only a "handover" signal is sent to the arbitration management system 34. When the output vent belt is closed, the feedback acquisition shows that the vent belt is closed, indicating normal operation. For standby channel master control: the prerequisite for standby channel master control is that the master channel has already handed over control. When the output vent belt is open, the feedback acquisition shows that the vent belt is closed, indicating a surge risk, a "handover" signal is sent to the arbitration management system 34, which then initiates the safety mode. When the output vent belt is open, the feedback acquisition shows that the vent belt is open, indicating normal operation. When the output vent belt is closed, the feedback acquisition shows that the vent belt is open, and a "handover" signal is sent to the arbitration management system 34. Since both the master and standby channels have handed over control, the arbitration management system 34 initiates the safety mode. When the output vent belt is closed, the feedback acquisition shows that the vent belt is closed, indicating normal operation.

[0042] This module also features a real-time fault monitoring model for monitoring system health and identifying faults during power-on and operation. Power-on self-test includes detecting CPU faults, on-chip RAM faults, SRAM faults, NVRAM faults, FLASH faults, hardware conditioning circuit faults, and control circuit faults. During operation, monitoring includes detecting speed sensor disconnections, voltage fluctuations, power supply failures, and control signal feedback.

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

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

[0045] Arbitration management module 34 mainly determines the main and backup control signal output units in the venting control module 35 based on the power-sharing situation of the asymmetric dual-redundant core control module 33, and at the same time determines the safe mode start-up in the venting control module 35 based on the power-sharing situation.

[0046] The bleed band control module 35 uses the arbitration management module 34 to select the main and backup 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 air cooling solenoid valve 41, thereby realizing the control of the engine bleed band 42. The feedback acquisition unit in the bleed band control module 35 is used to adjust and isolate the signal of the engine air cooling solenoid valve 41 and transmit it to the main and backup microprocessors of the asymmetric dual-redundant core control module 33 for fault mode diagnosis.

[0047] Figure 2 Design architecture block diagram for engine bleed air band electronic control device, which includes Figure 1 The smallest unit composed of all the modules.

[0048] Figure 3 and Figure 4 The flowcharts for the main and backup channel software designs are shown separately. The software flow is designed for the actual operating conditions of the engine.

[0049] The main channel workflow includes:

[0050] Step 1: Collect the engine speed from two channels, and ensure that one channel reaches the starting threshold under control conditions;

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

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

[0053] Step 4: If there is no abnormality in speed acquisition, proceed to the next step to determine whether to switch the channel model; if an abnormality in speed acquisition is detected, 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 if there is a channel switching situation. If not, proceed to the next step. If channel switching is required, proceed to the surge risk judgment condition. If there is a surge risk, directly start the safety mode to ensure that the venting belt is always open. If there is no surge risk, directly issue a handover signal and shut down the main channel DSP control signal output, and the program loop ends.

[0055] Step 6: Enter the start-up bleed control judgment. If the control logic is satisfied, the corresponding control signal is output. At the same time, the fault judgment of the consistency of the output signal feedback is completed. If the feedback judgment passes, the corresponding control signal is continuously output and the software works normally and loops to step 3. If the feedback judgment fails, no continuous control signal is output and the loop directly enters step 3 to prepare for channel switching judgment.

[0056] The backup channel workflow includes:

[0057] Step 1: Collect the engine speed from two channels, and ensure that one channel reaches the starting threshold under control conditions;

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

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

[0060] Step 4: If there is no abnormality in speed acquisition, proceed to the next step to determine whether to switch the channel model; if an abnormality in speed acquisition is detected, 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 for the abnormal speed channel is met. If the handover is met, the backup 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 engine bleed control signal output logic judgment. If the condition is met, proceed to the next step. If the condition is not met, the software process returns to step 3.

[0063] Step 7: Continuously send out the venting control signal to proceed to the next step;

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

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

[0066] The implementation of the main and backup channel control software algorithms is achieved by loading the corresponding control software into the microprocessor chips of the main channel DSP28335 and the backup channel SM2210 respectively. By receiving characteristic data such as engine atmospheric temperature and speed, the data is collected, processed and calculated, and the internal logic algorithm determines and outputs the venting control signal to the actuator cold air solenoid valve.

[0067] The main channel uses a second-order infinite impulse response filter on the engine speed signal and atmospheric temperature signal input to the digital 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 coefficients of the system function are [0.028, 0.053, 0.071, 0.053, 0.028], and the denominator coefficients are [1, -2.026, 2.148, -1.159, 0.279]. Based on 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] The backup channel performs first-order filtering on the engine speed signal and atmospheric temperature signal input from the engine, and then further filters the speed acquisition. First, the input frequency signal is clocked on for three clock cycles, which can filter out interference glitches within one clock cycle. Then, the input frequency signal with glitches less than 40µs is removed by a 26-bit wide counter. Finally, the signal from the previous step is clocked on for three more clock cycles for acquisition and judgment.

[0069] When the system is powered on, the control signal output of the venting belt is used to correct the speed judgment point N by utilizing the atmospheric temperature T1, the reference temperature T, the weighting factor k, and the reference speed judgment point N1. The weighting factor k and the atmospheric temperature T1 have a non-linear functional relationship. After looking up the table, the final correction method is N = N1 + k*(T - T1). The calculated and corrected speed judgment point is written into the NVRAM chip in the asymmetric dual-redundant core control module 33, so that the venting belt control can read this value to complete the venting belt control.

[0070] Figure 5The diagram shows the arbitration management module, which receives the handover signals from the DSP and CPLD. Based on the handover signals, it performs comprehensive logic judgment and selects or disables the control signal output selection units A and B. The main and backup control signals enter the control output drive module to realize the venting control according to the selection status of the output selection units. At the same time, when both channels fail and handover occurs, the arbitration directly controls the start of the safety mode to ensure that the venting is always open.

[0071] Example

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

[0073] When this device is powered on and put into operation, the specific startup procedure is as follows:

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

[0075] Step 2: Simultaneously, the signal processing module 32 collects engine operating parameters and enters the operating status check. If it is determined to be in flight status, it skips the self-test procedure and directly forces the output of a normally open signal for 2 seconds before entering the normal flight control procedure; if it is determined to be in pre-start non-operating status, it enters the self-test procedure to start the self-test.

[0076] Step 3: Self-testing is performed by the main channel, with the backup channel assisting. Through self-transmission and reception, signal looping, storage, and retrieval, the entire device hardware is tested. If a self-test anomaly is detected or a fault record exists from the previous operation, a warning signal for the vent belt to close for 10 seconds is continuously issued to indicate a fault and ensure safety. If the test is normal, a signal indicating that the vent belt momentarily closes and opens is issued to indicate that the self-test has passed and the vent belt is moving normally without mechanical jamming. The self-test process takes less than 500ms; after completion, the control program begins.

[0077] Step 4: After the self-test passes, the engine enters the working state. When the speed sampled is greater than 2000 r / min, it enters the control program. The control program flow judgment follows... Figure 3 and Figure 4 The flowchart of the main and backup channel software design executes control judgments. If the main channel hands over control and it is determined that there is no surge risk, the arbitration management system will switch to the backup working channel, which will then take over control. If a surge risk is determined before the main channel hands over control, the safety mode will be directly activated, keeping the venting belt constantly open. When the backup channel hands over control, and the arbitration management system detects that both the main and backup channels have handed over control, it will close both channels and activate the safety mode, keeping the venting belt constantly open. If no fault handover is detected, the main channel will be in primary control, and the backup channel will be in hot backup mode, completing the control normally.

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

[0079] Step 6: Power off the engine, the control device maintains power for 300ms and then cuts off power to stop all operations.

[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 person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should be covered within the protection scope of the present invention.

Claims

1. An engine bleed air belt electronic control device, characterized in that, include: The system comprises a power supply adjustment and processing module, a signal processing module, a dual-redundant asymmetric core control module, an arbitration management module, and a venting control module. The power supply adjustment and processing module filters and converts the on-board power supply into a stable power supply for other modules of the control device. The signal processing module collects engine speed and atmospheric temperature signals and converts them into analog signals, which are then transmitted to the dual-redundant asymmetric core control module. The dual-redundant asymmetric core control module includes a main channel DSP processor unit and a backup channel CPLD processor unit. These units receive analog signals, perform logical judgments based on the target speed judgment point, output logical judgment signals, and generate fault diagnosis signals for each channel, which are then transmitted to the arbitration management module. The arbitration management module generates a collection command for the selected control signal output channel based on the fault diagnosis signals of the main channel and the backup channel, and outputs it to the bleed zone control module. The bleed zone control module collects the logical judgment signal of the corresponding channel according to the collection command, and generates a switching signal for the engine bleed zone cold air solenoid valve based on the logical judgment signal, thereby realizing the switching control of the engine bleed zone cold air solenoid valve. The bleed zone control module also includes a feedback acquisition unit, which collects the signal of the engine cold air solenoid valve in real time, adjusts and isolates it, and then transmits it to the main channel DSP processor unit and the backup channel CPLD processor unit in the asymmetric dual-redundancy core control module. The surge risk is judged by the consistency between the logical judgment signal and the cold air solenoid valve signal. If they are consistent, it is determined that there is no surge risk; if they are inconsistent, it is determined that there is a surge risk.

2. The engine bleed air belt electronic control device according to claim 1, characterized in that, The power adjustment and processing module includes a lightning protection unit with compatible voltage levels: lightning 3 / 3 waveform, 600V / 24A and 4 / 1 waveform, 300V / 60A, protecting the controller power supply system from lightning damage and ensuring stable operation; a filtering, surge suppression, and undervoltage unit to ensure the controller power supply system operates normally and stably under overvoltage, undervoltage, pulsation, and peak abnormal power supply conditions; and a secondary power conversion unit to convert the filtered power supply into the internally required ±15V, +5V, and +3.3V voltages, preventing external power supply noise and crosstalk while meeting internal power supply needs.

3. The engine bleed air 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 preprocessing before inputting it to the next unit; the acquired atmospheric temperature signal is directly input to the asymmetric dual-redundant core control module after first-order filtering; and an anti-interference unit, which sets a hysteresis comparison within a voltage range of -7V to -2V for the speed signal in the preprocessed input signal according to actual use, 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 from the anti-interference unit before outputting it to the internal core control unit.

4. An electronic control method for engine bleed air, characterized in that, The engine bleed air belt electronic control device according to any one of claims 1-3 includes the following steps: Step 1: The signal processing module acquires engine speed signals and atmospheric temperature signals, and converts the engine speed signal into an analog signal; Step 2: The main channel DSP processor unit and the backup channel CPLD processor unit respectively receive analog signals and perform digital filtering, while simultaneously performing fault diagnosis to generate fault diagnosis signals for each channel. Step 3: The main channel DSP processor unit and the backup channel CPLD processor unit respectively correct the target speed control judgment point based on the collected atmospheric temperature signal; Step 4: Based on the modified target speed judgment point, the analog engine speed signal is logically judged. When the analog engine speed signal exceeds the modified target speed judgment point, the logic judgment signal to open the air conditioning solenoid valve is output; otherwise, the logic judgment signal to open the air conditioning solenoid valve is not output. Step 5: The arbitration management module generates the acquisition command of the selected control signal output channel based on the fault diagnosis signals of each channel and outputs it to the venting control module; Step 6: The bleed band control module acquires the logic judgment signal of the corresponding channel according to the acquisition command, and generates the switching signal of the engine bleed band cold air solenoid valve according to the logic judgment signal, thereby realizing the switching control of the engine bleed band cold air solenoid valve.

5. The method for electronic control of engine bleed air according to claim 4, characterized in that, In step 5, when neither the main channel nor the backup channel malfunctions, the default acquisition command for the selected control signal output channel is the main channel acquisition command.

6. The engine bleed air band electronic control method according to claim 4, characterized in that, In step 5, when the main channel fails and the backup channel does not fail, the acquisition command for the selected control signal output channel is the backup channel acquisition command.

7. The method for electronic control of engine bleed air according to claim 4, 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 venting belt control module, and the venting belt control module generates a normally open command for the air conditioning solenoid valve, controlling the air conditioning solenoid valve to be in the normally open state.

8. The method for electronic control of engine bleed air according to claim 4, characterized in that, When there is a risk of surge, the arbitration management module sends a safety mode command to the venting control module, and the venting control module generates a normally open command for the air conditioning solenoid valve, controlling the air conditioning solenoid valve to be in the normally open state.

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