Power supply control system for aircraft engine controller

Abstract

The utility model provides a power supply control system for an aircraft engine controller. The power supply control system comprises a maintenance power-on switch, and an engine control unit and a health management unit which are connected with the maintenance power-on switch. The engine control unit comprises a first power supply controller used for providing a first power supply instruction; and the input end of the first relay is connected with the maintenance power-on switch and the first power supply controller, and the output end of the first relay is connected with a plurality of engine controllers in the engine control unit, so that power supply to the plurality of engine controllers is respectively controlled based on the on-off of the maintenance power-on switch and the first power supply instruction. The health management unit comprises a second power supply controller used for providing a second power supply instruction; and the input end of the second relay is connected with the maintenance power-on switch and the second power supply controller, and the second relay is connected with an engine monitoring device in the health management unit, so that the power supply to the engine monitoring device is controlled based on the on-off of the maintenance power-on switch and the second power supply instruction.

Description

Technical Field

[0001] This disclosure relates to aviation power supply systems, and more specifically, to a power supply control system for aircraft engine controllers. Background Technology

[0002] In traditional mode, aircraft engine controllers typically have two power supply links under normal development and operation conditions (including ground and air). For example... Figure 1 As shown, one is the main power supply link 110, which draws power from the power distribution equipment 2 (e.g., aircraft busbar) through the EICU (Engine Interface Control Unit) 102 to power the engine controller (including controller 1 and controller 2); the other is the backup power supply link 120, which supplies power to the engine controller (including controller 1 and controller 2) through a maintenance power-on switch 104 and a relay 106 when the engine is not under development and is in scenarios such as engine ground maintenance, troubleshooting, software upgrades, etc.

[0003] Engine controllers (or engine control systems) can be categorized into two types: integrated and distributed control schemes. For example... Figure 2a As shown, the integrated solution combines engine control and health management functions into one unit. The controller includes two EECs (Engine Electronic Controllers), namely EEC A and EEC B control boxes. The hardware and software DAL (Design Assurance Level) are generally Class A. For example... Figure 2b As shown, the distributed scheme splits the controller into three devices: two EECs and one EMU (Engine Monitoring Unit). The hardware and software DALs of the EECs are generally Class A, while the hardware and software design assurance level of the EMU is generally Class C.

[0004] It is evident that the integrated engine control system has the following disadvantages: (1) From a safety / reliability perspective: Health management and control functions with different safety levels are all undertaken by the EEC, which increases the complexity of the EEC, is not conducive to improving reliability, and increases the development cost of the EEC; (2) From a software upgrade perspective: The maturity levels of health management algorithms and control function algorithms are different, and the update stages and frequencies are also different. Updating the health management algorithm requires upgrading the EEC software version, which is not conducive to proving the impact on the control function software and increases the difficulty of obtaining approval from the regulatory authority; (3) From a resource allocation perspective: The EEC processor resources and storage resources are limited. The EEC mainly implements more important control functions, which can free up some processor resources. In contrast, the distributed engine control system has the following advantages: (1) An independent EMU can realize more online diagnostics and health management functions; (2) An independent EEC reduces its complexity and improves its reliability; (3) An independent EEC and EMU can realize flexible power supply and flexible operation.

[0005] However, the following problems also exist for distributed engine controllers: (1) Since the single engine controller of the aircraft has been changed from 2 devices (EEC A and EEC B) to 3 devices, a new engine power supply control device is required to supply power to the 3 devices; (2) Since the design guarantee level of the three control boxes is different, and the scenarios, stages and frequencies of ground maintenance are also different, a new power supply control device is required to provide flexible power supply to the 3 devices based on different scenarios.

[0006] Analysis of flight manuals for other aircraft models reveals that mainstream passenger aircraft such as the B737 and A320 do not have a separate maintenance power-on switch, but they do have switches that enable ground power supply control for the engine. Some aircraft models also use a single maintenance power-on switch and a relay to simultaneously power two channels of the engine controller; for example, pressing the maintenance power-on switch on the ground controls the power supply to two EEC boxes on the engine controller via a relay. However, current technology cannot achieve flexible power supply control for three devices in a single engine control system of a domestic project under different scenarios. Therefore, there is a need in this field for an improved power supply control system for aircraft engine controllers. Utility Model Content

[0007] This disclosure is provided to introduce, in a simplified form, some concepts that will be further described in the following detailed description. This disclosure is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter.

[0008] One of the objectives of this disclosure is to provide a power supply control system for aircraft engine controllers. This power supply control system includes power distribution equipment, maintenance power-on switches, relays, and a power controller. These components enable power supply control of controllers with different design assurance levels during ground maintenance, and allow for individual power-on and power-off of different controllers as needed.

[0009] According to one aspect of this disclosure, a power supply control system for an aircraft engine controller is provided, the power supply control system comprising: a maintenance power-on switch; an engine control unit connected to the maintenance power-on switch, the engine control unit further comprising: a first power controller for providing a first power supply command; a first relay, the input terminal of the first relay being connected to the maintenance power-on switch and the first power controller, and the output terminal of the first relay being connected to a plurality of engine controllers in the engine control unit, thereby controlling the power supply to the plurality of engine controllers respectively based on the on / off state of the maintenance power-on switch and the first power supply command; and a health management unit connected to the maintenance power-on switch, the health management unit further comprising: a second power controller for providing a second power supply command; a second relay, the input terminal of the second relay being connected to the maintenance power-on switch and the second power controller, and the output terminal of the second relay being connected to an engine monitoring device in the health management unit, thereby controlling the power supply to the engine monitoring device based on the on / off state of the maintenance power-on switch and the second power supply command.

[0010] In one embodiment of this disclosure, the input terminal of a maintenance power-on switch is connected to a first power distribution device to control the power supply of the first power distribution device to the first and second relays by switching the maintenance power-on switch on and off.

[0011] In another embodiment of this disclosure, the hardware and software design assurance level of the plurality of engine controllers is higher than that of the engine monitoring device.

[0012] In another embodiment of this disclosure, the input terminals of the first power controller and the second power controller are connected to the landing gear system to receive wheel-load signals from the landing gear system. The first power controller generates a first power supply command based on the wheel-load signals and a first status signal from the first relay, and the second power controller generates a second power supply command based on the wheel-load signals and a second status signal from the second relay.

[0013] In another embodiment of this disclosure, the plurality of engine controllers includes a first engine controller and a second engine controller, and the first relay further includes: a first switch connected to the first engine controller, and the first relay controls the power supply to the first engine controller by controlling the on / off state of the first switch; and a second switch connected to the second engine controller, and the first relay controls the power supply to the second engine controller by controlling the on / off state of the second switch.

[0014] In a further embodiment of this disclosure, the engine control unit further includes: a second power distribution device, the output of which is connected to a first switch so that a first relay controls the power supply of the second power distribution device to the first engine controller; and a third power distribution device, the output of which is connected to a second switch so that a first relay controls the power supply of the third power distribution device to the second engine controller.

[0015] In yet another embodiment of this disclosure, the second relay further includes a third switch connected to the engine monitoring device, and the second relay controls the power supply to the engine monitoring device by controlling the on / off state of the third switch.

[0016] In a further embodiment of this disclosure, the health management unit further includes a fourth power distribution device, the output of which is connected to a third switch so that the power supply of the fourth power distribution device to the engine monitoring device is controlled by a second relay.

[0017] In another embodiment of this disclosure, the engine monitoring device is connected to the second power controller via an avionics network to send an activation command to the second power controller, and the second power controller determines a second power supply command based on the activation command and wheel-mounted signals from the landing gear system.

[0018] In another embodiment of this disclosure, the plurality of engine controllers are connected to a first power controller via an avionics network to send an activation command to the first power controller, and the first power controller determines a first power supply command based on the activation command and wheel-mounted signals from the landing gear system.

[0019] These and other features and advantages will become apparent from the following detailed description and with reference to the accompanying drawings. It should be understood that the foregoing general description and the following detailed description are illustrative only and do not limit the scope of the claims. Attached Figure Description

[0020] To gain a more detailed understanding of the manner in which the features of this disclosure are described above, reference can be made to the various embodiments for a more specific description of the above-briefly summarized aspects, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings illustrate only certain typical aspects of this disclosure and should not be considered as limiting its scope, as this description may allow for other equivalent and effective aspects.

[0021] Figure 1 The diagram illustrates the power supply architecture of a traditional engine controller.

[0022] Figure 2a The schematic diagram of the integrated engine control system was explained.

[0023] Figure 2b The schematic diagram of the distributed engine control system was explained.

[0024] Figure 3 A schematic diagram of a power supply control system according to an embodiment of the present disclosure is described.

[0025] Figure 4 A schematic diagram of the main power supply link and the backup power supply link according to an embodiment of the present disclosure is provided.

[0026] Figure 5 A schematic diagram illustrating the switching control of a first relay according to an embodiment of the present disclosure is provided.

[0027] Figure 6 A schematic diagram of a separate power supply for a power supply control system according to an embodiment of the present disclosure is explained.

[0028] Figure 7 A flowchart of a power supply control method according to an embodiment of the present disclosure is provided.

[0029] Figure 8 A schematic diagram of an aircraft power supply control system for emergency use in the air, according to an embodiment of the present disclosure, is illustrated.

[0030] Figure 9 A schematic diagram of a power supply control system for when the controller 3 is powered alone, according to an embodiment of the present disclosure, is described.

[0031] Figure 10 A schematic diagram of a power supply control system for individually powering controllers 1 and 2 according to an embodiment of the present disclosure is provided.

[0032] The accompanying drawings are not drawn to scale. Detailed Implementation

[0033] The present disclosure will now be described in detail with reference to the accompanying drawings, and its features will become even more apparent in the following detailed description.

[0034] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0035] In the description of this disclosure, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," etc., indicating orientation or positional relationships are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. "Vertical" is not vertical in the strict sense, but within the allowable tolerance range. "Parallel" is not parallel in the strict sense, but within the allowable tolerance range.

[0036] The directional terms used in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this disclosure. It should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0037] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0038] In the description of the embodiments disclosed herein, the term "and / or" is merely a description of the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following associated objects have an "or" relationship.

[0039] Figure 3 A schematic diagram of a power supply control system according to an embodiment of the present disclosure is shown. This power supply control system performs power supply control through an engine control unit and a health management unit, respectively.

[0040] It should be noted that Figure 3 The power supply control system illustrated is illustrative only and not limiting. The power supply control system of this invention may include, but is not limited to, other systems. Figure 3 The power supply control system shown has more or fewer components. For example, Figure 4A schematic diagram of a main power supply link and a backup power supply link according to an embodiment of the present disclosure is shown. It can be seen that... Figure 4 The power supply control system shown includes a backup power supply link 450 (i.e. Figure 3 In addition to the components of the power supply control system shown, it also includes a main power supply link, which includes a fifth power distribution device 420. Figure 4 (Illustrated as "Power Distribution Equipment 5") and EICU 410.

[0041] like Figure 3 As shown, the power supply control system includes a maintenance power-on switch 310, an engine control unit 320 connected to the maintenance power-on switch 310, and a health management unit 330 connected to the maintenance power-on switch 310.

[0042] The engine control unit 320 further includes a first power controller 322. Figure 3 The first relay 324 is shown as "Power Controller 1". Figure 3 (represented as "relay 1") and multiple controllers. These multiple controllers may, for example, include a first controller 326 ( Figure 3 (shown as "Controller 1" or "EEC A") and the second controller 328 ( Figure 3 (Represented as "Controller 2" or "EEC B"). The output of the first power controller 322 is connected to the first relay 324 to provide a first power supply command to the first relay 324. The first relay 324 has multiple inputs, one of which is also connected to the output of the maintenance power-on switch 310. The output of the first relay 324 is connected to multiple engine controllers in the engine control unit, allowing the first relay 324 to control the power supply to each of the multiple engine controllers based on the on / off state of the maintenance power-on switch 310 and the first power supply command from the first power controller 322. These multiple engine controllers can be multiple EECs.

[0043] The health management unit 330 further includes a second power controller 332. Figure 3 The second relay 334 is shown as "Power Controller 2". Figure 3 The relay is shown as "Relay 2" in the middle, and the EMU (Engine Monitoring Unit) 336 ( Figure 3(This is referred to as "Controller 3" or "EMU"). The output of the second power controller 322 is connected to the second relay 334 to provide a second power supply command to the second relay 334. The second relay 324 has multiple inputs, one of which is also connected to the output of the maintenance power-on switch 310. Furthermore, the output of the second relay 334 is connected to the EMU 336, allowing the second relay 334 to control the power supply to the EMU 336 based on the on / off state of the maintenance power-on switch 310 and the second power supply command from the second power controller 332.

[0044] In a non-limiting embodiment, the input of the maintenance power-on switch 310 is connected to the first power distribution device 302. Figure 3 (represented as "Power Distribution Equipment 1"), which controls the power supply of the first power distribution equipment 302 to the first relay 324 and the second relay 334 by maintaining the on / off state of the power-on switch 310.

[0045] In another non-limiting embodiment, the hardware and software design assurance level of the plurality of engine controllers in the engine control unit 320 is higher than that of the EMU 336 in the health management unit 330. For example... Figure 3 As shown, the engine control unit 320 includes a first controller 326 and a second controller 328. The hardware and software design guarantee level of the first controller 326 and the second controller 328 is generally level A, while the hardware and software design guarantee level of the EMU 336 in the health management unit 330 is generally level C.

[0046] In yet another non-limiting embodiment, further combining Figure 4 The input terminals of the first power controller 322 and the second power controller 332 are connected to the landing gear system 410 to receive wheel-mounted signals (e.g., WOW) from the landing gear system 410. Accordingly, the first power controller 322 generates a first power supply command (e.g., Power engage 1) based on the wheel-mounted signal and a first status signal (e.g., Power status 1) from the first relay 324, and the second power controller 322 generates a second power supply command (e.g., Power engage 2) based on the wheel-mounted signal and a second status signal (e.g., Power status 2) from the second relay 334.

[0047] In yet another non-limiting embodiment, the plurality of engine controllers in the engine control unit 320 include a first engine controller 326 and a second engine controller 328. Accordingly, further combined with Figure 5The first relay 324 includes a first switch 502 connected to the first engine controller 326 and a second switch 504 connected to the second engine controller 328. Accordingly, the first relay 324 can control the power supply to the first engine controller 326 by controlling the on / off state of the first switch 502. Similarly, the first relay 324 can control the power supply to the second engine controller 328 by controlling the on / off state of the second switch 504.

[0048] In a further non-limiting embodiment, further combination Figure 5 The engine control unit 320 further includes a second power distribution device 325. Figure 5 The third power distribution equipment (referred to as "Power Distribution Equipment 2") and the third power distribution equipment 327 (shown in the middle) Figure 5 (Illustrated as "Power Distribution Equipment 3"). The output of the second power distribution equipment 325 is connected to the first switch 502, so that the first relay 324 controls the power supply of the second power distribution equipment 325 to the first engine controller 326. Similarly, the output of the third power distribution equipment 327 is connected to the second switch 504, so that the first relay 324 controls the power supply of the third power distribution equipment 327 to the second engine controller 328.

[0049] In yet another non-limiting embodiment, referring to the above description of the first relay 324 controlling the power supply to the first engine controller 326 and the second engine controller 328 respectively, the second relay 334 may further include a third switch connected to the EMU 336, and accordingly, the second relay 334 can control the power supply to the EMU 336 by controlling the on / off state of the third switch.

[0050] In a further non-limiting embodiment, similarly, the health management unit 330 may further include a fourth power distribution device 329. Figure 3 (Represented as "Power Distribution Equipment 4"), the output terminal of the fourth power distribution equipment 329 is connected to the third switch so that the power supply of the fourth power distribution equipment 329 to the EMU 336 is controlled by the second relay 334.

[0051] In yet another non-limiting embodiment, further combining Figure 6 EMU 336 can be connected to the second power controller 332 via avionics network 602 to send an activation command to the second power controller 332, and the second power controller 332 can determine a second power supply command based on the activation command and wheel-mounted signals from landing gear system 410.

[0052] In yet another non-limiting embodiment, further combining Figure 6Multiple engine controllers in the engine control unit 320 can be connected to the first power controller 322 via the avionics network 602 to send an activation command to the first power controller 322, and the first power controller 322 can determine a first power supply command based on the activation command and the wheel load signal from the landing gear system 410.

[0053] Figure 7 A flowchart of a power supply control method according to an embodiment of the present disclosure is shown. This method can be applied to a power supply control system as described above, and accordingly, the following is combined with… Figures 1-6 To explain.

[0054] The method begins in initial state 702, then proceeds to step 704, where a wheel-mounted signal from the landing gear system 410 is detected, and the aircraft's ground position is determined based on this signal. If the aircraft is determined to be on the ground, the process proceeds to step 706; otherwise, it proceeds to step 708.

[0055] In step 706, when the aircraft is on the ground, check whether the maintenance power switch 310 is pressed. If so, proceed to steps 710 and 722; otherwise, proceed to step 712.

[0056] In step 712, when the maintenance power-on switch 310 is not pressed, the first relay 324 and the second relay 334 are not energized, and correspondingly, the multiple engine controllers in the engine control unit 320 and the engine monitoring device 336 in the health management unit 330 remain in their initial state.

[0057] In step 710, i.e., when the maintenance power switch 310 is in the pressed state (powering the first relay 324 and the second relay 334), it is further determined whether the first power controller 322 provides the first power supply command. If so, proceed to step 714; otherwise, proceed to step 716.

[0058] In step 714, when the first power controller 322 sends a first power supply command, the first relay 324 is powered on, and the first relay 324 controls the power supply of multiple engine controllers in the engine control unit 320.

[0059] In step 716, when the first power controller 322 does not send the first power supply command, the first relay 324 is not powered on, and the first relay 324 controls the multiple engine controllers in the engine control unit 320 to not be powered on.

[0060] In step 722, when the maintenance power switch 310 is in the pressed state (powering the first relay 324 and the second relay 334), it is further determined whether the second power controller 332 provides a second power supply command. If so, proceed to step 724; otherwise, proceed to step 726.

[0061] In step 724, when the second power controller 332 sends a second power supply command, the second relay 334 is energized, and the second relay 334 controls the energization of the engine monitoring device 336 in the health management unit 330.

[0062] In step 726, when the second power controller 332 does not send the second power supply command, the second relay 334 is not energized, and the second relay 334 controls the engine monitoring device 336 in the health management unit 330 to not be energized.

[0063] In step 708, after confirming that the aircraft is in the air, check whether the maintenance power switch 310 is pressed. If so, proceed to step 718; otherwise, proceed to step 720.

[0064] In step 718, when the maintenance power switch 310 is in the pressed state (powering the first relay 324 and the second relay 334), the first relay 324 is powered on and controls the power-on of multiple engine controllers in the engine control unit 320. At the same time, the second relay 334 is not powered on and controls the power-off of the engine monitoring device 336 in the health management unit 330.

[0065] In step 720, when the maintenance power-on switch 310 is not pressed, the first relay 324 and the second relay 334 are not energized, and correspondingly, the multiple engine controllers in the engine control unit 320 and the engine monitoring device 336 in the health management unit 330 remain in their initial state.

[0066] The above describes the power supply control system and corresponding method for an aircraft engine controller disclosed herein. The following section, in conjunction with... Figure 4 To provide a specific implementation example. For example... Figure 4 As shown, the core components of this power supply control system are the maintenance power-on switch, relays, and power controller. However, it should be noted that... Figure 4 For illustrative purposes only, the power supply control system disclosed herein may include, but is not limited to, those described above. Figure 4 The components shown may have more or fewer components.

[0067] refer to Figure 4Relay 1 (i.e., first relay 324) receives the power supply command from maintenance power-on switch 310 and the power supply command (Power engage 1) from power controller 1 (i.e., first power controller 322), and then controls switches 1 and 2 to close. Additionally, power distribution equipment 2 (i.e., second power distribution equipment 325) and power distribution equipment 3 (i.e., third power distribution equipment 327) supply power to controller 1 (i.e., first controller 326) and controller 2 (i.e., second controller 328). Relay 2 (i.e., second relay 334) receives the power supply command from maintenance power-on switch 310 and the power supply command (Power engage 2) from power controller 2 (i.e., second power controller 332), and then controls switch 3 to close. Additionally, power distribution equipment 4 (i.e., fourth power distribution equipment 329) supplies power to controller 3 (i.e., EMU 336). Power controllers 1 and 2 receive the WOW signal from landing gear system 410 and the status signals from relays 1 and 2, thereby generating power supply commands. The explanations of the above signals are as follows:

[0068] When the maintenance power switch 310 is in the "out" position, it is off; when the maintenance power switch 310 is in the "in" position, it is on.

[0069] WOW represents the wheel-mounted signal; WOW=1 means the aircraft is on the ground; WOW=0 means the aircraft is in the air.

[0070] Power engage represents the operating state of the power controller, and the logic is as follows:

[0071] Power engage1=1 means that power controller 1 controls relay 1 to power on, and Power engage1=0 means that power controller 1 controls relay 1 to power off.

[0072] Power engage2=1 means that power controller 2 controls relay 2 to power on, and Power engage2=0 means that power controller 2 controls relay 2 to power off.

[0073] Switch 1 is the switch for relay 1. When relay 1 is powered on, switch 1 closes; when relay 1 is powered off, switch 1 opens.

[0074] Switch 2 is the switch for relay 1. When relay 1 is powered on, switch 2 is closed, and when relay 1 is powered off, switch 2 is open.

[0075] Switch 3 is the switch for relay 2. When relay 2 is powered on, switch 3 is closed, and when relay 2 is powered off, switch 3 is open.

[0076] It should be noted that when WOW=1 (the aircraft is on the ground), as long as the maintenance power switch 310 is in the pressed position, the power controller 1 and the power controller 2 control the relays 1 and 2 to power on, thereby connecting the switches 1, 2 and 3, ensuring that all three controller devices are powered on.

[0077] refer to Figure 5 When WOW=0 (the aircraft is in the air), if the EICU 410 on the main power supply channel fails, the power distribution equipment 5 (i.e., the fifth power distribution equipment 420) cannot supply power to controllers 1, 2, and 3. In this emergency situation, the maintenance power-on switch 310 can be pressed. At this time, power controllers 1 and 2, combined with the wheel load signal, will only control relay 1 to be powered on, and control relay 2 to not be powered on. In this emergency situation, only controllers 1 and 2 (EEC A and EEC B) with higher design assurance levels will be powered on. Controller 3 (EMU) does not need to be powered. This design ensures the safety of the aircraft in an emergency situation in the air and reduces unnecessary electrical load.

[0078] Furthermore, because the engine control software and health management software used in the engine control unit and health management unit have different design assurance levels, their software upgrade phases and frequencies differ. This creates scenarios where independent ground software upgrades and ground tests are required for different control boxes (i.e., different controllers). Therefore, a function to independently power the three control boxes is needed. Thus, the power controllers of this disclosure can control corresponding relays by combining the wheel-borne signals transmitted by the avionics network and the on / off signals of electrical equipment, thereby controlling the independent power supply to the three control boxes. (Reference) Figure 6 In ground maintenance scenarios, when it is necessary to supply power to controller 3 (EMU) separately, controller 3 transmits a power-on command to power controller 2 through avionics network 602. Power controller 2, in conjunction with the wheel-mounted signal (WOW=1), controls relay 2 to close, thereby powering controller 3. Similarly, controller 1 and controller 2 can be powered separately.

[0079] It is evident that, compared to solutions in the prior art, this disclosure has at least the following advantages:

[0080] (1) By combining wheel-borne signals to distinguish whether the aircraft is on the ground or in the air, flexible power supply control of the aircraft's three controller devices in different scenarios is realized.

[0081] (2) By using a power controller to control the power on and off of the two relays in combination with the usage scenario, instead of keeping the relays in a constantly powered state as in the traditional power supply scheme, the lifespan of the relays can be extended and the operating costs of the airline can be reduced.

[0082] (3) By controlling the power supply of two relays to power on and off in combination with the usage scenario, the power supply to different engine control boxes can be controlled separately, instead of the traditional solution where the EEC control box is always powered on as long as the maintenance power switch is closed. This can minimize unnecessary working time of the EEC, reduce internal heat generation during EEC operation, extend the life of the EEC, and further reduce the operating costs of the airline.

[0083] (4) Based on the different design assurance levels of the control boxes, the wheel-mounted signal is used to distinguish the different power supply control logic of the three control boxes in the ground and air states. This ensures that if the EICU fails in the air, only controller 1 and controller 2 with DAL (design assurance level) A will be provided with backup emergency power supply in the emergency state, while controller 3 will be disconnected. This ensures that the controller functions normally while reducing unnecessary power load and improving the reliability of the control system.

[0084] The following further combines Figure 3 , Figure 4 ,as well as Figures 8-10 This will explain the implementation examples in different scenarios.

[0085] Scenario 1: Implement ground maintenance power-on for three control boxes of an aircraft engine in a certain project. (Reference) Figure 3 and Figure 4 When WOW=1 (the aircraft is on the ground), the maintenance power switch 310 is in the pressed position. Each power controller receives the wheel load signal and the power supply signal of the three control boxes, controls relay 1 and relay 2 to power on, and can connect switch 1, switch 2 and switch 3 to realize the ground maintenance power supply of the three engine control boxes.

[0086] Scenario 2: Implement backup power supply for the EEC in case of an emergency power failure in the EICU during flight. (Reference) Figure 8 When WOW=0 (the aircraft is in the air), if the EICU on the main power supply channel fails and cannot supply power to the controller, the aircraft is in an in-flight emergency state. The maintenance power-on switch 310 can be pressed. At this time, each power controller, in conjunction with the wheel load signal, will only control relay 1 to be powered on, while relay 2 will not be powered on. In this emergency situation, only controllers 1 and 2 (EEC A and EEC B) with higher design assurance levels will be powered on, while the power load of controller 3 (EMU) will be disconnected. This design ensures backup power supply for the aircraft in an in-flight emergency state and reduces unnecessary power load.

[0087] Scenario 3: Achieving independent power supply control for different control boxes during their respective ground software upgrades or ground tests. The power controller can control the corresponding relays by combining the wheel-borne signals transmitted through the avionics network and the on / off signals of the electrical equipment, thereby controlling the independent power supply of the three control boxes. For example, in a ground maintenance scenario, when it is necessary to supply power to controller 3 (EMU) separately, controller 3 transmits an on command to power controller 2 through the avionics network. Power controller 2, combined with the wheel-borne signal (WOW=1), controls relay 2 to close, thereby powering controller 3. Figure 9 The circuitry is represented by thicker lines, which can correspond to power supply scenarios such as multiple separate ground software upgrades performed only on the EMU after certification; similarly, separate power supplies can be provided for controllers 1 and 2. Figure 10 The circuit is represented by a thicker line, which can correspond to, for example, the power supply scenario when only the two control boxes of the EEC are used for ground OATP (onboard test procedure) testing before certification.

[0088] Throughout the specification, references to "an example" or "one example" have been made, meaning that a specific feature, structure, or characteristic is included in at least one example. Therefore, the use of such phrases may involve more than one example. Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more examples.

[0089] However, those skilled in the art will recognize that these examples can be practiced without one or more specific details, or with other methods, resources, materials, etc. In other instances, well-known structures, resources, or operations have not been shown or described in detail to avoid obscuring aspects of these examples.

[0090] Although examples and applications have been explained and described, it should be understood that these examples are not limited to the precise configurations and resources described above. Various modifications, alterations, and variations that will be obvious to those skilled in the art can be made to the arrangement, operation, and details of the methods and systems disclosed herein without departing from the scope of the claimed examples.

Claims

1. A power supply control system for an aircraft engine controller, characterized by, Comprising: a maintenance power-on switch; an engine control unit connected to the maintenance power-on switch, the engine control unit further comprising: a first power supply controller configured to provide a first power supply instruction; a first relay having an input connected to the maintenance power-on switch and the first power supply controller, and an output connected to a plurality of engine controllers in the engine control unit, such that power supply to the plurality of engine controllers is controlled based on the on-off state of the maintenance power-on switch and the first power supply instruction, respectively; and a health management unit connected to the maintenance power-on switch, the health management unit further comprising: a second power supply controller configured to provide a second power supply instruction; a second relay having an input connected to the maintenance power-on switch and the second power supply controller, and an output connected to an engine monitor in the health management unit, such that power supply to the engine monitor is controlled based on the on-off state of the maintenance power-on switch and the second power supply instruction.

2. The power supply control system of claim 1, wherein, The input of the maintenance power-on switch is connected to a first power distribution device, such that power supply to the first relay and the second relay by the first power distribution device is controlled by the on-off state of the maintenance power-on switch.

3. The power supply control system of claim 1, wherein, The plurality of engine controllers have a higher software and hardware design assurance level than the engine monitor.

4. The power supply control system of claim 1, wherein, The input of the first power supply controller and the input of the second power supply controller are connected to a landing gear system to receive a wheel load signal from the landing gear system, and the first power supply controller generates the first power supply instruction based on the wheel load signal and a first status signal from the first relay, and the second power supply controller generates the second power supply instruction based on the wheel load signal and a second status signal from the second relay.

5. The power supply control system of claim 1, wherein, The plurality of engine controllers include a first engine controller and a second engine controller, and the first relay further comprises: a first switch connected to the first engine controller, and the first relay controls power supply to the first engine controller by controlling the on-off state of the first switch; and a second switch connected to the second engine controller, and the first relay controls power supply to the second engine controller by controlling the on-off state of the second switch.

6. The power supply control system of claim 5, wherein, The engine control unit further comprises: a second power distribution device, an output of the second power distribution device being connected to the first switch, such that power supply to the first engine controller by the second power distribution device is controlled by the first relay; and a third power distribution device, an output of the third power distribution device being connected to the second switch, such that power supply to the second engine controller by the third power distribution device is controlled by the first relay.

7. The power supply control system of claim 1, wherein, The second relay further comprises a third switch connected to the engine monitor, and the second relay controls power supply to the engine monitor by controlling the on-off state of the third switch.

8. The power supply control system of claim 7, wherein, The health management unit further comprises a fourth power distribution device, an output of the fourth power distribution device being connected to the third switch, so that the fourth power distribution device is controlled by the second relay to supply power to the engine monitoring device.

9. The power supply control system of claim 1, wherein, The engine monitoring device is connected to the second power controller via an avionics network to send an on command to the second power controller, and the second power controller determines the second power supply instruction based on the on command and a wheel load signal from a landing gear system.

10. The power supply control system of claim 1, wherein, The plurality of engine controllers are connected to the first power controller via an avionics network to send an on command to the first power controller, and the first power controller determines the first power supply instruction based on the on command and a wheel load signal from a landing gear system.

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