RU2773004C1 - Device for controlling throttle valve of aircraft engine - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention can be used in aircraft piston engines. A device for controlling a throttle valve of an aircraft engine contains electric engine (6) connected to controller (4) connected to valve position sensor (13). Valve position sensor (13) is connected to rotary element (12) connected to return spring (11). The device contains second electric engine (7) connected to second controller (5) connected to second valve position sensor (14). Second valve position sensor (14) is connected to rotary element (12). The device contains two planetary gearboxes (8), (9), summing gearbox (10), two electrical connectors (cylindrical knife connector, hereinafter – CKC1), (CKC2) and block (3) of external connectors and radio interference filters. Electrical connector (CKC1), electric engine (6), controller (4), planetary gearbox (8) and valve position sensor (13) form the main control channel. Second electrical connector (CKC2), second electric engine (7), controller (5), planetary gearbox (9) and position sensor (14) form a duplicate control channel. Planetary gearboxes (8), (9) are connected to summing gearbox (10) connected to return spring (11). Controllers (4), (5) are connected to block (3) of external connectors connected to electrical connectors (CKC1), (CKC2).

EFFECT: increase in the reliability of a device for controlling a throttle valve.

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Description

SUBSTANCE: invention relates to aircraft engineering, namely to a device for controlling the throttle valve of an aircraft engine, and more specifically, to controlling the air supply to an aircraft piston engine.

A throttle signal control system is known (see US application 2020173374 according to IPC class F02D9/02, published on 06/04/2020) of a vehicle containing a controller having multifunctional input / output ports (for example, one or more physical interfaces) that can accept input signals and send output data. Signals can be converted from analog to digital or from digital to analog. . The input and output signals can also be controlled by control logic or by a processor running automated algorithms. The controller can accept as input a throttle position signal from a throttle sensor. The controller can send a throttle position signal to the ECM in the form of a throttle signal. The electronic control unit may control the rate of fuel supply to the internal combustion engine based on the throttle signal to control the power of the generator.

However, the device is designed to control the output power of an alternator and cannot be used to control the speed or torque on the engine output shaft by supplying air. To create an air-fuel mixture, it is necessary to use additional software or hardware algorithms of an external electronic control unit.

A device for controlling the throttle valve of an internal combustion engine of an aircraft (see Japanese application 2009013811 according to class IPC F02D11/10, pub.22.01.2009), containing an electric motor for actuating the throttle valve, is known. The throttle shaft that supports it is rotatably attached, and a return spring is provided between the side of the main body and the side of the throttle shaft to drive the throttle to the fully open direction when the motor is not running. This provides a full throttle opening mode in the event of a power failure or failure of the electronic throttle control device to ensure the operation of the aircraft engine.

However, for a device that ensures the safety of the flight of an aircraft, the presented device does not have a built-in control system and low fail-safety, since the main control element - the electric motor is not redundant, and there is no throttle position sensor as an element.

Closest to the claimed is a device for controlling the throttle valve of the aircraft engine, containing an electric motor connected to the valve, connected on the one hand to the controller, on the other hand to the gearbox, the valve position sensor connected to the controller (see the book "On-board electronic equipment of aircraft devices "/ A.N. Popov, A.V. Mayorov, D.P. TETERIN and others; edited by D.P. Teterin. - M.: Innovative engineering, 2020. - S. 211-212), containing a housing, an electric motor, a gear cylindrical reducer, a damper position sensor, a return spring mechanism. The electric motor in the damper is controlled by a microcontroller using a transistor power switch. Information about the current position of the damper is carried out using a non-contact position sensor. The electronic part of the throttle valve is located in a separate compartment from the mechanical part.

However, the design does not allow reliable continuous monitoring of the technical condition of the damper, since the microcontroller and the position sensor are not redundant, as a result of which the electronic control unit will not be able to make the right decision about the current state of the throttle in case of a false failure or in a disputable situation. Also, the lack of redundancy will lead to the inability to survive one homogeneous failure and ensure the further operation of the aircraft engine.

The technical problem of the claimed invention is the creation of a device for controlling the throttle valve of an aircraft engine, which allows for continuous monitoring of the technical condition of the valve.

EFFECT: high reliability, fail-safe and controllability of the throttle control device.

To solve the problem and the claimed result, the control device for the throttle valve of an aircraft engine, containing an electric motor connected to a controller connected to a damper position sensor connected to a rotary element connected to a return spring, according to the invention, contains a second electric motor connected to a second controller, connected to the second damper position sensor connected to the rotary element, two planetary gearboxes, a summing gearbox, two electrical connectors and a block of external connectors and radio interference filters, while one of the electrical connectors, an electric motor, a controller, a planetary gearbox and a damper position sensor form the main channel control, and the second electrical connector, the second electric motor, the controller, the planetary gearbox and the position sensor form a backup control channel, and the planetary gearboxes are connected to the summing gearbox, connected to the return spring, and the controllers are connected to the external connector block associated with the electrical connectors.

Each of the controllers consists of a power supply module, a voltage measurement module, an external interface module, a computing module, a signal level converter module, a power supply control module for an electric motor, an electric motor control module, a consumption current measurement module, while the inputs of the computing module are connected to the output of the electric drive unit, the unit position sensor, consumption current measurement module and external interface module, one of the outputs of the computing module is connected to the signal level converter module, and the other output is connected to the electric motor power supply control module, the input of which is connected to the output of the consumption current measurement module, the input of which is connected to the module output motor control, the other output of which is connected to the input of the motor unit, and the other input of the motor control module is connected to the power supply module and the voltage measurement module, the external interface module is connected to the block of external connectors and filters p radio interference.

The invention is illustrated in the drawings, which show:

In FIG. 1 is a block diagram of a throttle control device.

In FIG. 2 is a diagram of the internal structure of the controller.

In FIG. 3 - logic diagram of the throttle valve reliability proof

In the drawings, positions indicate:

1 - electrical connector 1 channel

2 - electrical connector 2 channels

3 - block of external connectors and radio interference filters

4 - controller 1 channel

5 - controller 2 channels

6 - electric motor 1 channel

7 - electric motor 2 channels

8 - planetary gear 1 channel

9 - planetary gear 2 channels

10 - summing gearbox

11 - torsion return spring

12 - rotary element

13 - position sensor of the rotary element of channel 1

14 - rotary element position sensor 2 channels

15 - controller power module

16 - controller voltage measurement module

17 - controller external interface module

18 - computing module of the controller

19 - signal level converter module

20 - motor power control module

21 - motor control module

22 - consumption current measurement module

The device contains the main (first) and backup (second) control channels. Each of the channels consists of an electrical connector, a control controller, an electric motor, a planetary gearbox, and a position sensor.

The main (first) channel contains an electrical connector 1 connected through a block of external connectors 3 to the controller 4 connected to the rotary element position sensor 13 and the electric motor 6 connected to the planetary gearbox 8 connected to the summing gearbox 10 connected to the torsion return spring 11.

The redundant (second) channel also contains an electrical connector 2 connected through the block of external connectors 3 to the second controller 5 connected to the rotary element position sensor 14 and the electric motor 7 connected to the planetary gearbox 9 connected to the summing gearbox 10 connected to the torsion return spring eleven.

Each of the controllers (see Fig. 2) consists of a power module 15, a voltage measurement module 16, an external interface module 17, a computing module 18, a signal level converter module 19, a motor power control module 20, a motor control module 21, a current measurement module consumption 22, while the inputs of the computing module 18 are connected to the output of the electric motor 6 (for channel 1) and the electric motor 7 (for channel 2), position sensor 13 (for channel 1) and position sensor 14 (for channel 2), consumption current measurement module 22 and external interface module 17, one of the outputs of the computing module 18 is connected to the signal level converter module 19, and the other output is connected to the power supply control module of the electric motor 20, the input of which is connected to the output of the current consumption measurement module 22, the input of which is connected to the output of the control module electric motor 21, the other output of which is connected to the input of the electric motor 6 (for 1 channel) and the electric motor I 7 (for channel 2), and the other input of the motor control module 21 is connected to the power module 15 and the voltage measurement module 16, the external interface module 17 is connected to the block of external connectors and radio interference filters 3.

The device works as follows.

In normal operation, the electronic engine control unit (ECU) (not shown in the drawings) provides power to channel 1 through an electrical connector, and also provides information in digital form indicating the desired position angle of the rotary element 12. The power module 15 of the controller of the first channel 4 provides the necessary voltage control circuit of the motor 6 and the power supply of the logic elements of the controller. The controller 4 generates a control action on the electric motor 6, which, through the planetary gearbox 8, transmits the torque to the summing gearbox 10, which, in turn, drives the throttle shaft, on which the rotary element 12 is rigidly fixed, having a mechanical connection with the position sensor , which transmits information about the current position to the controller 4, providing feedback on the position in the control channel.

A similar principle of operation is provided for the second throttle channel.

Each channel receives commands and transmits information about its technical condition via information exchange channels. Also, each channel controls information about the technical state of the adjacent channel, issued by the adjacent channel via the information exchange channel.

In the event of a failure of the power section of the backup channel, the position of the rotary element 12 is controlled by the main (first) channel, the failed channel does not interfere with the damper control (the channel motor is de-energized). In the event of a failure of the power section of the main channel, the damper is controlled by the backup (second) channel, which becomes active, while the failed channel does not interfere with the control.

To ensure the necessary depth of self-control, reliability and fail-safety, the following modes are algorithmically implemented.

1. Mode "Initialization".

In the "Initialization" mode, the throttle valve is adjusted and prepared for operation in the "Basic operating mode". From the "Initialization" mode, the damper switches to one of the following operating modes:

- “Main mode of operation” (upon successful initialization);

- "Software downloads (SW)" (if there is a "Download" signal);

- "Rejection" (in case of unsuccessful initialization).

In the "Initialization" mode, a preliminary check of the serviceability of both throttle channels takes place: checking the controller, checking the information exchange channels, checking the electric motors and position sensors.

2. "Basic mode"

Upon successful initialization and serviceability of at least one of the channels, the throttle valve starts to function in the "Basic mode". The main functions in this mode are receiving and executing commands received via the ECU information exchange channel, as well as continuous monitoring of the supply voltage, operating time, state of the current sensors, temperature, position of the motor shaft and rotary element to determine the health of the channels. In addition, to assess the state of the adjacent channel, each throttle channel receives and analyzes information provided by the adjacent channel to the ECU via the information exchange channel.

3. "Calibration" mode

The "Calibration" mode is started from the "Main operating mode" by a command from the group of commands of the "Calibration" mode in accordance with the protocol for the interaction of the throttle valve with the control and testing equipment via the information exchange channel. Reception of commands from the group of commands of the “Calibration” mode is active for 2 minutes after power is supplied to the throttle valve, after this time the entrance to the “Calibration” mode is blocked.

The main function in this mode is the calibration of the position sensors of the rotary element to ensure the required accuracy of dosing the air supplied to the internal combustion engine of the aircraft. Exit from the "Calibration" mode is performed by resetting the supply voltage.

4. Ground advanced control mode

The "Ground advanced control" mode is launched from the "Basic mode" when the "Test" command is received via the information exchange channel with the ECU. In the "Ground extended control" mode, the throttle valve performs pre-flight control of the channels' health according to the built-in algorithms.

After 2 minutes have elapsed from the moment the throttle valve is energized or after any of the commands to move the rotary element (“open”, “close”, “move to a given angle”) is received from the ECU, the entrance to the “Ground extended control” mode is blocked .

5. "Rejection" mode

In case of unsuccessful initialization or malfunction of both channels, the throttle valve starts to function in the “Failure” mode. In the "Failure" mode, the throttle de-energizes the electric motors of both channels, and the torsion spring moves the rotary element to the fully open position.

6.Reserve mode

During operation in "Main mode", if a failure of one of the channels occurs, the throttle valve automatically switches to the "Standby" mode by means of the firmware, while continuing to remain fully functional.

7. Mode "Reconfiguration of the system"

In the presence of the “Failure” mode, if it is absolutely necessary to continue the controlled dosing of the amount of air into the engine of the aircraft, the ECU issues the “System Reconfiguration” command to the throttle valve via the information exchange channel. The throttle valve, after analyzing the state of the functional elements of each of the control channels, builds by software a functional diagram and operable elements of each of the channels, which can ensure the further functioning of the throttle valve.

When the first channel is in operation, the second channel is in a “hot standby” and monitors the response of the control channel of the rotary element to the control action and, if the control result is mismatched, by comparing the actual value of the position of the rotary element with that calculated by the mathematical model, it detects a failure condition, which transmits information to the electronic unit control, which makes a decision: to completely remove power from the throttle valve, thereby opening the flow section of the engine air duct, or to transfer control to the second channel, turning off the first one.

In the event of a partial heterogeneous failure of the elements of both control channels, the algorithms implemented in the software allow, at the signal of the electronic control unit, to reconfigure the elements of the control channels, providing cross-control of the controller of the first channel by the electric motor of the second channel and vice versa, as well as using information from the angular position sensor of the first channel of the controllers second channel and vice versa.

As shown in Figure 3, channel connectors 1 and 2, controllers 4 and 5, and position sensors 13 and 14 operate in hot standby mode (parallel loaded connection). In turn, the electric motor 6 has a reserve in the form of a similar electric motor 7, which is put into operation only after a failure is detected on the main line (parallel unloaded connection).

However, it should be noted that physically, with the help of power and information outputs, two lines are formed inside the damper: the main and the backup. Both lines consist of the same components: controller, electric motor, encoder and connector. If a failure of one of the listed components in the main line is detected, the backup line is switched on, while the main one is turned off (throttle switch to “Standby mode” or “System reconfiguration”).

The block of external connectors 3 provides the necessary electrical connections with the contacts of the external connectors. Performs circuit filtering to meet the requirements of electronic protection. Ensures the damper operation in the event of a power failure in one of the channels. Provides inrush current limitation. The module uses the MRM1-D2.5DM filter to filter interference in the power supply circuits and ensure electromagnetic compatibility (EMC) and Bourns protective elements (high-speed arresters, current fuses and suppressors) to protect interface circuits from overvoltages. Limitation of starting currents and power off in the absence of an external discrete signal "Turn on" is performed by a circuit based on MOS transistors 2PE209V92. The supply voltage from 2 channels is summed up using an assembly of Schottky diodes 2DSh2125BS92.

Controllers 4 and 5 are designed to receive information about the position of the rotary element 12 from position sensors 13 and 14, receive information about the position of the shaft of electric motors 6 and 7, issue the necessary control signals to the electric motors, and ensure self-monitoring of their own health.

The power supply module 15 of controllers 4 and 5 (Fig. 2) is designed to convert the primary supply voltage into the required voltages (+15 V, +5 V, -5 V, +3.3 V) to power the electronic components of the controller unit. The power supply module uses DC/DC converters MDM 2(5)-1A05SN, MDM 10-1Sh15SN, voltage stabilizer 1158EN3.3VKh.

The module for measuring the supply voltages of 16 controllers 4 and 5 ensures that the voltage levels are brought to the required levels for supplying to the inputs of the controllers.

The module of external interfaces 17 provides the exchange at the physical level through the exchange channels. The module uses chips 1586IN2AU1, 1586IN4AU1, 5559IN1T.

Computing module 18 of controllers 4 and 5 provides storage of software in non-volatile memory, program execution when power is applied, reception and processing of analog and discrete signals, exchange of information with an angular position sensor and external non-volatile memory, output of necessary discrete signals in accordance with algorithms. The computing module uses a 1986BE1T microcontroller and a 1636PP52U Flash-type EEPROM chip with a serial interface.

The signal level converter module 19 of the controllers 4 and 5 converts the control signals coming from the computing module 18 into the levels necessary for the operation of the motor control module 21. A 5514BTs2U2-9A9 chip is used, which is an analog comparator.

The motor control module 21 of the controllers 4 and 5 converts the control signals coming from the signal level converter module 19 into control signals for power switches (MOS transistors) that switch the motor windings, in accordance with the control algorithm. The module uses 1308EU3AU microcircuits, 2PE208V92 MOSFETs.

The module for measuring the current consumption of 22 controllers 4 and 5 of the power part of the electric motor provides a voltage measurement on the current shunt, which is proportional to the current consumption of the electric motor. The 544UD16U3 chip is used (a universal dual operational amplifier of the Rail-to-Rail class).

The power control module of the electric motor 20 of the controllers 4 and 5 ensures that the power supply of the electric motor is turned off by a signal from the computing module 18 or a signal generated when the maximum allowable current consumption (overload) is exceeded or when the computing module 18 hangs (failures). 5514BTs1U1-32 chip (4 2-OR elements) and 1564AG3 chip connected according to the waiting single vibrator circuit.

Thus, the claimed device provides continuous monitoring of the technical condition of the damper, provides high reliability and has the ability to fail-safe operation.

Claims (2)

1. An aircraft engine throttle control device, comprising an electric motor connected to a controller connected to a damper position sensor connected to a rotary element connected to a return spring, characterized in that it contains a second electric motor connected to a second controller connected to a second damper position sensor connected to the rotary element, two planetary gearboxes, a summing gearbox, two electrical connectors and a block of external connectors and radio interference filters, while one of the electrical connectors, an electric motor, a controller, a planetary gearbox and a damper position sensor form the main control channel, and the second electrical connector, the second electric motor, the controller, the planetary gear and the position sensor form a redundant control channel, and the planetary gears are connected to the summing gear connected to the return spring, and the controllers connected to the external connector block associated with the electrical connectors. 2. The device according to claim 1, characterized in that each of the controllers consists of a power supply module, a voltage measurement module, an external interface module, a computing module, a signal level converter module, a motor power control module, a motor control module, a consumption current measurement module, at the same time, the inputs of the computing module are connected to the output of the electric drive unit, the position sensor unit, the consumption current measurement module and the external interface module, one of the outputs of the computing module is connected to the signal level converter module, and the other output is connected to the electric motor power control module, the input of which is connected to the output of the consumption current measurement module, the input of which is connected to the output of the motor control module, the other output of which is connected to the input of the motor unit, and the other input of the motor control module is connected to the power supply module and the voltage measurement module, the external interface module is connected Nyon with a block of external connectors and radio interference filters.

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