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Figure 1 illustrates the many areas that interact, and must be considered, to derive the maximum benefits from control integration. Flight and engine simulations must have an acceptable ievei of fidelity to properly explore the system interactions. The various control systems will communicate by digital (optic or electronic) data links that must be structured to allow timely and accurate exchange of critical information without overburdening the entire aircraft computer system. Maintenance and Diagnostics need to be facilitated by the use of common secondary power for electrical and hydraulic power. This avoids component duplication and allows total flight control system and propulsion control system checkout with common ground test equipment. For designers to produce a reliable, integrated system design, coordinated development processes and integrated test support systems will be required.
System Architecture
Redundancy
Pratt & Whitnev (P&WI has successfullv develooed an Experlmentat .Multi-processor Real .Time 'Engine Simulation System that meets these needs. This system is now being used to verify the Full Authority Digital Electronic Controls (FADEC's) for fufure engines. The next logical step is establishing facilities that support flight and propulsion control system integration and fault tolerance studies. This paper presents the evolution, design and use of these microprocessor based real time simulation benches at P&W and the role thev will . , In the develooment and olav ~. test of integrated flight and propulsion control systems for future advanced aircraft.
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Integrated Loqic/Modes
1 Management
Flight/Engine
Simulations
MaintenaW-3
and Diagnoskx
Pilot Interface
Communication Links
Figure 1.
lntroductlon The trends towards increasing control complexity and emphasis on flightlpropulsion system integration. have imposed slgnlficant challenges on the development process of both flight and propulsion control hardware and software. Future weapon systems such as Advanced Short Take-Off and Vertical Landing (ASTOVL) aircraft wiii require a greater degree of coordination between aircraft and engine control designers to achieve the necessary levels of integration.
"Copyright @ 1987 by PEW. Published by t h e .Pmerican I i i s F i t u t e of,,Aeronautics and A s t r o n a u t i c s , I n c . w i t h permission.
1
The development process for such advanced integrated aircraft flight and propulsion control systems will be carried out by the airframe and engine designers working interactively and in parallel. This approach is needed to ensure that the best performance of the complete aircraft system is realized. The design interactions are important and must be addressed during the preliminary anafysis through development testing and final qualification. Advancements In microprocessor technology and modeling techniques are providing the control system designers with much greater and more economical simulation capabilities to properly support this