Aero-engine control system software layered architecture, medium and program product

Abstract

The invention discloses an aero-engine control system software hierarchical architecture, a medium and a program product, which realize modular design and function independence by dividing a control function into independent modules such as an input module, a fault diagnosis module, a state transition and time sequence control module, a limiting module and an output module. The time sequence control sub-module adopts a dynamic adjustment method based on time sequence interpolation, can calculate the output quantity in real time and support online updating, and meets the real-time adjustment requirement in the ground test run process. The fault diagnosis module effectively improves the fault detection and processing capability through single fault judgment and composite fault judgment, and enhances the robustness and fault tolerance of the system. And the limiting module ensures that the output signal is in a safe range through rate limitation and amplitude limitation, so that system instability or equipment damage caused by over-limit is avoided. A computer program product supports flexible parameter adjustment, can adapt to different working conditions and control tasks, and has high adaptability and expansibility.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft engine control, and relates to the design and optimization of aircraft engine control system software, in particular to an aircraft engine control system software layered architecture, medium and program product, which are used to improve the flexibility, reliability and real-time response capability of the control system. Background Art

[0002] As the power core of aircraft, the reliability and performance of the control system of aircraft engines directly affect flight safety. As aircraft engine control systems change from mechanical hydraulic to digital electronic, control system software plays an important role in aircraft engine control and has become a core component of aircraft engine control systems. However, existing aircraft engine control system software still faces many challenges in terms of system architecture, data processing, fault diagnosis and timing control.

[0003] The existing aircraft engine control system software architecture usually adopts a single program architecture, which needs to complete multiple complex functions such as sensor data acquisition filtering, timing control, fault judgment, output parameter limitation, etc. There are complex data dependencies and logical relationships between the functions. For example, sensor data acquisition is the input of fault judgment, and the result of fault judgment will affect whether the timing control can be carried out normally. Due to the strong interdependence between the various sub-functional modules, when the requirements of the aircraft engine control system change or the ground test process, the software parameters, control rules, and fault logic of the control system need to be frequently modified, which is difficult to flexibly adapt to different test requirements, which not only increases the workload, but also increases the risk of errors.

[0004] In addition, existing aircraft engine control system software is usually optimized for specific aircraft engine models, specific control tasks, and specific control chips. Although this optimization method can play a good effect in certain specific scenarios, it is less applicable in other working conditions, resulting in insufficient versatility of the system. Moreover, the coupling relationship between different functional modules is strong, and the independence between modules is poor, which makes the system software less reusable between different control tasks, making it difficult to quickly adapt to changes in new requirements or new tasks, further increasing the difficulty of system development and maintenance.

[0005] In terms of data processing, the existing control system has certain limitations in the collection and processing of sensor data. Although modern aircraft engines are equipped with a variety of sensors to monitor the engine's operating parameters in real time, due to the large amount of data and high real-time requirements, the existing system often finds it difficult to effectively process this data in a short time. In terms of fault diagnosis, the existing control system software mainly relies on simple single fault judgment methods, and has insufficient judgment capabilities for complex compound faults and multi-point faults. In addition, the existing system lacks effective use of historical data, fails to fully explore past fault information and trends, and reduces the accuracy and robustness of fault diagnosis. In terms of timing control, traditional control systems mostly use hard coding to set the control timing. During ground test runs, the working state and control requirements of aircraft engines will be frequently adjusted as the test objectives change. Traditional timing adjustment methods often require manual modification of the program, which cannot meet the requirements of complex control requirements and rapid response. In addition, the existing control system has certain deficiencies in the rate of change and amplitude limit of the output signal. The existing output limit function is usually limited based on a fixed set value, lacks flexible dynamic adjustment capabilities, and cannot adjust the limit value in real time according to different operating states and working conditions.

[0006] In summary, the existing aircraft engine control system software has many shortcomings in system architecture, data processing, fault diagnosis, timing control, output signal limitation, etc. Therefore, designing a modular, functionally separated, and easy-to-modify control system software layered architecture to improve the performance and safety of aircraft engine control systems and quickly adapt to complex and changing test requirements has become a technical problem that needs to be urgently solved in the field of aircraft engine control. Summary of the invention

[0007] 1. Purpose of the invention In view of the above-mentioned defects and deficiencies in the prior art, and in order to solve at least one of the above-mentioned and other technical problems in the prior art, the present invention aims to provide a hierarchical architecture, medium and program product of aircraft engine control system software, by dividing the control system software into multiple functionally independent modules such as input module, fault diagnosis module, state transfer and timing control module, limitation module and output module, and by introducing historical data processing and adopting a timing adjustment method based on array interpolation and an independent parameter editing program, the purpose of modularizing software functions, reducing the coupling degree between modules, simplifying the parameter adjustment process, improving the flexibility of timing control, enhancing fault diagnosis capabilities and improving the reliability of the control system is achieved. At the same time, the present invention also further improves the safety and stability of the control system by introducing a multi-level fault diagnosis mechanism and an output limitation strategy, so as to better meet the needs of aircraft engine ground tests and other application scenarios.

[0008] (II) Technical solution In order to achieve the purpose of the invention and solve the technical problems, the present invention adopts the following technical solutions: The first invention object of the present invention is to provide a hierarchical software architecture for an aircraft engine control system, which realizes decoupling and optimization between functional modules through hierarchical design, improves the modular design level, functional independence and scalability, meets the requirements of high efficiency and reliability for data processing, fault diagnosis, state transfer and timing control, and output signal limitation during the operation of the aircraft engine, and adapts to the requirements for parameter adjustment flexibility and system scalability during the ground test run phase, including a controller program composed of an input module, a fault diagnosis module, a state transfer and timing control module, a limitation module and an output module, etc. Each module is executed in sequence within the control cycle and interactively shares data through global variables. Specifically: The input module includes at least three submodules: data analysis, DA conversion and queue update, which are respectively used to analyze external input data, convert external input data from digital quantity to actual physical quantity, and save the latest historical data of L cycles in the form of queue, where L is a positive integer and ≥1; The fault diagnosis module includes at least four submodules, namely, single fault judgment, compound fault judgment, fault classification and fault clearing, which are respectively used to detect whether each channel data of external input is within a normal range, detect faults of multiple single fault combinations, classify the severity of faults, and eliminate resolved faults and reset corresponding fault flags; The state transfer and timing control module includes at least two submodules, namely, state transfer and timing control, which are respectively used to realize the switching between standby, manual, running and emergency stop states according to the preset state transfer logic, and adopt a dynamic adjustment method based on timing interpolation to calculate the control output through the timing array stored in the memory, and support the online update and dynamic interpolation calculation of the timing parameters; The limiting module at least includes two submodules, namely, rate limiting and amplitude limiting, which are used to limit the rate of change of the output quantity within the maximum allowable rate range and to limit the amplitude of the output quantity within the preset maximum and minimum boundary values ​​respectively; The output module includes at least three sub-modules: queue update, AD conversion and data packaging, which are respectively used to store the output data of the latest L cycles, convert the output data from analog to digital signals, and package the control signals according to the communication protocol and transmit them to the corresponding hardware driver module.

[0009] The second inventive object of the present invention is to provide a computer program product, which is stored in a non-transitory computer-readable storage medium and includes program instructions. When the program instructions are executed on a computer, the above-mentioned aircraft engine control system software layered architecture of the present invention is implemented.

[0010] The third inventive object of the present invention is to provide a computer-readable storage medium, on which a computer program is stored, and the computer program is based on the above-mentioned aircraft engine control system software layered architecture of the present invention.

[0011] (III) Technical Effect Compared with the prior art, the aircraft engine control system software layered architecture, medium and program product of the present invention have the following beneficial and significant technical effects: (1) The present invention significantly improves the modular design level of the system by dividing the control system into independent functional modules such as input module, fault diagnosis module, state transfer and timing control module, limitation module and output module. Decoupling is achieved between the functional modules, which improves the maintainability and scalability of the system, enables each module to be optimized and adjusted independently, and reduces the complexity of the system. Especially in aircraft engine control systems, modular design helps to reduce mutual interference between different control tasks and improves the flexibility and response speed of the system.

[0012] (2) The timing control submodule of the present invention can calculate the change of output quantity in real time through a dynamic adjustment method based on timing interpolation, and dynamically adjust the timing parameters according to the system operation status, supporting online updates. This design enables the aircraft engine control system to quickly respond to different working conditions and test requirements, ensuring efficient and stable control performance even under complex working conditions. Especially in the ground test stage, the control system can adjust the timing in real time, flexibly adapt to the changing test environment, reduce manual intervention, and improve test efficiency and safety.

[0013] (3) The fault diagnosis module of the present invention can accurately identify and handle various types of faults through the coordinated work of four sub-modules: single fault judgment, compound fault judgment, fault classification and fault clearing. In particular, it can effectively judge complex compound faults, greatly improving the robustness and fault tolerance of the system, ensuring that potential faults can be discovered in time during engine operation and that appropriate countermeasures can be taken quickly to avoid control system failure caused by faults.

[0014] (4) The limiting module of the present invention ensures that the output signal always remains within a safe range during the change process through two sub-modules: rate limiting and amplitude limiting. The rate limiting sub-module prevents system oscillation and instability caused by rapid changes by controlling the rate of change of the output quantity; the amplitude limiting sub-module ensures that the output signal does not exceed the maximum and minimum boundary values, avoiding equipment damage or system loss of control due to over-limit, and effectively ensuring the stability and safety of the control system under high load and extreme working conditions.

[0015] (5) The computer program product of the present invention and its design based on a hierarchical architecture enable the control system to flexibly respond to new control requirements and environmental changes. In particular, through the parameter editing program, users can adjust control parameters in real time during operation, quickly adapting to different models of aero-engines or changes in different control tasks. This scalability and adaptability are of great significance for coping with the continuous progress of future aero-engine technologies and the operating requirements under complex working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the software architecture of the aero-engine control system provided by an embodiment of the present invention; Figure 2 It is a schematic diagram of the state transition path between different states in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0017] The present invention aims to provide a software hierarchical architecture, a medium and a program product for an aero-engine control system, aiming to achieve modularization of software functions, reduce the coupling degree between modules, simplify the parameter adjustment process, improve the flexibility of timing control, enhance the fault diagnosis ability, and improve the reliability of the control system. To make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the drawings in the embodiments of the present invention. The described embodiments are part of the embodiments of the present invention, not all of the embodiments, and the described embodiments are exemplary and are intended to explain the present invention and should not be construed as a limitation of the present invention.

[0018] Embodiment 1: Hierarchical Architecture As a specific example, the software hierarchical architecture of the aero-engine control system of the present invention is as Figure 1 shown, including an input module, a fault diagnosis module, a state transition and timing control module, a limit module, an output module, and a parameter editing program that are executed in sequence. Each of the above five modules is executed once within each control cycle. Among them, the input module, the fault diagnosis module, the state transition and timing control module, the limit module, and the output module form a controller program, which runs on the hardware of the aero-engine electronic controller, and the parameter editing program runs on a general computer. The functions of each module are introduced below.

[0019] In the embodiment of the present invention, the input module is used to process external input data to meet the requirements of subsequent calculations, and includes at least three sub-modules: data parsing, DA conversion, and queue update, which are respectively used to parse external input data, convert the external input data from digital quantity to actual physical quantity, and save the latest historical data of L periods in the form of a queue, where L is a positive integer and ≥1. Specifically, the external input data includes sensor data and communication data. The data parsing sub-module extracts valid information by parsing the external communication data based on the data parsing algorithm, and completes data format conversion according to the provisions of the communication protocol. The data parsing algorithm includes steps such as frame header recognition, frame tail verification, payload extraction, and / or data consistency verification. The parsed data is stored in the form of a global variable for subsequent module calls. In addition, since external data is usually digital quantity, it needs to be converted to actual physical quantity through DA conversion for subsequent use by the fault diagnosis module, state transition and timing control module. Therefore, the DA conversion sub-module uses a mapping table to complete the conversion of external input data and actual physical parameters. For example, if the external input data is the voltage of a thermocouple collected by an AD chip, it is converted to a temperature value through the mapping of voltage and temperature. In the design of an aero-engine control system, it is often necessary to combine multiple historical data for fault judgment and control law design to avoid the influence of data anomalies caused by random interference on the stability of the control system. Therefore, in the queue update sub-module of the present invention, the latest historical data of L periods is updated and saved in the form of a "queue", and these queue data will be saved as global variables for subsequent module reading; for communication data, first complete data parsing according to the specific communication protocol, and then sequentially perform DA conversion and queue update operations and save them as global variables.

[0020] In an embodiment of the present invention, the fault diagnosis module determines whether a fault occurs based on the data obtained by the input module. The module contains four submodules, namely, single fault judgment, compound fault judgment, fault classification and fault clearing, which are executed in sequence: (1) The single fault judgment submodule detects whether the data of each channel of the external input is within the normal range. If it is not within the normal range, the fault flag is set to 1, otherwise it is set to zero. All single-type faults form a fault code; (2) The compound fault judgment submodule detects faults that need to be judged by a combination of multiple single faults. Its purpose is to eliminate the misjudgment of a single fault due to unknown reasons such as interference. For example, due to damage to a channel sensor, the parameter measured by the channel is outside the normal range, but in fact the actual physical quantity measured by the channel is within the normal range. Within the normal range, using a single type of fault will lead to false alarms, so the data from multiple measuring points are combined to comprehensively judge whether a fault has occurred; (3) The fault classification submodule divides faults into three categories: A, B, and C based on single faults and compound faults. Class A faults affect the normal operation of the aircraft engine and require immediate emergency shutdown sequence. Class B faults do not affect the engine operation but require attention and need to be eliminated after the engine stops working. Class C faults are used for debugging; (4) To prevent random occasional faults from being ignored, the fault flag will not be automatically cleared even if the fault has been eliminated after it occurs. At this time, the fault clearing submodule can eliminate the resolved fault.

[0021] In the embodiment of the present invention, the state transfer and timing control module calculates the control output according to the input data and fault information, and includes at least two submodules: state transfer and timing control. In view of the ground test requirements, the state transfer submodule divides the working state of the aircraft engine into standby state, manual state, running state and emergency stop state. The state transfer paths between the four states are as follows: Figure 2 The transition between states is marked by a Class A fault. S 1 (0 means no occurrence, 1 means occurrence), manual status switch S 2 (0 means off, 1 means on), operation status switch S 3 (0 means closed, 1 means open), emergency stop status switch S 4 (0 means off, 1 means on) and whether the timing is over S 5 (0 means end, 1 means not end) The five conditions are controlled together, and the triggering logic of each state transition path is shown in Table 1.

[0022] Table 1 State transition trigger logic

[0023] Specifically, according to Table 1 and Figure 2, the transfer paths and triggering logics between various states are as follows: When the condition S 2 & (! S 3 ) & (! S 4 ) is satisfied, the system switches from the standby state to the manual state; When the condition (! S 2 ) & (! S 3 ) & (! S 4 ) is satisfied, the system switches from the manual state to the standby state; When the condition S 4 is satisfied, the system switches from the manual state to the emergency stop state; When (! S 1 ) & (! S 2 ) & S 3 & (! S 4 ) & (! S 5 ) is satisfied, the system switches from the standby state to the running state; When (! S 1 ) & (! S 2 ) & (! S 3 ) & (! S 4 ) & S 5 ) is satisfied, the system switches from the running state to the standby state; When the condition S 4 is satisfied, the system switches from the running state to the emergency stop state; When the condition (! S 2 ) & (! S 3 ) & (! S 4 ) & S 5 ) is satisfied, the system switches from the emergency stop state to the standby state; When the condition S 4 is satisfied, the system switches from the standby state to the emergency stop state; Among them, "!" represents a logical NOT operation, and "&" represents a logical AND operation. The system enters the initial state after power-on, and the initial state directly switches to the standby state as the default working state of the system. The trigger logic of each state transfer path is implemented through the state transfer judgment function to ensure that the system can correctly respond to control instructions and fault signals in any working state, and realize safe and reliable state switching.

[0024] Each output quantity can be controlled individually in manual state, each output quantity can be controlled according to a predetermined timing in running state, and each output quantity can be controlled according to the emergency stop timing in emergency stop state. During the ground test of aircraft engines, the control timing in the running state needs to be frequently modified. The control timing design method of adding (modifying) time points one by one is time-consuming and laborious. The timing control submodule of the present invention uses a timing adjustment interpolation algorithm to calculate the control output, and dynamically calculates the change value of the output quantity through the timing array stored in the memory. The timing array uses m ×( n +1) stored in matrix form, where m Indicates the number of timing points, n Represents the number of output channels. The first column of the matrix stores the timing time points, and the remaining columns store the target output values ​​of each output channel at the corresponding time points. It also supports online updating and dynamic adjustment of the timing array to meet the real-time adjustment requirements of the control timing during the ground test.

[0025] Specifically, in the above-mentioned timing adjustment method based on array interpolation, the timing interpolation table is stored in the memory in the form of a variable array. The timing array form is as shown in formula (1). The timing adjustment interpolation algorithm is shown in Table 2. The module can receive the timing array of the parameter editing program to update the timing online.

[0026] (1) Where m represents the number of timing points and n represents the number of output channels. t j Indicates j The time corresponding to each time point, α ji Indicates the output channel i At the timing point j The target output value, the first column stores the timing point time t 1 , t 2 ,…, t m , the remaining columns α ji Store each output channel at each timing point i The target output value.

[0027] Table 2 Pseudo code of timing adjustment array interpolation algorithm

[0028] Specifically, the above timing adjustment interpolation algorithm is based on the current time t , Output Channel i Output value at the previous moment C i,t-1 , time series array D and data type identifier B Dynamically compute output channels i Output value C i,t , i To number the output channels, you need to follow these steps: SS1. Number of points in time series m -1 range to traverse each time point j , determine the current time t Is it satisfied? t j ≤ t < t j+1 , if the condition is met, go to the next step, otherwise keep the output state of the previous moment; SS2. If the current time t Located in the time interval [ t j , t j+1 ), then identify B and the time series array according to the data type D The target output value in α ji Determine the output channel i The output value calculation method is: like α ji =-1, output state C i,t Keep the last moment status C i,t-1 unchanged, that is C i,t = C i,t-1 ; If the data type identifier B =0, output state C i,t Directly given by the current time series array, that is C i,t = α ji ; If the data type identifier B =1, the linear interpolation method is used to calculate the output value, and the smooth transition of the output state is achieved through the following formula: in, α ji is the target value at the current timing point, α i(j-1) is the target value of the previous time point, t j and t j-1 are the current and previous time points respectively; SS3. If the current time t is not in the time series interval [ t j , t j+1 ), the output status C i,t Keep last time Status C i,t-1 unchanged, that is C i,t = C i,t-1 ; SS4. After completing the above steps, return to the current time t Corresponding output channel i Output value C i,t .

[0029] The timing adjustment interpolation algorithm of the present invention dynamically calculates the output value to ensure that the target output value of each output channel can be accurately adjusted at different timing points and the current time, and adapts to the real-time adjustment requirements of the control timing during the ground test. At the same time, through the online update and flexible adjustment of the timing array, the system can ensure the efficiency and stability of the timing control under variable test conditions.

[0030] In an embodiment of the present invention, a limiting module is used to limit the amplitude and change rate of the analog output, and includes at least two submodules: rate limiting and amplitude limiting. In order to prevent unexpected situations caused by unreasonable control logic design or misoperation in manual state, the output range and change rate of the output are limited. The limitation is divided into rate limiting and amplitude limiting, which are executed in sequence: (1) When the output change rate calculated by the state transfer and timing control module exceeds the preset value, the rate limiting function will limit the change rate of the output to the maximum change rate; (2) When the output after rate limiting exceeds the range of the output, the amplitude limiting function will limit the output to the maximum and minimum boundaries. The calculation method of the limiting module is shown in the formula.

[0031] (2) In the formula, Output channel for the current cyclei The target output value, is the output channel after rate limiting i The adjustment value of, is the output channel i The maximum allowable change within a single control period, C i,max and C i,min respectively represent the maximum and minimum values allowed for the output channel i Allowed maximum and minimum values.

[0032] In the embodiment of the present invention, the output module processes the control output to match the controller hardware. This module includes three sub - modules: queue update, AD conversion, and data packing, which perform queue update, AD conversion, and data packing operations in sequence. In the state transition and timing control module, historical data is often required to design the control law. Therefore, this module uses a "queue" method to update and save the latest L historical data of several control periods; the controller output is a digital quantity signal, and it is necessary to convert it from the analog quantity calculated by the previous module to a digital quantity. Here, the inverse operation of DA conversion in the input module, that is, AD conversion, is used. In order to facilitate the calibration of the output channel, interpolation table form is used for conversion; the data types of the control output are divided into two categories. One is the directly output control signal, such as the opening and closing of a valve or the valve opening signal. This type of signal outputs the converted digital quantity to the corresponding chip driver. The other is the communication signal. The communication signal needs to pack the data according to the communication protocol, and then output it to the corresponding chip driver after packing. Preferably, the AD conversion sub - module uses the same interpolation algorithm and mapping table as the DA conversion sub - module of the input module to ensure the consistency and accuracy of the input and output data; the data packing sub - module packs the digital quantity signal into a frame format according to the requirements of the external communication protocol and transmits it to the hardware drive module. The packing logic includes the generation of a frame header, payload, and / or check code.

[0033] In the embodiment of the present invention, the parameter editing program can edit the parameters of the control system software to generate configuration parameter information for the fault diagnosis module and the state transition and timing control module to read. During the ground test run of an aero - engine, it is necessary to frequently modify the normal range and timing of the fault diagnosis model. This function can be achieved through the software editing program, reducing the frequent modification of the software code running on the electronic controller. Preferably, the parameter editing program module includes three sub - modules: parameter configuration, parameter download, and data display, which are respectively used to configure and modify the parameters of the control system, download the configured parameters to the controller program through the communication interface, and display the configuration information of the parameters and the running status of the controller program in real - time.

[0034] Embodiment 2: Application Example Based on the above embodiment 1, the following takes some input and output channels of a certain type of aircraft engine control system as an example to illustrate the specific implementation details of the present invention. In this embodiment, the control system framework is written using Simulink, and five modules are executed in sequence once in each control cycle.

[0035] Input module: External input data includes four temperature sensor data T measuring the same outlet section 1 ~T 4 and one RS422 communication data. First, the RS422 data is parsed to obtain the valid data in the communication. Then, the corresponding relationship between the AD value of the temperature sensor voltage signal collected by the AD chip and the temperature is calibrated through the standard temperature source. After obtaining the calibration table, the actual temperature value can be obtained by interpolation method. Finally, the valid data and temperature data in the communication data are stored in a file with a length of L =10 queue.

[0036] Fault diagnosis module: (1) Determine T 1 ~T 4 Is it within the normal range, e.g. (2) Determine how many temperature data are outside the normal range. For example, if there are more than two abnormal sensor data, the outlet section temperature is considered abnormal and a fault code is set. (3) According to the ground test fault judgment logic, single faults and compound faults are divided into three types of faults: A, B, and C. For example, compound faults are judged as type A faults and other faults are judged as type B faults. (4) If the fault clearing signal is true, the three types of faults and fault codes A, B, and C are cleared. In the next control cycle, the four codes of single fault judgment, compound fault judgment, fault classification, and fault clearing will be executed again.

[0037] State transfer and timing control module: the state transfer of the four states is shown in Figure 2 ,The state transfer trigger logic is shown in Table 1, and the timing adjustment interpolation algorithm is shown in Table 2.

[0038] Limit module: For example, the control system i The speed of the oil pump of the output channel is limited to 1000 rpm / s, and the speed range is limited to 0~6000 rpm. If the control period is 20 milliseconds, then set the formula (2) , and .

[0039] Output module: For example, if the control output is the oil pump speed command using RS422 communication, the control output is first saved in the length L=10, and then convert the physical quantity into a digital AD value. For example, the speed command of the lubricating oil pump is linearly converted into a digital AD value according to the corresponding relationship in Table 3, and then the speed AD value is packaged according to the communication protocol and sent to the RS422 chip driver.

[0040] Parameter editing program: This program is developed using LabVIEW and includes a function area, an editing area, and a display area. The function area allows you to select functions such as creating a new timing, modifying a timing, viewing a timing, uploading a timing, or analyzing simulation data. The editing area edits and modifies the selected timing, and the display area displays the timing currently being edited. The timing array generated by this software is used D See formula (3).

[0041] Table 3 Relationship between oil pump speed and digital quantity

[0042] (3)

[0043] In this embodiment, the control system software is tested on an Intel chip, and the program is converted into C code based on automatic code generation technology. The generated C code is converted into a dynamic link library and can be combined with other programs to meet the control requirements of the ground test phase of the aircraft engine.

[0044] Through the above embodiments, the purpose of the present invention is fully and effectively achieved. Those skilled in the art can understand that the present invention includes but is not limited to the contents described in the drawings and the above specific embodiments. Although the present invention has been described with respect to the most practical and preferred embodiments currently considered, it should be understood that the present invention is not limited to the disclosed embodiments, and any modification that does not deviate from the functional and structural principles of the present invention will be included in the scope of the claims.

Claims

1. A software layered architecture for an aircraft engine control system, comprising a controller program consisting of an input module, a fault diagnosis module, a state transfer and timing control module, a restriction module and an output module, wherein each module is executed sequentially within a control cycle and interactively shares data through global variables, and wherein: The input module includes at least three submodules: data analysis, DA conversion and queue update, which are respectively used to analyze external input data, convert external input data from digital quantity to actual physical quantity, and save the latest historical data of L cycles in the form of queue, where L is a positive integer and ≥1; The fault diagnosis module includes at least four submodules, namely, single fault judgment, compound fault judgment, fault classification and fault clearing, which are respectively used to detect whether each channel data of external input is within a normal range, detect faults of multiple single fault combinations, classify the severity of faults, and eliminate resolved faults and reset corresponding fault flags; The state transfer and timing control module includes at least two submodules, namely, state transfer and timing control, which are respectively used to realize the switching between standby, manual, running and emergency stop states according to the preset state transfer logic, and adopt a dynamic adjustment method based on timing interpolation to calculate the control output through the timing array stored in the memory, and support the online update and dynamic interpolation calculation of the timing parameters; The limiting module at least includes two submodules, namely, rate limiting and amplitude limiting, which are used to limit the rate of change of the output quantity within the maximum allowable rate range and to limit the amplitude of the output quantity within the preset maximum and minimum boundary values ​​respectively; The output module includes at least three sub-modules: queue update, AD conversion and data packaging, which are respectively used to store the output data of the latest L cycles, convert the output data from analog to digital signals, and package the control signals according to the communication protocol and transmit them to the corresponding hardware driver module.

2. The aircraft engine control system software layered architecture according to claim 1, characterized in that: In the input module, external input data includes sensor data and communication data, wherein: the data parsing submodule extracts valid information by parsing external communication data based on a data parsing algorithm, and completes data format conversion according to the provisions of the communication protocol, the data parsing algorithm includes the steps of frame header recognition, frame tail check, effective load extraction and / or data consistency verification, and the parsed data is stored in the form of global variables; the DA conversion submodule uses a mapping table to complete the conversion between sensor data and actual physical parameters, the mapping table obtains the corresponding relationship between input digital quantity and actual physical quantity based on standard source calibration and uses an interpolation algorithm to realize data conversion; the queue update submodule uses a circular queue data structure to store historical data, and when the queue is full, the earliest data is automatically overwritten to ensure that the latest historical data is always saved in the queue, and the queue length L is configured according to actual control requirements, and the queue data is stored in the form of global variables for easy access by other modules.

3. The aircraft engine control system software layered architecture according to claim 1, characterized in that: In the fault diagnosis module, the single fault judgment submodule sets a fault identification bit for each external input channel. When the corresponding channel data is detected to be out of the normal range, the fault identification bit is set to 1, otherwise it is set to 0, and all single-type faults form fault codes; The composite fault judgment submodule detects faults that need to be judged by a combination of multiple single faults, and judges whether a composite fault occurs according to the results of the single fault judgment and based on the preset fault combination rules; the fault classification submodule divides the faults into Class A, Class B and Class C according to the severity and impact range of the faults, among which Class A faults are faults that affect the normal operation of the engine and require immediate emergency stop, Class B faults are faults that do not affect the operation of the engine but need to be eliminated after shutdown, and Class C faults are faults used for system debugging; the fault clearing submodule is triggered by an external clearing signal to prevent random occasional faults from being automatically cleared.

4. The aircraft engine control system software layered architecture according to claim 1, characterized in that: In the state transfer and timing control module, the state transfer submodule is identified by a Class A fault. S 1. Manual status switch S 2. Operation status switch S 3. Emergency stop switch S 4 and whether the timing is over S 5 Five conditions are controlled together, and the transfer paths and trigger logic between standby state, manual state, running state and emergency stop state are pre-defined and stored in the controller; The timing control submodule uses a timing adjustment interpolation algorithm to calculate the control output and dynamically calculates the output change value through the timing array stored in the memory. m ×( n +1) stored in matrix form, where m Indicates the number of timing points, n Indicates the number of output channels. The first column of the matrix stores the timing time points, and the remaining columns store the target output values ​​of each output channel at the corresponding time points. It also supports online updating and dynamic adjustment of the timing array.

5. The aircraft engine control system software layered architecture according to claim 4, characterized in that: In the state transfer submodule, the transfer path and trigger logic between each state are: When the conditions are met S 2&(! S 3)&(! S 4) When the system switches from standby mode to manual mode; When the condition (! S 2)&(! S 3)&(! S 4) When the system switches from manual mode to standby mode; When the conditions are met S At 4, the system switches from manual mode to emergency stop mode; When satisfied (! S 1)&(! S 2)& S 3&(! S 4)&(! S 5) When the system switches from standby mode to running mode; When satisfied (! S 1)&(! S 2)&(! S 3)&(! S 4)& S At 5 o'clock, the system switches from the running state to the standby state; When the conditions are met S At 4, the system switches from the running state to the emergency stop state; When the condition (! S 2)&(! S 3)&(! S 4)& S At 5 o'clock, the system switches from emergency stop state to standby state; When the conditions are met S At 4 o'clock, the system switches from standby mode to emergency stop mode; Among them, "!" represents a logical NOT operation, and "&" represents a logical AND operation. The system enters the initial state after power-on, and the initial state directly switches to the standby state as the default working state of the system. The trigger logic of each state transfer path is implemented through the state transfer judgment function to ensure that the system can correctly respond to control instructions and fault signals in any working state, and realize safe and reliable state switching.

6. The aircraft engine control system software layered architecture according to claim 4, characterized in that: In the timing control submodule, the timing array D The matrix form is as follows: In the formula, t j Indicates j The time corresponding to each time point, α ji Indicates the output channel i At the timing point j The target output value, m is the number of timing points, n The number of output channels, the first column stores the timing point time t 1, t 2,…, t m , the remaining columns α ji Store each output channel at each timing point i The target output value of The timing adjustment interpolation algorithm is based on the current time t , Output Channel i Output value at the previous moment C i,t-1 , time series array D and data type identifier B Dynamically compute output channels i Output value C i,t , i Number the output channels, including the following steps: SS1. Number of points in time series m -1 range to traverse each time point j , determine the current time t Is it satisfied? t j ≤ t < t j+1 , if the condition is met, go to the next step, otherwise keep the output state of the previous moment; SS2. If the current time t Located in the time series interval [ t j , t j+1 ), then identify B and the time series array according to the data type D The target output value in α ji Determine the output channel i The output value calculation method is: like α ji =-1, output state C i,t Keep the last moment status C i,t-1 unchanged, that is C i,t = C i,t-1 ; If the data type identifier B =0, output state C i,t Directly given by the current time series array, that is C i,t = α ji ; If the data type identifier B =1, the linear interpolation method is used to calculate the output value, and the smooth transition of the output state is achieved through the following formula: in, α ji is the target value at the current timing point, α i(j-1) is the target value of the previous time point, t j and t j-1 are the current and previous time points respectively; SS3. If the current time t is not in the time series interval [ t j , t j+1 ), the output status C i,t Keep the last moment status C i,t-1 unchanged, that is C i,t = C i,t-1 ; SS4. After completing the above steps, return to the current time t Corresponding output channel i Output value C i,t .

7. The aircraft engine control system software layered architecture according to claim 1, characterized in that: In the limiting module, the rate limiting submodule and the amplitude limiting submodule work together to perform dual limits on the change rate and amplitude of the output. The calculation logic of the rate limiting submodule is based on the difference between the output of the current cycle and the output of the previous cycle. When the difference exceeds the preset maximum allowable change rate, it is limited to a specified range; the amplitude limiting submodule limits the amplitude of the output, and its limitation range is jointly determined by the maximum boundary value and the minimum boundary value. When the output exceeds the amplitude limit range, it is adjusted to a safe range.

8. The aircraft engine control system software layered architecture according to claim 7, characterized in that: The rate limiting submodule calculates the output channel in each control cycle using the following formula i The rate limit value is: ,in, Output channel for the current cycle i The target output value, Output channel after rate limiting i The adjustment value of For output channels i The maximum value allowed for the change in a single control cycle. If the rate of change of the output in the current cycle exceeds , the output is forced to be adjusted within the rate limit range; the amplitude limit submodule is based on the algorithm formula Further rate limiting output value Amplitude limitation is performed, where C i,max , C i,min Represents the output channels i The maximum and minimum values ​​allowed.

9. The aircraft engine control system software layered architecture according to claim 1, characterized in that: In the output module, the AD conversion submodule adopts the same interpolation algorithm and mapping table as the DA conversion submodule of the input module to ensure the consistency and accuracy of the input and output data; the data packaging submodule packages the digital signal in a frame format according to the requirements of the external communication protocol and transmits it to the hardware driver module. The packaging logic includes the generation of a frame header, a payload and / or a checksum.

10. The aircraft engine control system software layered architecture according to claim 1, characterized in that: The software layered architecture also includes a parameter editing program module that runs independently on the host computer, including at least three sub-modules: parameter configuration, parameter downloading, and data display, which are respectively used to configure and modify various parameters of the control system, download the configured parameters to the controller program through the communication interface, and display the parameter configuration information and the running status of the controller program in real time.

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