Aviation turboshaft engine control method, device, electronic equipment and storage medium

Abstract

The present application discloses an aviation turboshaft engine control method, device, electronic device and storage medium. The method comprises the following steps: S1, uniformly calibrating the CLP rod signal of the test bench and the power of the hydraulic dynamometer by fitting the load steady-state characteristics of the aircraft; S2, establishing a universal CLP feedforward interpolation table according to the acceleration characteristics of the engine itself; S3, during the rapid acceleration and deceleration of the engine, the Np control module adjusts the current engine actual Np and the target value Np according to the actual Np of the engine. 0 The difference is taken as input, and the output of the Np control module is obtained through proportional integral calculation. The output is added to the CLP feedforward compensation given value calculated according to the general CLP feedforward interpolation table and compared with the dNg acceleration and deceleration limit module to obtain the given value dNg 0 , given value dNg 0 The difference between the actual dNg of the engine is used as the input of the dNg control module, and the total fuel supply flow is calculated. The application has strong adaptability and high control accuracy.

Description

Technical Field

[0001] The present application relates to the technical field of aviation turboshaft engines, and in particular, to aviation turboshaft engine control methods, devices, electronic equipment and storage media. Background Art

[0002] The control system of aviation turboshaft engines mainly controls the engine power turbine constant speed by controlling the engine fuel flow. The fuel flow control law generally adopts the architecture of speed closed-loop cascade control + collective pitch lever (CLP) feedforward control. During the steady-state operation of the engine (the load is basically unchanged), the speed closed-loop control plays a major role, and the collective pitch lever (CLP) feedforward control does not intervene. During the rapid acceleration and deceleration of the engine, due to the weak dynamic response of the closed-loop control, the CLP feedforward control plays a major role.

[0003] In order to ensure that the engine power turbine speed (Np) is always maintained within the required dynamic control accuracy (such as ±5%) during rapid acceleration and deceleration, it is usually necessary to design a suitable control system CLP feedforward coefficient based on the load characteristics so that the engine acceleration characteristics match the test bench load characteristics. Otherwise, it will cause Np to sag or overshoot exceeding the dynamic performance index during the engine acceleration and deceleration process, and in extreme cases, it may also cause the engine to overspeed. However, due to the different load characteristics of the engine in the installed state, ground test bench state, and high-altitude test bench state, in order to make the engine's Np control accuracy meet the requirements on each test bench and aircraft platform, it is usually necessary to design different CLP feedforward coefficients for different ground test benches, high-altitude test benches, and flight platforms, which greatly increases the workload and costs, resulting in sensitivity to load characteristics and weak adaptability. Summary of the invention

[0004] On the one hand, the present application provides an aviation turboshaft engine control method to solve the technical problems that the existing aviation turboshaft engine control methods are sensitive to load characteristics and have weak adaptability.

[0005] The technical solutions adopted in this application are as follows:

[0006] The control method of an aviation turboshaft engine comprises the following steps:

[0007] S1. By fitting the steady-state characteristics of the aircraft load, the CLP rod signal of the test bench and the power of the hydraulic dynamometer are uniformly calibrated to reduce the steady-state difference of the load between different test benches;

[0008] S2. Establishing a general CLP feedforward interpolation table based on the acceleration characteristics of the engine itself, so as to decouple the CLP feedforward control loop from the load characteristics;

[0009] S3, during the rapid acceleration and deceleration of the engine, the Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, obtains the output of the Np control module through proportional integral calculation, and calculates the CLP feedforward compensation given value dNg by adding the output of the Np control module to the general CLP feedforward interpolation table. 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg acceleration / deceleration limit module. The difference between the given value dNg0 and the actual engine dNg obtained by differential calculation is used as the input of the dNg control module. After proportional integral calculation, the final total fuel flow rate Wfm of the engine is obtained.

[0010] Furthermore, the step S1 specifically includes the steps of:

[0011] S11, establishing a corresponding relationship between the flight platform CLP and the engine torque according to the statistical flight platform CLP rod angle and the required engine steady-state torque data;

[0012] S12, obtaining the engine torque corresponding to the maximum value of the flight platform CLP;

[0013] S13, calibrating the hydraulic dynamometer of the engine test bench according to the load characteristics of the engine, and setting the hydraulic dynamometer torque when the bench CLP is at a maximum value to be consistent with the engine torque corresponding to the maximum value of the flight platform CLP;

[0014] S14, when the test bench CLP is between 0 and the maximum value, the torque setting value of the hydraulic dynamometer is obtained by linear interpolation between 0 and the engine torque corresponding to the maximum value of the flight platform CLP.

[0015] Furthermore, the maximum value of the flight platform CLP is 90°.

[0016] Furthermore, the step S2 specifically includes the steps of:

[0017] S21, gradually adjusting the CLP feedforward coefficient from low to high and conducting engine rapid acceleration tests for multiple times, gradually increasing the CLP feedforward coefficient corresponding to each speed point during the test, until the coincidence degree between the engine acceleration process curve and the engine acceleration limit reaches the set value, and recording the initial CLP feedforward interpolation table at this time;

[0018] S22, multiplying the CLP feedforward coefficient in the above CLP feedforward interpolation table by the proportionality coefficient K to obtain a final universal CLP feedforward interpolation table based on the engine acceleration characteristics, wherein the proportionality coefficient K is set to a value of 0.7-0.9.

[0019] Further, in step S3, the comparison and selection with the dNg acceleration / deceleration limiting module to obtain the given value dNg0 of the gas generator speed acceleration dNg specifically includes the following steps:

[0020] S31, the output of the Np control module is calculated according to the general CLP feedforward interpolation table to obtain the CLP feedforward compensation given value dNg 前馈 The calculated result after addition is compared with the dNg acceleration / deceleration limit module;

[0021] S32. If the calculation result is between the dNg high limit and the dNg low limit in the dNg acceleration / deceleration limit module, the calculation result is selected as the given value dNg0 of dNg; if it exceeds the limit, the dNg high limit or the dNg low limit is selected as the given value dNg0 of dNg.

[0022] On the other hand, the present application also provides an aviation turboshaft engine control device, comprising:

[0023] The signal and power calibration module is used to uniformly calibrate the CLP rod signal of the test bench and the power of the hydraulic dynamometer by fitting the steady-state characteristics of the aircraft load, thereby reducing the steady-state difference of the load between different test benches;

[0024] A general CLP feedforward interpolation table establishment module is used to establish a general CLP feedforward interpolation table based on the acceleration characteristics of the engine itself, so as to decouple the CLP feedforward control loop from the load characteristics;

[0025] The engine fuel supply control module is used in the rapid acceleration and deceleration process of the engine. The Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, and obtains the output of the Np control module through proportional integral calculation. The output of the Np control module is calculated according to the general CLP feedforward interpolation table to obtain the CLP feedforward compensation given value dNg 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg acceleration / deceleration limit module. The difference between the given value dNg0 and the actual engine dNg obtained by differential calculation is used as the input of the dNg control module. After proportional integral calculation, the final total fuel flow rate Wfm of the engine is obtained.

[0026] Furthermore, the signal and power calibration module specifically includes:

[0027] A corresponding relationship establishing module, used to establish a corresponding relationship between the flight platform CLP and the engine torque according to the statistical flight platform CLP rod angle and the required engine steady-state torque data;

[0028] An engine torque acquisition module is used to obtain the engine torque corresponding to the maximum value of the flight platform CLP;

[0029] A calibration module is used to calibrate the hydraulic dynamometer of the engine test bench according to the load characteristics of the engine, and set the hydraulic dynamometer torque when the bench CLP is at a maximum value to be consistent with the engine torque corresponding to the maximum value of the flight platform CLP;

[0030] The interpolation module is used for linear interpolation between 0 and the engine torque corresponding to the maximum value of the flight platform CLP when the test bench CLP is between 0 and the maximum value.

[0031] Furthermore, the general CLP feedforward interpolation table establishment module specifically includes:

[0032] The engine rapid acceleration test module is used to gradually adjust the CLP feedforward coefficient from low to high and conduct engine rapid acceleration tests multiple times. During the test, the CLP feedforward coefficient corresponding to each speed point is gradually increased until the overlap between the engine acceleration process curve and the engine acceleration limit reaches the set value, and the initial CLP feedforward interpolation table at this time is recorded;

[0033] The proportional coefficient calculation module is used to obtain a final universal CLP feedforward interpolation table based on the engine acceleration characteristics by multiplying the CLP feedforward coefficient in the above CLP feedforward interpolation table by the proportional coefficient K, wherein the proportional coefficient K is 0.7-0.9.

[0034] On the other hand, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the aviation turboshaft engine control method when executing the computer program.

[0035] On the other hand, the present application further provides a storage medium, which includes a stored program, and when the program is running, controls the device where the storage medium is located to execute the steps of the aviation turboshaft engine control method.

[0036] Compared with the prior art, this application has the following beneficial effects:

[0037] 1. This application adopts the method of limiting the acceleration of the CLP feedforward and introducing it into the dNg control module, as well as the design of the CLP feedforward interpolation table based on the engine acceleration characteristics, which improves the dynamic response capability of the serial closed-loop control loop, reduces the sensitivity to load changes, and greatly improves the adaptability and versatility of the aviation turboshaft engine control method. After adopting this control method, the turboshaft engine can use one control method to simultaneously meet the test verification of multiple ground stations, high-altitude stations, and flight platforms. At the same time, since each test bench and flight platform uses the same CLP feedforward control coefficient, it also solves the problem of test effectiveness analysis caused by using different feedforward coefficients in different test bench tests. At the same time, it can also minimize the supplementary verification after changing the flight platform, reducing the difficulty and cost of verification;

[0038] 2. The enhanced performance of the serial closed loop in the control method of this application has significantly improved the steady-state and dynamic control accuracy of the engine in the helicopter installation state. After comparative flight verification before and after the improvement of the helicopter platform, the steady-state control accuracy of the engine Np has been improved by about 21%; at the same time, due to the enhanced regulation ability of the serial closed loop, under the condition of the same load characteristics, the dynamic control accuracy of the engine has also been improved by about 24%;

[0039] 3. This application realizes the use of the same set of parameters to simultaneously apply to the load characteristics of various ground test benches, the full envelope of high-altitude test benches, and the helicopter installation platform, reducing the software configuration management risk and cost of the engine control system. By adopting a unified software configuration, the risks of engine Np overshoot and repeated tests caused by human errors caused by different software parameters on different test benches and the software configuration management cost are significantly reduced.

[0040] In addition to the above-described purposes, features and advantages, the present application also has other purposes, features and advantages. The present application will be further described in detail with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The drawings constituting a part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0042] Figure 1 Schematic diagram of the control principle of a typical aviation turboshaft engine with cascade closed-loop control + feedforward control;

[0043] Figure 2 It is a schematic flow chart of an aviation turboshaft engine control method according to a preferred embodiment of the present application;

[0044] Figure 3 This is a schematic diagram of the control principle of an aviation turboshaft engine according to a preferred embodiment of the present application;

[0045] Figure 4 It is a schematic diagram of a module of an aviation turboshaft engine control device according to a preferred embodiment of the present application;

[0046] Figure 5 It is a schematic diagram of submodules of the signal and power calibration module of the preferred embodiment of the present application;

[0047] Figure 6 It is a schematic diagram of submodules of a general CLP feedforward interpolation table establishment module of a preferred embodiment of the present application;

[0048] Figure 7 is a schematic block diagram of an electronic device entity in a preferred embodiment of the present application;

[0049] Figure 8 It is a schematic diagram of the internal structure of a computer device according to a preferred embodiment of the present application. DETAILED DESCRIPTION

[0050] The embodiments of the present application are described in detail below in conjunction with the accompanying drawings, but the present application can be implemented in a variety of different ways defined and covered below.

[0051] The control system of aviation turboshaft engines mainly controls the engine Np constant speed by controlling the engine fuel flow, guide vane angle and other control variables, thereby achieving the goal of maintaining the constant speed of the helicopter rotor. At present, the fuel flow control law of typical domestic aviation turboshaft engines usually adopts the architecture of serial closed-loop control + CLP feedforward control, which mainly includes Np control module, dNg (gas generator speed acceleration) acceleration limit module (including dNg acceleration limit module and dNg deceleration limit module), dNg control module, CLP feedforward compensation (based on load characteristics design), etc. The control principle block diagram is as follows Figure 1 shown.

[0052] In the above typical serial closed-loop + CLP feedforward control law architecture, the total fuel flow rate Wfm of the engine is mainly composed of the closed-loop fuel flow rate Wfm0 of the serial closed-loop control loop and the CLP feedforward compensation fuel flow rate Wfm 前馈 Calculated by adding.

[0053] The serial closed loop is composed of the Np control module and the dNg control module in series. The Np control module takes the difference between the actual Np of the current engine and the Np target value Np0 as input, and after proportional calculation (i.e. multiplying it with the proportional coefficient, the proportional coefficient is generally between 0.5-1.2), the above calculation result is compared with the dNg acceleration and deceleration limit loop. If the calculation result is between the dNg upper limit and the dNg lower limit, the value is used as the dNg target value dNg0. If it exceeds the limit, the dNg upper limit or the dNg lower limit is used as the dNg target value dNg0. dNg0 and the actual Ng of the engine are calculated by differential ( Figure 1 The difference of dNg obtained by the s module in the control module is used as the input of the dNg control module. After proportional integral calculation, the closed-loop oil supply flow Wfm0 of the serial closed-loop control loop is finally obtained.

[0054] CLP feedforward compensation fuel flow Wfm 前馈 It is mainly calculated based on the CLP feedforward interpolation table. It should be noted that the above CLP feedforward interpolation table coefficients are designed according to the load characteristics. The value needs to be adjusted in real time according to the actual load conditions. Examples are shown in Tables 1 to 4.

[0055] Table 1 CLP feedforward interpolation table for ground station 1

[0056]

[0057] Table 2 CLP feedforward interpolation table for ground station 2

[0058]

[0059] Table 3 CLP feedforward interpolation table of high altitude station

[0060]

[0061] Table 4 CLP feedforward interpolation table for a certain flight platform

[0062]

[0063] It should be noted that the current solution mainly relies on adjusting the CLP feedforward coefficient in the engine control system to achieve matching between the engine and the bench hydraulic dynamometer, and does not perform torque calibration on the hydraulic dynamometer. The above CLP feedforward compensation fuel flow is directly added to the closed-loop fuel flow Wfm0 of the serial closed-loop control loop to obtain the total fuel flow Wfm of the engine.

[0064] When the classic serial closed loop + CLP feedforward control law architecture is adopted, during the rapid acceleration and deceleration of the engine, the CLP feedforward compensates the fuel flow Wfm 前馈 The actual fuel flow rate is significantly greater than Wfm0 calculated by the closed loop, and is directly added to the final fuel supply. Therefore, the CLP feedforward loop plays an absolutely dominant role in the acceleration process. The main characteristics of the current typical turboshaft engine control architecture can be summarized as feedforward-based.

[0065] The above feedforward-based typical turboshaft engine control law architecture has the advantages of fast response and strong anti-interference ability, but its transient control is highly dependent on the feedforward loop and is sensitive to changes in load characteristics. In order to ensure the control accuracy of the engine power turbine speed Np, it is usually necessary to design a suitable CLP feedforward coefficient according to the load characteristics adaptability, so that the engine acceleration characteristics and the bench load characteristics match well, in order to achieve a better engine Np control accuracy. Otherwise, when the load is inconsistent with the CLP feedforward coefficient, it is easy to cause the engine Np to sag or overshoot beyond the accuracy requirements.

[0066] Since the load characteristics of different ground test benches, high-altitude test benches, and flight platforms are different, in order to make the engine meet the Np control accuracy requirements on each test bench and aircraft platform, it is very common to match different test bench loads with different CLP feedforward coefficients, resulting in different engine control system software configurations used in tests on different ground test benches, high-altitude test benches, and flight platforms.

[0067] It can be seen that the current typical turboshaft engine control method has three shortcomings:

[0068] First, the changes in the above-mentioned different software configurations essentially change the control laws of the engine. It is difficult to evaluate the effectiveness of the frame test after changing the CLP feedforward parameters from the perspective of complete forward design. Therefore, in the process of airworthiness certification of civil aviation engines, there are difficulties in demonstrating the final airworthiness compliance.

[0069] Second, the current control architecture is sensitive to load characteristics, and the above control architecture has low adaptability to different flight platforms. Specifically, if the engine needs to match another different flight platform, even if both flight platforms are rotor helicopters, because the load characteristics of different rotors are different, it is basically necessary to re-match the CLP feedforward control coefficients and perform necessary supplementary verification after the change, which greatly increases the workload, and the verification cost of some of the supplementary verifications (such as high-altitude platform tests, etc.) is very high.

[0070] Third, the use of different software configurations on different test benches brings a significant workload to the configuration control of the control system parameters in the engine test. It is easy for system software configuration management errors to occur due to human errors. For example, the CLP feedforward coefficient does not correspond to the test bench, resulting in Np overshoot during engine testing or unnecessary repeated tests. It also increases the labor and tool costs of software configuration management.

[0071] like Figure 2 As shown, in view of the above technical problems, a preferred embodiment of the present application provides an aviation turboshaft engine control method, comprising the following steps:

[0072] S1. By fitting the steady-state characteristics of the aircraft load, the CLP rod signal of the test bench and the power of the hydraulic dynamometer are uniformly calibrated to reduce the steady-state difference of the load between different test benches;

[0073] S2. Establishing a general CLP feedforward interpolation table based on the acceleration characteristics of the engine itself, so as to decouple the CLP feedforward control loop from the load characteristics;

[0074] S3, during the rapid acceleration and deceleration of the engine, the Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, obtains the output of the Np control module through proportional integral calculation, and calculates the CLP feedforward compensation given value dNg by adding the output of the Np control module to the general CLP feedforward interpolation table. 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg acceleration / deceleration limit module. The difference between the given value dNg0 and the actual engine dNg obtained by differential calculation is used as the input of the dNg control module. After proportional integral calculation, the final total fuel flow rate Wfm of the engine is obtained.

[0075] It can be seen that, on the one hand, this embodiment uniformly calibrates the CLP rod signal of the test bench and the power of the hydraulic dynamometer by fitting the steady-state characteristics of the aircraft load, reduces the steady-state difference of the load between different test benches, and lays a good foundation for realizing the use of a set of control methods (including CLP feedforward control loop and closed-loop control loop) to adapt to different ground test benches, high-altitude test benches and flight platforms. On the other hand, this embodiment adjusts the CLP feedforward compensation position in the typical control law architecture from the output position of the dNg control module to the output position of the Np control module. On the one hand, the CLP feedforward is introduced into the dNg control module in the closed loop to enhance the closed-loop regulation capability. On the other hand, the CLP feedforward is suppressed by the dNg limiting loop, reducing its influence during the transient acceleration and deceleration process of the engine. Second, the CLP feedforward interpolation table designed based on the load characteristics is improved to a CLP feedforward interpolation table based on the acceleration characteristics of the engine itself, and the CLP feedforward control loop is decoupled from the load characteristics. Since the CLP feedforward compensation based on the engine acceleration characteristics is smaller than the CLP feedforward compensation based on the load characteristics, the influence of the CLP feedforward during the acceleration and deceleration of the engine is reduced. The typical control law architecture mainly uses the CLP feedforward loop to improve the dynamic control method. Instead, the engine Np dynamic control accuracy is improved by using both CLP feedforward and enhanced closed-loop regulation. The improved control architecture is as follows: Figure 3 shown.

[0076] Through the above redesign, the engine fuel flow calculation process can be described as follows:

[0077] During the rapid acceleration and deceleration of the engine, the Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, obtains the output of the Np control module through proportional integral calculation, and then calculates the CLP feedforward compensation given value dNg according to the general CLP feedforward interpolation table. 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg acceleration and deceleration limit module (if the limit is exceeded, the dNg limit value is used). The difference between the given value dNg0 and the actual engine Ng obtained by differential calculation is used as the input of the dNg control module, and then the total fuel supply flow Wfm of the engine is finally obtained after proportional integral calculation. The universal CLP feedforward interpolation table is independent of the load characteristics, and the feedforward compensation coefficient is smaller than that of the existing scheme (this parameter varies with the characteristics of different engines). It can be used on different ground stations, high-altitude stations, and aircraft platforms, and has strong adaptability. At the same time, this embodiment changes the way in which the CLP feedforward loop in the typical control architecture improves the dynamic control to improve the engine Np dynamic control accuracy through two methods: CLP feedforward and enhanced closed-loop regulation. The universal CLP feedforward interpolation table is shown in Table 5:

[0078] Table 5 General CLP feedforward interpolation table based on engine acceleration characteristics

[0079]

[0080] In summary, compared with the prior art, the aviation turboshaft engine control method of this embodiment has the following beneficial effects:

[0081] 1. This embodiment adopts the CLP feedforward through acceleration limitation and introduction into the dNg control module and the CLP feedforward interpolation table design based on the engine acceleration characteristics, which improves the dynamic response capability of the serial closed-loop control loop, reduces the sensitivity to load changes, and greatly improves the adaptability and versatility of the aviation turboshaft engine control method. After adopting this control method, the turboshaft engine can use one control method to simultaneously meet the full envelope of multiple ground platforms, high-altitude platforms and flight platform test verifications. At the same time, since each test bench and flight platform uses the same CLP feedforward control coefficient, it also solves the problem of test effectiveness analysis caused by different feedforward coefficients used in different test benches. At the same time, it can also reduce the supplementary verification after changing the flight platform as much as possible, reducing the difficulty and cost of verification.

[0082] Second, the enhancement of the serial closed-loop performance in the control method of this embodiment significantly improves the steady-state and dynamic control accuracy of the engine when installed in the helicopter. After comparative flight verification before and after the improvement of the helicopter platform, the steady-state control accuracy of the engine Np is improved by about 21%; at the same time, due to the enhancement of the serial closed-loop regulation capability, under the condition of the same load characteristics, the dynamic control accuracy of the engine is also improved by about 24%.

[0083] 3. This embodiment uses the same set of parameters to simultaneously apply to the load characteristics of various ground test benches, the full envelope of high-altitude test benches, and the helicopter installation platform, reducing the software configuration management risk and cost of the engine control system. By adopting a unified software configuration, the risks of engine Np overshoot and repeated tests caused by human errors caused by different software parameters on different test benches and the software configuration management cost are significantly reduced.

[0084] Preferably, the step S1 specifically comprises the steps of:

[0085] S11, establishing a corresponding relationship between the flight platform CLP and the engine torque according to the statistical flight platform CLP rod angle and the required engine steady-state torque data;

[0086] S12, obtaining the engine torque corresponding to the maximum value of the flight platform CLP, the maximum value of the flight platform CLP is 90 degrees, for example, the flight data of the rotary helicopter shows that when the aircraft CLP rod angle is 90 degrees, the engine torque required by the flight platform is 600N.m;

[0087] S13, calibrating the hydraulic dynamometer of the engine test bench according to the load characteristics of the engine, setting the hydraulic dynamometer torque when the bench CLP is at a maximum value of 90° to the engine torque of 600 N.m corresponding to the maximum value of the flight platform CLP;

[0088] S14, when the test bench CLP is between 0 and the maximum value, the torque setting value of the hydraulic dynamometer is obtained by linear interpolation between 0 and the engine torque of 600 N.m corresponding to the maximum value of the flight platform CLP.

[0089] After completing the calibration of the engine test bench hydraulic dynamometer according to the steps of this embodiment, the engine test bench hydraulic dynamometer can simulate the steady-state load characteristics of the aircraft. Although the test bench still cannot be consistent with the aircraft in terms of dynamic load characteristics, this embodiment effectively improves the consistency of load characteristics between test benches and reduces the steady-state difference between the engine test bench hydraulic dynamometer load and the aircraft rotor load. It is an indispensable key step for realizing load decoupling by adopting a set of engine control methods (including CLP feedforward control loop and closed-loop control loop) to adapt to the different load characteristics of different ground test benches, high-altitude test benches and flight platforms.

[0090] Preferably, the step S2 specifically comprises the steps of:

[0091] S21, gradually adjusting the CLP feedforward coefficient from low to high and conducting engine rapid acceleration tests for multiple times, gradually increasing the CLP feedforward coefficient corresponding to each speed point during the test, until the coincidence degree between the engine acceleration process curve and the engine acceleration limit reaches the set value, and recording the initial CLP feedforward interpolation table at this time;

[0092] S22, based on the CLP feedforward coefficient in the above CLP feedforward interpolation table, multiplying the proportional coefficient K, wherein the proportional coefficient K is 0.7-0.9, to obtain a final universal CLP feedforward interpolation table based on the engine acceleration characteristics.

[0093] The general CLP feedforward interpolation table obtained by the method provided in this embodiment realizes that the CLP feedforward coefficient is independent of the load characteristics and is only related to the acceleration characteristics of the engine itself, decoupling the CLP feedforward compensation from the load characteristics, and improving the adaptability of the engine control method. At the same time, since the CLP feedforward compensation based on the engine acceleration characteristics is smaller than the CLP feedforward compensation based on the load characteristics, the influence of the CLP feedforward during the acceleration and deceleration of the engine is reduced.

[0094] Preferably, in step S3, the comparison and selection with the dNg acceleration / deceleration limiting module to obtain the given value dNg0 of the gas generator speed acceleration dNg specifically includes the following steps:

[0095] S31, the output of the Np control module is calculated according to the general CLP feedforward interpolation table to obtain the CLP feedforward compensation given value dNg 前馈 The calculated result after addition is compared with the dNg acceleration / deceleration limit module;

[0096] S32. If the calculation result is between the dNg upper limit and the dNg lower limit in the dNg acceleration / deceleration limit module, the calculation result is selected as the given value dNg0 of dNg; if it exceeds the limit, the dNg upper limit or the dNg lower limit is selected as the given value dNg0 of dNg.

[0097] like Figure 4 As shown, the present application also provides an aviation turboshaft engine control device on the other hand, comprising:

[0098] The signal and power calibration module is used to uniformly calibrate the CLP rod signal of the test bench and the power of the hydraulic dynamometer by fitting the steady-state characteristics of the aircraft load, thereby reducing the steady-state difference of the load between different test benches;

[0099] A general CLP feedforward interpolation table establishment module is used to establish a general CLP feedforward interpolation table based on the acceleration characteristics of the engine itself, so as to decouple the CLP feedforward control loop from the load characteristics;

[0100] The engine fuel supply control module is used in the rapid acceleration and deceleration process of the engine. The Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, and obtains the output of the Np control module through proportional integral calculation. The output of the Np control module is calculated according to the general CLP feedforward interpolation table to obtain the CLP feedforward compensation given value dNg 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg acceleration / deceleration limit module. The difference between the given value dNg0 and the actual engine dNg obtained by differential calculation is used as the input of the dNg control module. After proportional integral calculation, the final total fuel flow rate Wfm of the engine is obtained.

[0101] Specifically, Figure 5 As shown, the signal and power calibration module specifically includes:

[0102] A corresponding relationship establishing module, used to establish a corresponding relationship between the flight platform CLP and the engine torque according to the statistical flight platform CLP rod angle and the required engine steady-state torque data;

[0103] An engine torque acquisition module is used to obtain the engine torque corresponding to the maximum value of the flight platform CLP;

[0104] A calibration module is used to calibrate the hydraulic dynamometer of the engine test bench according to the load characteristics of the engine, and set the hydraulic dynamometer torque when the bench CLP is at a maximum value to be consistent with the engine torque corresponding to the maximum value of the flight platform CLP;

[0105] The interpolation module is used for linear interpolation between 0 and the engine torque corresponding to the maximum value of the flight platform CLP when the test bench CLP is between 0 and the maximum value.

[0106] Specifically, Figure 6 As shown, the general CLP feedforward interpolation table establishment module specifically includes:

[0107] The engine rapid acceleration test module is used to gradually adjust the CLP feedforward coefficient from low to high and conduct engine rapid acceleration tests multiple times. During the test, the CLP feedforward coefficient corresponding to each speed point is gradually increased until the overlap between the engine acceleration process curve and the engine acceleration limit reaches the set value, and the initial CLP feedforward interpolation table at this time is recorded;

[0108] The proportional coefficient calculation module is used to obtain a final universal CLP feedforward interpolation table based on the engine acceleration characteristics by multiplying the CLP feedforward coefficient in the above CLP feedforward interpolation table by the proportional coefficient K, wherein the proportional coefficient K is 0.7-0.9.

[0109] In summary, the turboshaft engine control method of "closed loop as the main method and feedforward as the auxiliary method" proposed in the present invention has the following characteristics:

[0110] 1) The calibration method of the CLP rod signal and hydraulic dynamometer of the test bench that fits the steady-state load characteristics of the aircraft can reduce the difference between the test bench and the aircraft platform load;

[0111] 2) By introducing the CLP feedforward into the dNg control module through acceleration limitation, the impact of the CLP feedforward loop is reduced while improving the dynamic response capability of the serial closed-loop control loop;

[0112] 3) CLP feedforward design based on engine acceleration characteristics decouples CLP feedforward compensation from load characteristics to improve the adaptability of control laws.

[0113] like Figure 7 As shown, another preferred embodiment of the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the aviation turboshaft engine control method in the above-mentioned embodiment when executing the computer program.

[0114] like Figure 8 As shown, another preferred embodiment of the present application further provides a computer device, which may be a terminal or a liveness detection server, and its internal structure diagram may be as shown in FIG. Figure 8 As shown. The computer device includes a processor, a memory and a network interface connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with other external computer devices through a network connection. When the computer program is executed by the processor, the steps of the above-mentioned aviation turboshaft engine control method are implemented.

[0115] Those skilled in the art will understand that Figure 8 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0116] A preferred embodiment of the present application further provides a storage medium, which includes a stored program, and when the program is run, controls the device where the storage medium is located to execute the steps of the aviation turboshaft engine control method in the above embodiment.

[0117] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0118] If the functions described in the method of this embodiment are implemented in the form of software functional units and sold or used as independent products, they can be stored in one or more computing devices readable storage media. Based on this understanding, the part of the embodiment of the present application that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computing device (which can be a personal computer, server, mobile computing device or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program code.

[0119] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. The schemes in the embodiments of the present application may be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0120] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0121] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0122] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0123] The parts not described in detail in this application are all known technologies to those skilled in the art. Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not limiting. Although this application is described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of this application can be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions of this application, which should be included in the scope of the claims of this application.

Claims

1. An aviation turboshaft engine control method, characterized in that: The following steps are involved: S1. By fitting the steady-state characteristics of the aircraft load, the CLP rod signal of the test bench and the power of the hydraulic dynamometer are uniformly calibrated to reduce the steady-state difference of the load between different test benches; S2. Establishing a general CLP feedforward interpolation table based on the acceleration characteristics of the engine according to the acceleration characteristics of the engine itself, so as to decouple the CLP feedforward control loop from the load characteristics, specifically comprising the steps of: S21, gradually adjusting the CLP feedforward coefficient from low to high and conducting engine rapid acceleration tests for multiple times, gradually increasing the CLP feedforward coefficient corresponding to each speed point during the test, until the coincidence degree between the engine acceleration process curve and the engine acceleration limit reaches the set value, and recording the initial CLP feedforward interpolation table at this time; S22, multiplying the CLP feedforward coefficient in the above CLP feedforward interpolation table by a proportionality coefficient K to obtain a final universal CLP feedforward interpolation table based on engine acceleration characteristics, wherein the proportionality coefficient K is set to a value of 0.7-0.9; S3, during the rapid acceleration and deceleration of the engine, the Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, obtains the output of the Np control module through proportional integral calculation, and calculates the CLP feedforward compensation given value dNg by adding the output of the Np control module to the general CLP feedforward interpolation table. 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg high limit and dNg low limit in the dNg acceleration / deceleration limit module. The difference between the given value dNg0 and the actual engine dNg obtained by differential calculation is used as the input of the dNg control module. After proportional integral calculation, the final total fuel flow rate Wfm of the engine is obtained. Np is the engine power turbine speed.

2. The aviation turboshaft engine control method according to claim 1, characterized in that: The step S1 specifically includes the following steps: S11, establishing a corresponding relationship between the flight platform CLP rod angle and the engine torque according to the statistical flight platform CLP rod angle and the required engine steady-state torque data; S12, obtaining the engine torque corresponding to the maximum value of the flight platform CLP rod angle; S13, calibrating the hydraulic dynamometer of the engine test bench according to the load characteristics of the engine, and setting the hydraulic dynamometer torque when the bench CLP rod signal is at a maximum value to be consistent with the engine torque corresponding to the maximum value of the flight platform CLP rod angle; S14, when the test bench CLP rod signal is between 0 and the maximum value, the hydraulic dynamometer torque setting value is linearly interpolated between 0 and the engine torque corresponding to the maximum value of the flight platform CLP rod angle.

3. The aviation turboshaft engine control method according to claim 2, characterized in that: The maximum value of the flight platform CLP rod angle is 90°.

4. The aviation turboshaft engine control method according to claim 1, characterized in that: In step S3, the given value dNg0 of the gas generator speed acceleration dNg is obtained by comparing with the dNg high limit value and the dNg low limit value in the dNg acceleration / deceleration limit module, and specifically includes the following steps: S31, the output of the Np control module is calculated according to the general CLP feedforward interpolation table to obtain the CLP feedforward compensation given value dNg 前馈 The calculated result after addition is compared with the dNg high limit value and dNg low limit value in the dNg acceleration / deceleration limit module; S32. If the calculation result is between the dNg high limit and the dNg low limit in the dNg acceleration / deceleration limit module, the calculation result is selected as the given value dNg0 of dNg; if it exceeds the limit, the dNg high limit or the dNg low limit is selected as the given value dNg0 of dNg.

5. An aviation turboshaft engine control device, characterized in that: include: The signal and power calibration module is used to uniformly calibrate the CLP rod signal of the test bench and the power of the hydraulic dynamometer by fitting the steady-state characteristics of the aircraft load, thereby reducing the steady-state difference of the load between different test benches; The general CLP feedforward interpolation table establishment module is used to establish a general CLP feedforward interpolation table based on the acceleration characteristics of the engine itself, so as to decouple the CLP feedforward control loop from the load characteristics, specifically including: The engine rapid acceleration test module is used to gradually adjust the CLP feedforward coefficient from low to high and conduct engine rapid acceleration tests multiple times. During the test, the CLP feedforward coefficient corresponding to each speed point is gradually increased until the overlap between the engine acceleration process curve and the engine acceleration limit reaches the set value, and the initial CLP feedforward interpolation table at this time is recorded; A proportional coefficient calculation module, for obtaining a final universal CLP feedforward interpolation table based on the engine acceleration characteristics by multiplying the CLP feedforward coefficient in the CLP feedforward interpolation table by a proportional coefficient K, wherein the proportional coefficient K is set to a value of 0.7 to 0.9; The engine fuel supply control module is used in the rapid acceleration and deceleration process of the engine. The Np control module takes the difference between the current actual Np of the engine and the Np target value Np0 as input, and obtains the output of the Np control module through proportional integral calculation. The output of the Np control module is calculated according to the general CLP feedforward interpolation table to obtain the CLP feedforward compensation given value dNg 前馈 The given value dNg0 of the gas generator speed acceleration dNg is obtained by adding and comparing with the dNg high limit and dNg low limit in the dNg acceleration / deceleration limit module. The difference between the given value dNg0 and the actual engine dNg obtained by differential calculation is used as the input of the dNg control module. After proportional integral calculation, the final total fuel supply flow Wfm of the engine is obtained. Np is the engine power turbine speed.

6. The aviation turboshaft engine control device according to claim 5, characterized in that: The signal and power calibration module specifically includes: A corresponding relationship establishing module, used for establishing a corresponding relationship between the flight platform CLP rod angle and the engine torque according to the statistical flight platform CLP rod angle and the required engine steady-state torque data; The engine torque acquisition module is used to obtain the engine torque corresponding to the maximum value of the flight platform CLP rod angle; A calibration module is used to calibrate the hydraulic dynamometer of the engine test bench according to the load characteristics of the engine, and set the hydraulic dynamometer torque when the test bench CLP rod signal is at a maximum value to be consistent with the engine torque corresponding to the maximum value of the flight platform CLP rod angle; The interpolation module is used to linearly interpolate the hydraulic dynamometer torque setting value between 0 and the engine torque corresponding to the maximum value of the flight platform CLP rod angle when the test bench CLP rod signal is between 0 and the maximum value.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the aviation turboshaft engine control method according to any one of claims 1 to 4 are implemented.

8. A storage medium comprising a stored program, characterized in that: When the program is running, the device where the storage medium is located is controlled to execute the steps of the aviation turboshaft engine control method as described in any one of claims 1 to 4.

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